lesofprimus
Brigadier General
The month began with the arrival of the remaining men of the air echelon from Biak Island. Their trip was made without incident and all arrived safe and sound. In the meantime, the roads had grown steadily worse, and it was no mean feat just to go to the airstrip in the morning and return at night. The services of the Duck obtained from a kindly engineering outfit was a lifesaver indeed.
The night of October 31 was one of constant alerts and several raids. One string of bombs was the closest yet, and converted many of the "unbelievers". During the early morning patrol, 3 enemy planes were destroyed and one probably destroyed by the 9th. The enemy was engaged about 10 miles from our camp. Lt. C. Gupton accounted for two Vals, Lt. H. Oglesby an Oscar, and Lt. J. Forgey a probably Tojo.
2 November 1944 was the most hectic day within the memory of the present personnel of the unit. The Japs kept fighters constantly in the air over Ormoc (western Leyte) to protect one of their convoys attempting to reinforce the city. Our planes met them in combat, and before the day ended the 9th added eleven enemy planes to its total victories. Lts. W. Huisman, J. Poston and T.E. Hamilton destroyed two enemy planes each and the following officers one apiece: Lts. Oglesby, P. Nahnibida and E. Ambort. Ten of the planes were shot down during the first mission of the day and the other one on the second mission. Upon return of this second mission a tragic landing accident occurred under the shadow of the Operations alert tent. Lt. Huisman was about to land after his 2nd combat of the morning (in which he is believed to have destroyed an enemy plane) when another P-38 from one of the other squadrons came from the rear. The propellers of this plane chewed the tail off Lt. Huisman's plane, causing it to slide down the runway engulfed in flames. The other '38 barely missed the tent, going just over the top before crashing and exploding a short distance away. Several men in that area were injured; one was rescued by the heroic action of our medical enlisted men. None of the injured belonged to our unit. The pilot of this plane never had a chance, and was trapped in his seat. Meanwhile, Lt. Huisman's plane finally came to a stop, a mass of flames. Into this holocaust two of the 9th Fighter enlisted men plunged, and disregarding their own safety, succeeded in freeing Lt. Huisman who was trapped by his safety belt. They then carried him to the First Aid Station by means of a nearby jeep. Both men were recommended for the Soldiers Medal for their heroism. An enlisted man of another unit was knocked unconscious when the other plane crashed, and was taken out of the flaming wreckage by medics under similar circumstances. These men also were recommended for the Soldiers Medal. Lt. Huisman was burned badly and was evacuated. The squadron received news that he subsequently died of his injuries a few days later aboard a hospital ship. He was buried at sea with full military honors. It is regrettable that a pilot returning from a successful combat action should lose his life in an operational accident, and Lt. Huisman will be sorely missed by his comrades. On this same mission the plane flown by Lt. J. Hanisch was seen going down in the Ormoc area, and his fate is unknown at this time.
All during the day swarms of photographers and correspondents were around snapping pictures of celebrities such as Majors Richard Bong and Tom McGuire, the 2 leading fighter aces, and our squadron C.O. Major Wally Jordan. A combat photographer took many pictures of the unit at work to be used in future histories of the Air Force in the Philippines. The day ended when a second plane nearly ran into the alert tent, and all personnel concerned agreed it was a never-to-be-forgotten day!
The night of 2-3 November was one of constant alerts, with enemy planes dropping bombs every ten or fifteen minutes. Many men had their first look at a phosphorus bomb which exploded a short distance away. The long tentacles made an eerie effect and caused uneasy quivers in many a heart even though there was little danger from that bomb. In the hour preceding dawn, many of the line personnel were caught in a strafing and bombing attack, but fortunately everyone "hit the dirt" in time and no one was injured.
On November 3, 1944, the 9th ran a bombing and strafing attack on enemy shipping in Ormoc Bay. While returning from the mission the squadron sighted a large enemy convoy on Highway #2 between Ormoc and Valencia. The convoy consisted of trucks, artillery, small tanks and infantry and the 9th pilots immediately attacked. It was estimated that 25-30 trucks were destroyed and many others left smoking. An Ammo truck exploded causing additional damage; 30 to 40 horses were killed, and casualties among the troops were impossible to judge. An unconfirmed report received from Filipino guerillas and relayed to the squadron by the Army Liaison Officer gave the number of Japs killed or wounded as 2,400. An entire division sorely needed to reinforce their crumbling lines had been badly mauled and rendered temporarily impotent. This havoc was not accomplished without cost to our unit. Lt. R. Bates was last observed at 6,000 feet over Ormoc Bay, his plane apparently out of control. He was not seen to crash, and at the time it was thought he may have bailed out. If so, he would most certainly be a prisoner of war. First Lt. R. Hamburger was able to parachute successfully when his plane caught fire after the strafing. He was barely able to miss the flaming wreckage of his plane when he landed, and was picked up by friendly Filipinos and taken to the guerillas. Lt. Hamburger returned to the unit later, after evaluating his report it was felt that Lt. Bates was not killed when his plane crashed, but had been injured and in enemy hands. This information was received from guerilla sources.
After strafing the motor convoy the squadron headed for base, but was jumped by approximately 15 enemy fighters. The enemy had the advantage, and our planes were unable to add to the squadron score. Lt. B. Krankowitz had one engine shot out and was vainly trying to evade three enemy planes which were on his tail. Just as his plane was about to be riddled by Japanese bullets, he was saved by the gallant action of one of his brother officers. Lt. F. Helterline had made several passes at enemy planes and exhausted his ammunition, already largely expended during the strafing. He observed Krankowitz's predicament and despite the fact he was without ammunition, he made a daring head-on pass at the 3 enemy planes, going between the leader and his wingman and breaking up their attack. The planes immediately took after Lt. Helterline, who because of the superior performance of his plane, was able to get safely away. This brave act most assuredly saved the life of Lt. Krankowitz, and Lt. Helterline has been recommended for the Silver Star for gallantry in action.
The next night (Nov. 3rd) was the worst night to date. There was a continuous red alert form 2300 to 0630, and more than 50 separate raids were made, occurring at 10 to 15 minute intervals. Another phosphorus bomb exploded almost in the identical spot as the previous night. Shortly after dawn about 25 Jap fighters bombed the strip, flying directly over camp en route. The anti-aircraft fire was awesome in intensity, but its accuracy left much to be desired. It did, however, harass the enemy sufficiently to make the raid a failure, in that only one small crater was on the runway and one plane damaged.
The night of November 4th was almost as bad as the previous one. Constant bombing and lack of sleep was beginning to tell on the men as nerves became frayed and tempers shorter than usual. Many dug big foxholes, placed their cots therein, and slept in comparative safety, but the majority were kept hopping in and out of bed 3 or 4 times every hour. November 5th, six of our pilots received orders sending them home. They had been flying constantly and relief came at a very opportune time. The officers were 1st Lts. J. Poston, H. Oglesby, Hufford, W. Maddox, Richard Kirkland and B. Krankowitz. That night was comparatively peaceful with only two raids. The best night's sleep for a week did much to refresh both body and spirit. On Nov. 6th Lt. Hanisch surprised everyone by landing on the strip in a Cub. He was shot down near Ormoc on Nov. 2nd, and crash landed his plane in a field south of Ormoc. The enemy planes strafed him when he landed, but missed him while riddling the plane. He suffered a deep laceration of the forehead. Within 15 minutes he was picked up the guerillas and feted like a conquering hero by the Filipinos, as he was the first American they had seen in three years!
On the morning of 7 November four of our P-38's encountered enemy fighters in two separate engagements: one 20 miles west of Buri and the other over Ormoc Bay. Two Oscars were destroyed, one each by 1st Lt. E. Cooper and 2nd Lt. J. Hovik. Lt. Cooper also probably destroyed a second. The next few days were uneventful except for a comparatively minor typhoon November 8th.
Possibly one of the most dangerous missions flown by the squadron was on November 9, 1944. An enemy convoy of 12 ships including six destroyers and 2 destroyer escorts was sighted in Ormoc Bay attempting to reinforce the town. Each plane on the mission was armed with two 1,000 pound bombs. Seven planes made skip-bombing runs at masthead level through the heaviest barrage of anti-aircraft fire the pilots had ever seen. Several direct hits were made, but damage assessment was impossible due to lack of observation. Lt. D. Kanoff's plane was downed by anti-aircraft fire and crashed into the Bay. He was one of our newer pilots, but his performance of duty even at the cost of his life reflected the spirit of the 9th Fighter Squadron.
The first aerial combat in days occurred at Ormoc November 10th. Major Bong destroyed an Oscar as Lt. I. Corley also got his first kill. Major Wally Jordan accounted for 2 Oscars destroyed.
Hundreds of small anti-personnel bombs were dropped during the night of Nov. 11th, but no casualties were suffered by our unit. Raids were made Nov. 12 by the enemy during the day on shipping in the harbor, with hits on two Liberty ships. Two enemy planes fell to our anti-aircraft fire. November 14 commenced with a surprise bombing and strafing raid on our strip. Major Jordan and Capt. R. Swift, about to man their planes, were forced to drop to the ground. A bomb exploded about 30 feet away and a strafing pass went right through the area. Neither pilot was injured, although Capt. Swift extracted a sizable piece of shrapnel from the parachute he was about to don! Personnel in camp were treated to an aerial show overhead when a Dinah, hit by ack ack, burst into flames and crashed. Two 38's got on the tail of a lone Oscar and the wingman shot it down after the lead plane overshot. It is seldom that ground personnel witness such action, and the sight was most welcome.
The weather, very treacherous in this area, closed in suddenly on November 15th while 7 of our planes were airborne. Three were able to land safely at Buri, but four others flown by Lts. C. McElroy, A. Datzenko, J. Hanisch and J. Hovik, after flying all around the island of Leyte trying vainly to find an opening, finally were forced to crash-land. Lt. Hovik landed in a rice paddy near Carigara Bay, killing a water buffalo in the process, but suffered no injury to himself. The remaining three bellied in near Bugho, southeast Leyte. All planes were total losses although several trips were made later to salvage parts.
Our late patrol over Buri intercepted ten enemy fighters which were attempting to bomb and strafe the strip. The bombing was frustrated and seven enemy planes were shot down without loss to us. Lt. W. Curton got one and Lts. C. Gupton, Warren Fowler and Jack Lewis destroyed 2 each. All of the enemy planes were Oscars except one Zeke destroyed by Jack Lewis. Lts. Fowler and Lewis scored their first victories in this engagement.
An enemy dive bomber, a Val, flew over camp just at dusk on the 17th and attempted to bomb the airstrip. It was shot down in flames by our ack ack - a spectacular sight.
The 18th started off with an exciting series of raids. One enemy plane was seen going down smoking after a P-38 attack. A second was lost from sight with a '38 in a most favorable position on its tail. Some enemy planes made suicide dives on shipping in the harbor. One crashed into a Liberty ship, setting it on fire; another missed and fell into the water while a third was blown up by ack ack before reaching its objective. One plane dropped anti-personnel bombs on our strip, damaging 3 planes and slightly wounding T/Sgt. O. Wallace, S/Sgt. Colborn and PFC B. Peterson.
November 19th 2 more Japs made suicide dives at shipping, but both completely missed their targets and crashed into the water. Ack ack fire was practically non-existant, and their inability to hit their targets is difficult to understand. Two separate combats with enemy planes were fought over Ormoc, and Lt. T. Hamilton destroyed a Zeke 52. Another was badly shot up, and when last seen appeared to have a very slim chance of getting back to base. Lt. Les Nelson was credited with this probable. Then came several uneventful days, and Thanksgiving came and went without disturbing the even tenor of our ways.
On the morn of the 24th an enemy twin engine bomber, probably a Frances, was hit by ack ack fairly close to camp. It caught fire, and after proceeding a short distance, crashed. A sleek looking Dinah flew over camp heading for home. One of our '38's gave chase, and even though the enemy plane had a great advantage in altitude, F/O H. Hammett was able to get behind it and shoot it down. Early November 26th an enemy plane heading in the direction of camp was hit by ack ack. It started burning, but crashed before reaching our vicinity. There were a few anxious moments when it looked as if our camp was about to become the plane's last resting place! That afternoon our planes twice met the enemy. The first time, the enemy pilots were very good at evading combat and none were shot down. Four of our planes intercepted 3 Oscars ten miles to the northwest a bit later, and Lt. Gupton succeeded in shooting one down. Lt. N. Williams fired several bursts at another and scored hits in the engine, causing it to smoke badly. As this one was not seen to crash, it can be claimed only as a probable. The 3rd plane succeeded in escaping into the clouds.
Patrols without incident were flown until 29 November when two of our flights engaged 15 enemy fighters over Ormoc. Lt. Curton received credit for shooting down a Zeke and a probable Tony. Lt. W. Lewis scored his first victory, a Zeke. No losses were suffered by our men. This was the final combat of the month, a month which had proven to be most interesting and successful. To off-set the thrills and excitement, there were rough living conditions and hardships. The 30 enemy planes shot down and the 7 probably destroyed did much for the unit's morale.
The month started unexcitedly with routine patrols the first few days. We were still encamped at the "temporary" area upon which descended October 24, and awaited orders to move to the "permanent" campsite a few miles nearer the airstrip.
December 5th, while on a mission to protect a convoy southeast of Leyte, 3 of our P-38's ran into 8 Vals and 2 Oscars while the enemy was attempting to dive-bomb the convoy about ten miles southeast of the tip of Leyte. F/O H. Hammett shot down a Val and an Oscar, as did 2nd Lt. E. Ambort. Lt. C. McElroy destroyed a Val, making a total of five enemy planes downed without loss to our side. Later in the day at 5 PM, four of our '38's encountered a number of Oscars which were going in and out of clouds making dive-bombing passes on the convoy which was then below Dulag. In the ensuing combat, Lt. W. Curton destroyed an Oscar, making his fifth victory and creating a new ace for the squadron.
The next day some of the personnel moved into the new camp area. There were a few air raids and several red alerts at night, and at 7 PM a blinding flash was observed in the direction of the strip. In the morning a Jap Sally bomber was found scattered over the east side of the strip. Several Jap bodies were around the area, a satisfactory, if slightly gruesome sight. It was learned later that this was an "honor mission" in which the purpose was to fly into the traffic pattern, crash land on the strip, and disperse the occupants of the plane in the vicinity of the landing. The Japs were equipped with mines which adhered to the plane until detonated. Obviously a great deal of damage could have been wrought with such a surprise attack. Unfortunately for the Japs, our anti-aircraft defenses penetrated the deception and when the Sally came over the south end of the strip it was greeted by everything that could be thrown up, and it 'augered' in as only the Japs seem to be able to do. Our technical intelligence lads were on the job early, much to the disgruntlement of souvenir hunters who were also on the scene as early and faithful as ever! At least 2 Samurai swords were in the wreckage, and subsequent checking showed all of the enemy were officers and all had civilian clothes beneath their uniforms except one who wore an American army uniform under his Jap one.
On December 7th, Lt. McElroy's flight, while patrolling Carigara Bay, spotted a Jap convoy off the northwest tip of Leyte and called it in. Before returning to base the flight tangled with an equal number of Oscars over Ormoc, and probably destroyed one before the Japs dived into clouds. The flight of Capt. W. Treadway was jumped out of the sun at Ormoc by an unknown number of Oscars, one of which was damaged by Lt. C. Gupton. Just east of Ponson Island Lt. McElroy's flight, on a second mission, encountered 8 to 10 Oscars and a Zeke. Lt. McElroy destroyed an Oscar and Lt. Ambort a Zeke, with no damage in the process. On his 3rd mission Lt. McElroy's entire flight shot at a Lily over the convoy at Ponson Island, and Lt. Williams got credit for its destruction. Meanwhile, Capt. Treadway's flight dive bombed Route #2 in the Valencia section, cratering the road. After completing this, the flight ran into a number of Zekes, and Treadway and Lt. T. Smith each destroyed one. Despite the action of this day, the squadron moved to the new campsite without mishap.
The next week was comparatively uneventful. Early on the 10th, a blinding flash and one of the loudest explosions heard to date, awakened the camp. It was not a bombing but the destruction of approximately one hundred tons of TNT near Palo. Its cause was not determined although the electrical storm going on at the time might well have accounted for it. On 10th December First Lt. Hamburger returned to the squadron after having been missing since 5 November, when he bailed out near Ormoc.
12 December 1944, was a very proud day for the 9th Fighter Squadron, when General MacArthur personally decorated Major Bong with the highest honor a grateful nation can give, the Congressional Medal of Honor. The ceremony was simple but impressive and made a lasting impression of the minds of on-lookers. At the time, Major Bong had 38 enemy planes to his credit and before leaving for the United States later in the month he found time to run his score to 40.
An unfortunate tragedy occurred on the following day (13 December). While taking off on a routine mission, the plane piloted by 2nd Lt. J. Collins crashed into some B-24's parked near the runway as a result of a tire blowing out. The resultant fire was terrific. Lt. Collins was thrown clear but was burned seriously. He died before the day was over. He also was one of the newer pilots in the unit and it is regrettable that a pilot should lose his life under such circumstances.
The squadron covered the amphibious assault on Mindoro Island on the 15th but met no opposition. It wasn't until the 18th that any combat resulted for our squadron. On this day a lone Dinah was sighted about ten miles south of the beach-head and promptly disposed of by Captain W. Williams, our operations officer. Six of our P-38's strafed Fabrica Airdrome destroying a truck and starting two fires.
On the next day (21 December), the squadron was stunned to receive orders to move within a few days. It was thought originally that our stay at the "permanent" camp site would be a protracted one and nearly every tent had fine wooden flooring. Morale was nil for awhile.
Sixteen P-38's escorted B-24's to Grace Park (Manila) on the 23rd of December. Major Jordan and Captain Howes each shot at enemy fighters which attempted to attack the bombers, but were unable to engage in a dogfight due to bomber escort commitment.
The squadron celebrated Christmas Day by escorting B-24s to Mabalacat Airdrome near Manila. Approximately a dozen enemy fighters, mostly Tojos, attempted to intercept the bombers but failed due to our squadron's prompt action. 1st Lt. A.B. Lewelling destroyed two Tojos and 2nd Lt. D. Holladay got one. 2nd Lt. T. Smith started a Tojo smoking violently but the combat was broken off before confirmation could be made, so Lt. Smith was credited with only a probable.
The ensuing day (26 December) our ground echelon left on an LST bound for Mindoro. On the same day the news was flashed that Mindoro was under attack by a Jap Naval Task Force. As far as tactical operations were concerned there was nothing of interest for the remainder of the month with only routine missions performed. The air echelon remained patiently at Leyte, occupying the area located near the ground echelon of Group Headquarters.
The ground echelon had a very hectic voyage, not soon to be forgotten. Below Leyte the convoy of which our unit was a part, was subjected to constant attack by dive bombers. The LST on which the outfit had embarked had a prominent place in the lead in the convoy. A Liberty ship nearby vanished in a terrific explosion after a Jap plane made a suicide dive on it. Another Jap plane crash-dived the LST containing our squadron, damaging but not sinking it. Several of our officers and men were volunteers on the ship's gun crews and casualties were suffered by them in the crash. A .30 calibre machine gun, manned by Sgt. J. Riley and Sgt. E. Poplansky did yeoman service and wings from the enemy airplane showed a large number of calibre .30 holes. 1st Lt. Les Nelson acting as plane spotter (as were 1st Lt. D. Fisher and 1st Lt. W. Lewis, Jr. at other turrets) was badly wounded by the crash. Private 1st Class D. Smith, who was performing the duties of an aid man on the deck, was also wounded in the action. The ground echelon landed at Mindoro on the morning of the 30th without further loss. The vessel was speedily unloaded and camp was set up. That night and the following had many bombings and many more alerts but no bombs fell close to our area. Thus ended another eventful month.
New Year - 1945
MINDORO
The first of the New Year found the squadron again split in two camps. The Ground Echelon celebrated New Year's eve by watching the enemy become the focal point of our ack ack on Mindoro, and the Air Echelon, crowded into the Group Area, on Leyte.
New Year's Day found our heavies over Manila again, with the 7th and 8th Fighter Squadrons affording top cover, while the 9th escorted a C-47 to a guerilla strip on Panay, which turned out to be a dull mission.
The next five days, the squadron flew routine missions of convoy, C-47, or PBY cover uneventfully, though increasingly bad weather affording the pilots a few bad moments getting back to Tacloban strip. On the 5th, five of our planes landed on Mindoro because of weather and set up operations in a jeep on Hammer Strip (Elmore). On the 6th, the remaining ships flew up and started work in their new house.
Mindoro lies nearly due South of the central part of Luzon Island. It is 1855 mi. northwest of Darwin, the starting point in the exploits of the squadron, and camp was set up on Mindoro on the 30th of December, 1944, two years and ten months after our first tactical camp at R.A.A.F. strip, Darwin. The island itself is oval is shape about 95 by 50 miles with an area of about 3,794 square miles, the seventh largest island in the Philippines. It is very mountainous in nature, the cultivated and populated areas being along the East and West shore lines and extending ten to fifteen miles inland. The mountain range along the middle of the island from North to South produces two different types of climate in the two lowland areas.
The unit landed at the San Jose area via Mangarin Bay on the southwest corner of the island directly exposed to the southwest seasonal monsoons from May to October but at this time of the year, a very favorable climate.
The town of San Jose itself was the sugar refining center of the southwest plains and contains large factory buildings with bright roofs visible from the air for many miles. It boasts a network of small gauge railroads, and the area was devoted to sugar production before the war. The 9th set up camp on a deserted sugar plantation about two miles from town. Our campsite was a field overgrown with weeds which were 5 to six feet tall in places. These were quickly mowed down by hand with every available cutting implement and tents were set up in fairly even rows. A small road paralleled by a small clear creek on the South ran just to the North of the area, forming a natural boundary. The motor pool was set up across the road, thus insuring a rut-free entrance to the camp itself. Our mess hall, 90 feet long, made from sections of portable buildings, was divided into 2 sections separated by the kitchen. The smaller of the two divisions became the Officer's mess and club.
Water tanks and a pump were set up alongside the creek and showers were built - the first since Gusap, and most welcome! A volley ball court was set up and Supply Officer J. Pienezza arranged with an engineering unit to have a ball diamond leveled off in the field south of the tents. Both sport arenas are now doing yeoman service.
Two airstrips were in operation when the 9th arrived. Elmore strip (Hammer Tower) was located about a mile from San Jose, adjacent and parallel to the Bugsanga River. Hill strip (Freeboot Tower) was about five miles South near a branch of the railroad. Operations was set up on the latter strip. It is a 6,000 foot dirt strip running North-South with a parallel taxi strip and revetment area on each side; a "C" shaped taxiway and revetment was to the West. On the Southern curve of the "C" the 9th set up the Pilots' Alert tent. An excellent all weather gravel road runs from the strip to within a half mile of camp, and an equally serviceable secondary road was quickly improved to reach the remainder of the way. It is dusty, but much better than the mud holes of Leyte!
This is the dry time of the year with a few rainstorms (usually the cloudburst variety) lasting for less than an hour. The temperature during the day is fairly hot, but a constant breeze makes it bearable, and at night it falls to a comfortable "one blanket" degree. Average rainfall for the area during the Winter is from 5-10 inches, but in Summer reaches 200 inches! For operational reasons it is fortunate that this is the dry season, as a heavy rain usually puts at least one of the strips out of commission. A third strip is under construction along the coast north of Mangarin Bay. Operations were chaotic for several days when our strip (Freeboot) was out of commission after a rainstorm and we flew off Hammer, sandwiched in between A-20's, C-47's and various other aircraft.
Things began to shape up on Luzon. We flew one recco mission to the Clark Field area while based on Leyte, and now we received dive-bombing missions and flew cover for A-20's thru the central plains between Manila and Lingayen Gulf. We found the valley surprisingly devoid of obvious targets as the enemy was camouflaging, dispersing and otherwise making himself invisible to us. Heavy bombers continued to pound the larger Jap held strips. Our 7th Fleet, assisted by the 3rd Fleet Air arm, was softening up the Lingayen Gulf area, and the 9th flew cover over large convoys streaming Northward. Rumor had it nearly every day that we had landed on Luzon, and on the 6th of the month the Navy occupied Lingayen Gulf followed by Army landing forces January 9th. The invasion was now an actuality.
A meeting of all pilots in the Group was held in the 9th Mess hall to stress the importance of our mission at this time. Lt. Col. Gerald R. Johnson, Group Deputy Commander, pointed out that the success of the Luzon campaign depended on close coordination of air and ground forces. The schedule kept us busy; only 23 pilots were available in the 9th, and 12 to 16 flew each day. This meant three days flying and one off as an average. No enemy air activity, bombings or mosquitoes combined with good food and pleasant weather kept the morale of everyone at a high peak in spite of the hard work.
Freeboot strip had opened again after several rainless days, and we had a roomy efficient set up for squadron operations. On the 11th of the month after several false starts, the entire squadron was scheduled on a fighter sweep thru the Lingayen Valley. Heretofore our flights had been divided between A-20 cover and convoy cover; now we could do a little shooting up ourselves! Eleven of our planes arrived over the target area on the west coast of Luzon, strafing several strips there and then swinging inland near the Tarlac-San Miguel area. Eight planes spent a happy hour destroying those areas, setting many fires in camps along the road. The other three planes, led by 1st Lt. Lewelling, swept the southern part of the valley at minimum altitude where they proceeded to attack a convoy of trucks and staff cars on a road east of Mt. Arayat. Lt. Lewelling hit his wing tip on the 2nd pass and had to circle overhead while the others set fire to 4 trucks and a car, destroying or damaging the rest.
Weather grounded everyone on the 12th, and the welcome news that 10 of the pilots were going home led to a large celebration that night. The pilots were: Captain W. Williams, 1st Lts. E. Cooper, Davies, R. Hamburger, C. Estes, Les Nelson, W. Lewis, F. Helterline, D. Fisher and W. Curton.
From the 14th-17th the squadron flew very routine patrols over convoys between Lingayen and the southern tip of Panay. The landing on Luzon was moving forward with very little opposition, as the enemy refused to commit himself at any point. The beach-head was consolidated and large amounts of supplies were put ashore and moved inland. Agno river, a natural barrier which we supposed would be heavily defended, was crossed without incident on the 14th, and our forces reached as far north as Camiling. On the 18th we flew another squadron fighter sweep to Luzon. Our target was Aparri, but weather restricted us to the central plains and we found few things to shoot at.
The 19th we were scheduled on a Group Fighter sweep to Formosa. This mission had been scheduled before and then canceled. This time the Group formation actually got as far as Lingayen Gulf before the controller called it back. After landing and getting refueled, Red and White Flights led by Capt. R. Wood and 1st Lt. McElroy, took off on another sweep to Luzon.
They saw nothing of interest along the west coast of Luzon. Upon rounding the northwest tip of the island they noted bad weather ahead, with low overcast and rain extending in a long front from land Northwest over the sea. Captain Wood swung around at Pasaling Bay to return when he spotted a ghostly shadow of an airplane flitting along under the overcast to his right. The eight planes flew over to investigate, and identified a twin engine enemy bomber. The enemy plane headed for the storm front with our P-38s in rapid pursuit. He disappeared momentarily in the rain, but apparently lost faith in his instrument flying and made a right turn which brought him out in the open again. Three of our planes closed on him at once, and a few seconds later a ball of fire on the sea was all that remained of the bomber. The kill was credited to 2nd Lt. J. Forgey, and was the first since 18 December when Capt. Williams destroyed an enemy Dinah over Mindoro.
While returning to base the flights were flying low over strips to the east of Manila looking for possible targets. They were fired upon by medium ack ack and 2nd Lt. H. Strom was hit in the outer wing section; a large hole was torn making aileron control difficult, but he managed to land safely back at base.
On the 20th Lts. Fisher and Davies left for home and Lt. Estes arrived from leave in Sydney, resulting in a large bull session about the famous place and making those next in line to leave impatient to be off. Lt. Estes' going home orders were waiting for him and he left for the States 2 days later.
A gift of sports equipment sent to the 9th by Capt. Ralph Wandrey from home was put to good use, although the 9th lost its first softball league game to the 7th by a score of 3-0. Volleyball also again became popular.
The long pending mission to Formosa was finally completed the 21st. Flight leaders were Capt. R. Wood, Lt. C. McElroy and Capt. W. Treadway; Capt. J. Petrovich and Lts. J. Forgey, Warren Fowler, N. Williams, T. Smith, Jack Lewis, Ken Clark, I. Corley, Moeller, W. 'Bud' Tiffany and D. Holladay made up the rest of the formation. The Group rendezvous was at Donagon Point at 8,000 feet. At 0845 they arrived at the southern tip of Formosa, and at 1130 were flying around heavy ack ack at 18,000 feet in the Clark Field area which was being bombed by B-24's. The day was bright and the weather excellent at 9,000 feet, though the usual overcast lay over the Cagayan Valley extending unbroken to Formosa. The target was Cavu, and even from 20,000 feet objects could be discerned on the ground. The flights began looking for trouble which never occurred. Fires in the Takao, Heito and Kagi areas set by Navy bombers were seen; otherwise the valley looked peaceful and beautiful in the noontime sun. Nice roads, excellent airstrips and extensive cultivation of the land was noted, but nothing marred the day for the 49th, making the first flight over Formosa by Army Air Force fighters.
Lt. A. Datzenko returned to the 9th from the hospital after his recovery from a broken arm, the result of falling off an ambulance at Tacloban strip nearly a month ago.
On the 22nd of January, while most of the squadron flew an uneventful mission to Formosa, Lt. McElroy led a flight to dive and skip bomb small boats and docks in the mouth of a river near Pagbas Bay with the new napalm bomb. It was the first mission of this type for the 9th. The flight was to be coordinated with two B-25's and two PT boats directing the aircraft to targets not readily seen from the air. The bombs used were 100 pound combined with phosphorus and gelled naphtha, type M47-A-2, an outgrowth of the "belly-tank" gasoline bomb used to effectively against ground troops on Saipan. Unfortunately for the success of the mission, two Navy F4U's mistook the identity of the PT boats and strafed them, causing them to retire from the operation and our planes proceeded without ground direction. Lt. McElroy reported the bombs seemed ballistically unsound since they had an erratic trajectory and were difficult to aim accurately. Small fires were started from the few hits in the target area.
The next day Capt. W. Williams, C.O. of the squadron and one of the outfit's best liked officers, left for a well deserved tour of duty in the States. Captain Williams has been with the squadron since July 13, 1943, when the 9th was flying out of Dobodura, New Guinea. He has amassed nearly 600 flying hours and has 4 enemy planes to his credit, the last victory being over Mindoro on December 18. Captain Petrovich became his successor. Lts. Curton, Cooper, W. Lewis and Estes left with Capt. Williams. The night before they left camp, we had the first red alert in many days caused by a lone bogie entering our area. The audience at the Group movie had several extra intermissions that evening.
On 29 January the Group had another mission to Formosa, this time the target being Toyhara Airdrome - quite a distance up the west coast. One lone enemy plane was seen when it made a pass on Lt. A. Lewelling's flight. They fired at the enemy without scoring visible results, and did not pursue it due to the necessity of remaining to protect the bombers. Lt. P. Nahnibida crashed on take-off due to engine failure, but was fortunate in being able to extricate himself quickly, suffering only a few minor burns. That night an escape and evasion lecture covering Formosa and southeast China was received enthusiastically by the pilots.
Amphibious landings were made above and below Manila on the west coast of Luzon January 29th and 31st. Both landings were practically unopposed; on the 31st our squadron was on the scene ready for ground support missions which proved unnecessary. Several new pilots were assigned to the squadron during the month.
The 9th got off to a bad start this month when 2nd Lt. J. Forgey, returning from a routine convoy escort mission, crashed when making his approach to Hill strip. He informed his wingman by radio that he was in trouble, and a few seconds later his plane crashed and exploded; he was unable to get out prior to the crash and perished in the accident.
The first several days of February were uneventful; only local patrol missions were flown. A reconnaissance flight to Alabat Island thoroughly strafed Perez strip on the northwest tip Feb. 6th. The following day four of our planes made a fighter sweep of Cagayan Valley. When passing an enemy strip at Tuguegarao the flight spotted a Sally bomber and 2 single engine fighters on the airdrome. After about 15 strafing passes all 3 planes were left burning.
February 8th the squadron sent 13 planes on a dive bombing mission to Luzon. Targets on lower Bataan Peninsula were hit and Corregidor Island bombed with good results. On the 12th, 14 of our planes dropped 1000 lb. bombs on the same targets with excellent results.
The following day the 9th had two fighter sweeps of the Cagayan Valley. One flight strafed Tuguegarao Airdrome again, destroying 3 enemy fighters on the ground. The other flight attacked Aparri Airdrome, also destoying 3 fighters on the strip.
February 14th a rumor arose that our Group was to exchange camps with the 18th Fighter Group, 13th Air Force, located at Lingayen on Luzon. For almost a week this rumor bounced around and was denied consistently.
On 16 February cover was maintained over the beach-head at Nasugbu, Luzon, but the enemy made no appearance. On this day the news came that our Navy planes were attacking Tokyo in great strength. Needless to say, this news occasioned great elation. The squadron made a fighter sweep to Formosa on Feb. 17, but again no sign of enemy air activity was observed.
Jesselton Airdrome on Borneo was the target for the 9th the next day, a mission escorting A-20's. The bombers turned back when about half way to the target due to poor weather at their altitude. Our planes continued on and thoroughly strafed Kudet and Jesselton Airdromes, destroying several planes and trucks; they also damaged two luggers off-shore.
The 19th of February turned out to be a bad day for the squadron, which was covering the Visayan C-47 routes with two plane flights all day long. Lt. Bud Tiffany and his wingman, Lt. H. Thorson, flew over Silay runway on Negros at a low altitude, peeled up and came back over the strip. Lt. Tiffany called Lt. Thorson on the radio after the peel-up, but on the second pass he looked back and saw a P-38 burning beside the runway. Lt. Thorson was not seen after the radio conversation, and cause of the crash will probably remain unknown. Lt. N. Williams and his wingman Lt. J. Kinsman, were in the vicinity of Talisay Airdrome near Silay when Lt. Kinsman's plane developed coolant trouble while at 4,000 feet. Lt. Williams advised his wingman to bail out, and Kinsman replied he intended to do so. Unfortunately, he was unable to leave the plane until it had fallen to 100 feet from the ground. His parachute failed to open in that short distance and Lt. Kinsman landed about 100 yards behind his plane with his parachute strung out before him. He was killed instantly and his body recovered by Filipinos. No sign of enemy action was noted in either instance. Both men were new to the squadron.
The 49th Group had a mission to run a fighter sweep to Kagi on Formosa; Lt. Col. Johnson leading. The 9th did not reach the target as they covered a PBM engaged in rescuing a B-25 crew which was forced down in the water by North Island in Luzon Strait. The survivors were picked up without incident and the squadron returned to base as they were low on fuel.
The squadron was off for maintenance and training on the 21st, a most welcome breather for the engineering department which had been working long and well to keep the planes in the air. Local patrols were flown the following two days and on the 24th of February the unit was once more off to do the necessary chores preliminary to the forthcoming move to Luzon.
ON THE BEACH - LINGAYEN GULF
Early on the morning of the 25th the squadron loaded on C-46's and C-47's; before the day ended we were firmly settled in the campsite just evacuated by the 44th Fighter Squadron, 18th Group. The exchange was most profitable for the 9th, as the new camp is on the shore of Lingayen Bay, and the majority of personnel were proud possessors of bamboo constructed huts which were built off the ground - a far cry from the meadows of Mindoro. The 27th we flew routine local patrols which wrapped up the flying for February.
During the month Captain E. Howes left for the States on temporary duty, being given a temporary assignment in the States, after which it is expected he will return in a few months. Captain J. Harvey, squadron Executive Officer also left, bound for home on temporary duty in the States. After a 30-day leave it is expected he will return to the unit. First Lts. Helterline and Hamburger left for the States during the month, both having completed their tours of duty very creditably. While the unit was sorry to lose two good pilots, it was agreed that they had earned the right to go home.
Three of the pilots, Captain McElroy, 1st Lt. Norton, and 2nd Lt. Holladay, left for Hawaii on 8 February, accompanied by crew chief, T/Sgt. Harclerode, for the purpose of ferrying back new P-38's to the Southwest Pacific Area, a new idea being tried out for the first time.
Several new pilots were added to the roster during the period under review and they appear to be of the same calibre as their predecessors who have made such an enviable record for the squadron. During the month, also, several of our "old-timers" left for home on the rotation plan. On the whole, the month was one of exceptional quiet with no serial combat ensuing. The highlight of the period was the move to the most forward area in the Philippines on the 25th, where it was hoped that coming weeks would see a return to fruitful missions of former times.
The early part of March found the squadron in the process of getting settled in their new camp area at Lingayen, Luzon. For the first time in the Philippine battle of camps, the Ninth got a decent break insofar as they moved into an area already partially built up by the 44th Fighter Squadron, 18th Fighter Group of the 13th Air Force. The whole move was an unusual one in that we left all our heavy equipment, vehicles, tents, cots, etc., at Mindoro and effected a trade with the squadron into whose area we moved, this being the first time in our history that such a complete exchange of campsites had occurred.
The camp area we moved into is situated about one-quarter of a mile from the west end of Lingayen Strip and extends from the beach to about 600 yards inland, bordered by a road leading to the town of Lingayen. The beach itself is a wide, clean, sandy area, a veritable Bondi on Coney Island, and extends into the Gulf in a gradual slope which makes it a wonderful bathing resort and is being utilized for that purpose. The 9th Officers' Quarters, two rows of Nipa shacks, is built about fifty feet from the water's edge and the cool sea-breeze constantly keeps the quarters comfortable. The gray-white sand of the beach, interspersed with sparse grass, extends throughout the entire camp area and the Filipino-built Nipa huts on that background of sand and an occasional palm tree gives the camp a definite South Pacific "Paradise Island" atmosphere.
Operationally the squadron got right down to work, under the control of 308th Bomb Wing through Group, and for the first five days we flew cover for convoys, C-47's on dropping missions, minesweepers, and started on a phase of close ground support missions under the direction of various ground controllers. Using instantaneous bombs, our planes dive-bombed Kato and Koshun Airdromes and the Hosan Rail Yards all on Formosa. Also Jap held areas at Cabuyo, Dupax and San Fernando on Luzon. The ground fighting in the Luzon area has been slow, painful work for the infantry, digging the Japs out cave by cave in the Yamshita Line east of Manila and constantly patrolling the Baguio area, still a Japanese strong point. Consequently the work of our planes against inaccessible Japanese positions had been highly appreciated and the use of instantaneous demolition bombs, and the new napalm bombs under the close direction from ground controllers has proved to be very successful.
On 9 March, a group of pilots from the 9th accompanied Captain J. Spence, Squadron Intelligence Officer, to Clark Field where a Tactical Air Intelligence Unit was assembling the Japanese planes that had been captured in that area and the pilots spent the day climbing in and out of various types of planes, learning the enemy pilot's workshop.
Second Lt. H. Hammett, returning from a mission on 11 March, was forced to crash land on Mangalden crash strip when his belly tank ripped loose and crashed into the nose wheel door rendering it inoperative. Lt. Hammett came through with no injuries suffered.
On the 12th of March, the fighters based on Mindoro were unable to take off due to a muddy strip and the planes of the 9th flew down in the morning to operate out of McGuire all-weather strip for the day, returning to Lingayen that evening with the exception of one plane that had developed mechanical trouble.
The middle of the month brought a lot of covering missions for rescue submarines and air-sea rescue Navy Flying boats in the vicinity of Formosa. The squadron flew its first mission in the vicinity of the China Coast, covering a rescue flying boat 40 miles east of Swatow, China. On 15th March, Lt. Hanisch led a flight to the Swatow-Amoy area as cover for B-25's but the pilots were disappointted when no interception materialized.
On 17 March, 1st Lt. Hook, while returning from a mission crashed in the water one-fourth mile northeast of Lingayen strip when his engines cut out on him. He hit about 400 yards off-shore, outside the huge breakers. Lt. Hook inflated his rubber boat but was thrown clear of it by a large wave and was left floundering in the water. Two enlisted men of this organization, T/Sgt. Lynch and Cpl. Ralph witnessed the accident and immediately plunged into the rough sea, with other personnel in the area, in an attempt to save the pilot. The other rescuers were turned back by the heavy seas but these two men struggled through the breakers, recovered the rubber boat and swam out to the pilot, pulling the boat along. They reached the pilot and after putting him in the boat, towed him ashore. The two enlisted men and the pilot were all exhausted to a point of collapse. The herioc efforts by Sgt. Lynch and Cpl. Ralph, resulting in the saving of Lt. Hook's life, have gained them each a recommendation for the Soldiers Medal.
From the 18th until the 22nd of March, the squadron divided its missions between ground support and escort and cover for PBMs, rescue submarines, and heavy and medium bombers. On March 21st, Captains A. Lewelling and R. Wood and H. Norton led the second China Coast mission, covering B-25's to Amoy, with no interception. These missions were from six to seven hours long over an endless expanse of water and would be hazardous were it not for the excellent work of the Air-Sea Rescue organization. The knowledge that there are four or five patrol planes or submarines in the vicinity of each strike constantly on the watch for aircraft in distress, does much to relieve the tension of long over-water hops. In the period between the latter part of February and the fourth of March, Air-Sea Rescue recovered 34 flying personnel from the sea between Northern Luzon and Formosa.
On 18th March, Operations and Intelligence moved into their newly constructed Nipa building between the Officer's and Enlisted Men's area. This is the first time in the story of the 9th that it has been possible to locate the nerve center of operational work so conveniently close to the living quarters of the men involved. Heretofore it has been the policy to locate Operations and Intelligence as well as Armament and Ordinance offices on the strip close to the airplanes, necessitating the transportation of all personnel concerned to and from the strip each day. In addition to crew chiefs, line personnel and pilots, food had to be transported to the strip for nearly 100 men each noon. Under the present arrangement, with the camp located only a few minutes drive from the squadron's planes, it is possible to minimize the number of personnel working on the line and the transportation facilities of the squadron are released for other squadron duties. Thus, we have many more men on the "Camp-Jockey" status than previously. The monthly quota of enlisted men left the organization through rotation plan on 18 March to return to the States.
Social activities in the squadron more or less began with a dance given by the Filipino members of the school faculty of Lingayen to which the 9th was cordially invited. The function took place in the school building, formerly our temporary mess hall but since turned back to the Philippine authorities preceding school's reopening. The governor of the province of Pangasinan, Luzon, in which we live, was the guest of honor and a Filipino orchestra assisted the dancing. The party broke up fairly early but was thoroughly enjoyed by all. Following this, many invitations to fiestas, dances and parties were extended to members of the 9th and the squadron in turn was planning on returning this hospitality. The enlisted men decided on the location and construction of their club, which was to be in the permanent building at the southern end of the area which already housed the orderly room, supply, medics, mailroom, dayroom, ordinance and armament. S/Sgt. R. Gast and M/Sgt. A. Odgaard were elected president and secretary-treasurer respectively, and the club is under the sponsorship of 2nd Lt. G. Wallace. A very fine meeting place which is nearly completed and an official opening is planned for early April.
Captain J. Spence, Squadron Intelligence Officer, was forced to turn into the 107th Station Hospital after a period of illness, later determined as the result of kidney trouble. Major G. Rand, formerly Group Intelligence Officer, took over the duties of the squadron Intelligence Officer while awaiting orders to return to the States.
The missions for the latter part of March included dive- bombing and strafing of enemy troop concentrations in the Baguio area under the direction of "Bootblack" ground controller with results reported as excellent. The bombing and strafing missions on Balete Pass were also accomplished with favorable results. Seven new pilots were assigned to the squadron during the month of March.
Captain Lewelling, squadron Operations Officer, left the 9th to go to the 5279th Air Borne Fighter Control Center on detached service, presumably to assume command of a unit. Captain H. Norton succeeded him as Operations Officer.
The month ended very pleasantly by the opening of the Group Officers' Club. The club having been completed the day of the opening. It is located on the beach, centrally situated with reference to all squadrons. As the fruit of the combined efforts of all Group officer personnel, it is one of the finest clubs the 49th has ever built. It is easily large enough to accommodate all the organization's officers and their guests, with a smooth surfaced dance floor bordered by a large barroom, a spacious veranda overlooking the water, and a raised bandstand. Guests of honor at the opening included Brigadier General Smith, Commanding General, Fifth Fighter Command, Colonel Gutherie and Colonel Walker, formerly 49th Group Commander, of 308th Bomb Wing. Nurses were invited from the 197th and 360th Station hospitals. Drinks were served in the bar and dancing was assisted by the 38th Bomb Group orchestra. All combined to make the occasion a great success and the suitable ushering out of another month of overseas life.
April will no doubt go down on record as one of the most productive months in the history of the 9th Fighter Squadron insofar as sorties flown, bomb tonnage dropped, and damage to the enemy ground forces is concerned. The Navy occupied the Japanese Air Force in the Ryukyus and left Formosa and the China coast relatively free of interception against strategic bombing of these areas by heavies and mediums. Consequently, the Flying Knights devoted nearly all their efforts to tactical ground support work on Luzon, dropping, in one month, a tonnage of bombs greater than the total previous commitments since activation. The actual figures, 293 tons of demolition bombs and 68 165-gallon bombs of napalm.
Nearly all targets were relatively undefended, except for small arms ground fire, and no planes were hit by A/A. Consequently, a training school gunnery pattern could be set up over the targets and accuracy was evolved, each pilot using his own system more or less, but certain elements were applied. In dive bombing, steepness of dive, follow through and extreme attention to coordination was observed by all pilots, the usual approach being initiated at 150 to 180 miles per hour in a turn, both with and without dive flaps extended, five to eight thousand feet above the target. Releasing the bomb below 2,500 feet was found to be dangerous with instantaneous fuses, since running into bomb fragments was likely. With dive flaps and low air speed, pull-outs from 30 degree dives were safe if initiated at about 2,500 feet, air speed in the pull-out not exceeding 300 miles per hour. In dropping napalm belly tanks, the best results were achieved at minimum altitude in a skip bombing approach, releasing the tanks just ahead of, or right over the target, since they had a tendency to drop straight down with little forward speed.
April 1st brought a routine mission covering bombers to Giran, Formosa, but the second day of the month proved to be quite eventful. Captain P. Petrovich and 1st Lt. Ken Clark flew as observers on a PBM of Navy Squadron VH 4, an air-sea rescue "Playmate" covering a bomber strike to Hong Kong, in order to learn the Navy's problems of operation and bring about better coordination between the big flying boats and the squadron fighters that cover them so often. That same day, the 9th was scheduled to cover the heavies hitting Hong Kong. Lt. Col. Gerald Johnson, Group Commander, was leading the flight with Captain James Watkins, former 9th squadron ace returned overseas on his second tour of duty, flying as "wing man". At 1340, just as the bombers were leaving the target, three bandits were sighted two to four thousand feet below the fighters. An attack was immediately initiated, the enemy turning tail and running in separate directions. The lead flight of P-38s pursued the enemy and shot down three definites, the credits going to Lt. Col. Johnson - 1 Tojo, Captain Watkins - 1 Tojo, and 2nd Lt. W. Koby - 1 Oscar. On return to base Lt. C. Peterson lost fuel pressure on both engines and was unable to draw gasoline. He glided his plane, from an altitude of 10,000 feet, fifteen miles to the coast of Luzon and bailed out at 3,000 feet, over land, north of Luna. He was uninjured and returned to the squadron in two days by L-5 from Luna strip.
Captain McElroy and 1st Lt. Holladay returned from ferrying P-38's (J-20s) from Hawaii on the third, having been gone nearly two months. The following day, Captain Wood and 1st Lts. Baxter and Datzenko left for the States. Farewell was exchanged in the sand and sun of Lingayen and the squadron felt it had lost some mighty fine pilots and friends. Captain Wood joined the squadron in July 1943, at Dobodura, and was one of the few "Old Guards" remaining prior to his departure.
Flights were preparing to take off on a dive bombing mission to Balete Pass on the morning of the 6th and were delayed until the afternoon when a P-47 dropped a bomb during take off which exploded on the strip. Ten of the 9th pilots, riding in a command car on the taxiway, were only 100 yards from the explosion and luckily none were hit by the flying debris. S/Sgt. Valenta, standing on the wing of an airplane, was hit in the head with a piece of steel matting of the strip. 1st Lt. Wallace pulled the injured man from the wing and administered first-aid until the ambulance arrived. The extent of Sgt. Valenta's wounds were, fortunately, not serious.
1st Lt. Bryant and F/O Copeland traveled to a forward SAP control point, on the morning of the 6th, to observe a worm's eye view of ground support work. The 9th had the mission in their area that day (Balete Pass) so they were able to gain first hand information on the squadron's work, which was favorable.
Captain Lewelling returned to the squadron on the 7th to pick up his "going home" orders and the following day he and Captain McElroy left for the States, accompanied by Captain Treadway and 1st Lt. C. Gupton. Lt. Gupton is remembered for shooting down five enemy planes in three non-consecutive missions during the heavy fighting at Tacloban in the month of November, 1944. Capts. McElroy and Lewelling had joined the squadron in September, 1943, completed 18 months overseas, and each had four enemy aircraft to their credit and over 500 combat hours. Since the departure of these pilots represented the last of the "old guard", with the exception of Capts. H. Norton and J. Haislip, it is pertinent to note what experience remained in the squadron. Although the average time overseas for the flight and element leaders, composing half the total strength of pilots, was eight months, the average combat time for these men was over 270 hours. Ten pilots had over 300 combat hours and nine of the "eight month" boys had accounted for a total of 18 enemy aircraft. The average time for wingmen at the time was ninety hours. The operational efficiency of the squadron was at its peak and the squadron fulfilled its commitments in an exemplary manner in spite of the comparative inexperience of the nucleus personnel.
Weather hindered many missions from the 8th through the middle of the month. Ground support work in the Baguio-Balete Pass area was completed in spite of low hanging clouds obscuring the target, but many afternoons the secondary targets in the Solvec Bay areas received the bombs intended for Baguio when the build up of weather in the mountains prohibited any serial activity in that region. Missions to Formosa and the China coast were turned back several times due to fronts building up between Luzon and those areas. The weather opened up sufficiently to permit a bomber escort mission to Hainan Strait on the 9th, but turned back a one bomb, one belly tank mission to Formosa on the 11th and the bombs were dropped on the town of Santa Fe, Luzon instead.
The second large group Officer's party was held in the club on the evening of the 11th with a larger attendance of nurses than previously. Music was furnished by the 86th Fighter Wing Orchestra and Manila-side whiskey was sold at the bar for the sum of sixty centavos per drink. Guests at the party included seven members of the VH Squadron 4, the "Playmate" boys of the Naval Air Force. The following night, the Enlisted Men of the 9th held another party of their own in the spacious EM Club next to the Squadron Orderly Room. A successful bridge busting mission at Santiago was flown on the 12th. Two direct hits were scored and completely destroyed the bridge.
Friday, the 13th. The world was shocked by the news of our Commander-in-Chief's sudden and unexpected death. With the U.S. forces only 57 miles from Berlin and American landing ever closer to the Japanese homeland, it was evident that the President had died on the eve of victory for the country he was "First Man" of for over twelve years. The news was received in t he squadron about 0800 on the morning of the 13th and an immediate confirmation was requested from the 308th Bomb Wing before any such serious "Rumor" could travel far. Unfortunately, the "rumor" was fact and all personnel in the organization were stunned by the news. If the Japs hoped the demise of the "Chief" would effect the efficiency, they were doomed to bitter disappointment; all scheduled missions were completed in good order.
The old custom of retaining the squadron call sign for an indefinite period of time was discontinued. The famous "Captive" call sign which indicated the 9th squadron Moresby to Biak, and the "Beware" that carried it through the Leyte campaign, were made property of any outfit designated to use them. The call sign changed every Sunday and at first it was like speaking a strange language to the pilots, as familiar with their old call sign as they were with the red spinners on their ships. The call signs for the month of April were as follows: April 1-7, "Bison"; April 8-14, "Beaver"; April 15-21, "Anthem"; April 22-28, "Curfew"; and April 29-6 May, "Shotgun". The tempo of ground support commitments picked up noticeably toward the middle of the month and continued to increase to the end. Traffic on Lingayen strip became quite a problem during the middle of the month and on the 15th, it reached critical proportions comparable to Leyte operations in December, 1944. The morning bombing mission to Baguio was held up nearly an hour while a bomb disposal crew cleared the runway of two bombs, unexploded, jettisoned by a P-51 on take-off. Returning to base, the flights were forced to circle another hour waiting their turn in the heavy traffic landing and taking off. The afternoon mission was likewise delayed when a P-51 blew a tire on take-off and the afternoon landing was as difficult as the morning mission. At this time, there were P-51's, P-47's and B-25's, in addition to our P-38's, all operating out of one strip which, although 8,000 feet long, left something to be desired in the way of taxiways and runway accessibility.
The 13th and 14th of the month brought bomber, submarine and PBM cover missions, relieved by a bombing-strafing mission to the Baguio area on the 15th, as well as another bridge-busting job in the afternoon which sadly failed to dispose of the bridge. Six planes dropped twelve bombs at the target but when the smoke had cleared from the final blast, the impertinent structure remained, dusted over a bit with dirt and debris, but still usable.
The 16th of April was a triumph for the Engineering Department, as well as Operations. On that day, twenty planes were scheduled to fly five missions of PBM and Submarine cover to Formosa. All five flights completed their commitments without a single mechanical failure, averaging six hours per airplane and amassing a total of 119:50 combat hours for the squadron in one day. This exceptional record of excellent maintenance heretofore unequalled in a squadron noted for its high standard of engineering efficiency.
In the period 1st to 20th of April, a maintenance percentage of 86.8% was attained by the Engineering Department under the direction of Captain Davidson, squadron Engineering Officer. This was accomplished with a 30% shortage of enlisted personnel and a 50% shortage in tools and equipment, under the stress of continual daily commitments of twelve to sixteen planes, operating off of a rough, uneven, metal strip, hard on landing gear and tires and exposed to constant, fine blowing sand and salt spray, and scourge of carburetors. Incidentally, the percentages for February and March of this year were 85.2% and 80.9% respectively. The difficulty in obtaining parts and replacements was also an obstructing factor to the high record, and transferring parts from one ship to another, or plain "scrounging", played an important part.
Dive bombing missions in the Cabuyo,
The night of October 31 was one of constant alerts and several raids. One string of bombs was the closest yet, and converted many of the "unbelievers". During the early morning patrol, 3 enemy planes were destroyed and one probably destroyed by the 9th. The enemy was engaged about 10 miles from our camp. Lt. C. Gupton accounted for two Vals, Lt. H. Oglesby an Oscar, and Lt. J. Forgey a probably Tojo.
2 November 1944 was the most hectic day within the memory of the present personnel of the unit. The Japs kept fighters constantly in the air over Ormoc (western Leyte) to protect one of their convoys attempting to reinforce the city. Our planes met them in combat, and before the day ended the 9th added eleven enemy planes to its total victories. Lts. W. Huisman, J. Poston and T.E. Hamilton destroyed two enemy planes each and the following officers one apiece: Lts. Oglesby, P. Nahnibida and E. Ambort. Ten of the planes were shot down during the first mission of the day and the other one on the second mission. Upon return of this second mission a tragic landing accident occurred under the shadow of the Operations alert tent. Lt. Huisman was about to land after his 2nd combat of the morning (in which he is believed to have destroyed an enemy plane) when another P-38 from one of the other squadrons came from the rear. The propellers of this plane chewed the tail off Lt. Huisman's plane, causing it to slide down the runway engulfed in flames. The other '38 barely missed the tent, going just over the top before crashing and exploding a short distance away. Several men in that area were injured; one was rescued by the heroic action of our medical enlisted men. None of the injured belonged to our unit. The pilot of this plane never had a chance, and was trapped in his seat. Meanwhile, Lt. Huisman's plane finally came to a stop, a mass of flames. Into this holocaust two of the 9th Fighter enlisted men plunged, and disregarding their own safety, succeeded in freeing Lt. Huisman who was trapped by his safety belt. They then carried him to the First Aid Station by means of a nearby jeep. Both men were recommended for the Soldiers Medal for their heroism. An enlisted man of another unit was knocked unconscious when the other plane crashed, and was taken out of the flaming wreckage by medics under similar circumstances. These men also were recommended for the Soldiers Medal. Lt. Huisman was burned badly and was evacuated. The squadron received news that he subsequently died of his injuries a few days later aboard a hospital ship. He was buried at sea with full military honors. It is regrettable that a pilot returning from a successful combat action should lose his life in an operational accident, and Lt. Huisman will be sorely missed by his comrades. On this same mission the plane flown by Lt. J. Hanisch was seen going down in the Ormoc area, and his fate is unknown at this time.
All during the day swarms of photographers and correspondents were around snapping pictures of celebrities such as Majors Richard Bong and Tom McGuire, the 2 leading fighter aces, and our squadron C.O. Major Wally Jordan. A combat photographer took many pictures of the unit at work to be used in future histories of the Air Force in the Philippines. The day ended when a second plane nearly ran into the alert tent, and all personnel concerned agreed it was a never-to-be-forgotten day!
The night of 2-3 November was one of constant alerts, with enemy planes dropping bombs every ten or fifteen minutes. Many men had their first look at a phosphorus bomb which exploded a short distance away. The long tentacles made an eerie effect and caused uneasy quivers in many a heart even though there was little danger from that bomb. In the hour preceding dawn, many of the line personnel were caught in a strafing and bombing attack, but fortunately everyone "hit the dirt" in time and no one was injured.
On November 3, 1944, the 9th ran a bombing and strafing attack on enemy shipping in Ormoc Bay. While returning from the mission the squadron sighted a large enemy convoy on Highway #2 between Ormoc and Valencia. The convoy consisted of trucks, artillery, small tanks and infantry and the 9th pilots immediately attacked. It was estimated that 25-30 trucks were destroyed and many others left smoking. An Ammo truck exploded causing additional damage; 30 to 40 horses were killed, and casualties among the troops were impossible to judge. An unconfirmed report received from Filipino guerillas and relayed to the squadron by the Army Liaison Officer gave the number of Japs killed or wounded as 2,400. An entire division sorely needed to reinforce their crumbling lines had been badly mauled and rendered temporarily impotent. This havoc was not accomplished without cost to our unit. Lt. R. Bates was last observed at 6,000 feet over Ormoc Bay, his plane apparently out of control. He was not seen to crash, and at the time it was thought he may have bailed out. If so, he would most certainly be a prisoner of war. First Lt. R. Hamburger was able to parachute successfully when his plane caught fire after the strafing. He was barely able to miss the flaming wreckage of his plane when he landed, and was picked up by friendly Filipinos and taken to the guerillas. Lt. Hamburger returned to the unit later, after evaluating his report it was felt that Lt. Bates was not killed when his plane crashed, but had been injured and in enemy hands. This information was received from guerilla sources.
After strafing the motor convoy the squadron headed for base, but was jumped by approximately 15 enemy fighters. The enemy had the advantage, and our planes were unable to add to the squadron score. Lt. B. Krankowitz had one engine shot out and was vainly trying to evade three enemy planes which were on his tail. Just as his plane was about to be riddled by Japanese bullets, he was saved by the gallant action of one of his brother officers. Lt. F. Helterline had made several passes at enemy planes and exhausted his ammunition, already largely expended during the strafing. He observed Krankowitz's predicament and despite the fact he was without ammunition, he made a daring head-on pass at the 3 enemy planes, going between the leader and his wingman and breaking up their attack. The planes immediately took after Lt. Helterline, who because of the superior performance of his plane, was able to get safely away. This brave act most assuredly saved the life of Lt. Krankowitz, and Lt. Helterline has been recommended for the Silver Star for gallantry in action.
The next night (Nov. 3rd) was the worst night to date. There was a continuous red alert form 2300 to 0630, and more than 50 separate raids were made, occurring at 10 to 15 minute intervals. Another phosphorus bomb exploded almost in the identical spot as the previous night. Shortly after dawn about 25 Jap fighters bombed the strip, flying directly over camp en route. The anti-aircraft fire was awesome in intensity, but its accuracy left much to be desired. It did, however, harass the enemy sufficiently to make the raid a failure, in that only one small crater was on the runway and one plane damaged.
The night of November 4th was almost as bad as the previous one. Constant bombing and lack of sleep was beginning to tell on the men as nerves became frayed and tempers shorter than usual. Many dug big foxholes, placed their cots therein, and slept in comparative safety, but the majority were kept hopping in and out of bed 3 or 4 times every hour. November 5th, six of our pilots received orders sending them home. They had been flying constantly and relief came at a very opportune time. The officers were 1st Lts. J. Poston, H. Oglesby, Hufford, W. Maddox, Richard Kirkland and B. Krankowitz. That night was comparatively peaceful with only two raids. The best night's sleep for a week did much to refresh both body and spirit. On Nov. 6th Lt. Hanisch surprised everyone by landing on the strip in a Cub. He was shot down near Ormoc on Nov. 2nd, and crash landed his plane in a field south of Ormoc. The enemy planes strafed him when he landed, but missed him while riddling the plane. He suffered a deep laceration of the forehead. Within 15 minutes he was picked up the guerillas and feted like a conquering hero by the Filipinos, as he was the first American they had seen in three years!
On the morning of 7 November four of our P-38's encountered enemy fighters in two separate engagements: one 20 miles west of Buri and the other over Ormoc Bay. Two Oscars were destroyed, one each by 1st Lt. E. Cooper and 2nd Lt. J. Hovik. Lt. Cooper also probably destroyed a second. The next few days were uneventful except for a comparatively minor typhoon November 8th.
Possibly one of the most dangerous missions flown by the squadron was on November 9, 1944. An enemy convoy of 12 ships including six destroyers and 2 destroyer escorts was sighted in Ormoc Bay attempting to reinforce the town. Each plane on the mission was armed with two 1,000 pound bombs. Seven planes made skip-bombing runs at masthead level through the heaviest barrage of anti-aircraft fire the pilots had ever seen. Several direct hits were made, but damage assessment was impossible due to lack of observation. Lt. D. Kanoff's plane was downed by anti-aircraft fire and crashed into the Bay. He was one of our newer pilots, but his performance of duty even at the cost of his life reflected the spirit of the 9th Fighter Squadron.
The first aerial combat in days occurred at Ormoc November 10th. Major Bong destroyed an Oscar as Lt. I. Corley also got his first kill. Major Wally Jordan accounted for 2 Oscars destroyed.
Hundreds of small anti-personnel bombs were dropped during the night of Nov. 11th, but no casualties were suffered by our unit. Raids were made Nov. 12 by the enemy during the day on shipping in the harbor, with hits on two Liberty ships. Two enemy planes fell to our anti-aircraft fire. November 14 commenced with a surprise bombing and strafing raid on our strip. Major Jordan and Capt. R. Swift, about to man their planes, were forced to drop to the ground. A bomb exploded about 30 feet away and a strafing pass went right through the area. Neither pilot was injured, although Capt. Swift extracted a sizable piece of shrapnel from the parachute he was about to don! Personnel in camp were treated to an aerial show overhead when a Dinah, hit by ack ack, burst into flames and crashed. Two 38's got on the tail of a lone Oscar and the wingman shot it down after the lead plane overshot. It is seldom that ground personnel witness such action, and the sight was most welcome.
The weather, very treacherous in this area, closed in suddenly on November 15th while 7 of our planes were airborne. Three were able to land safely at Buri, but four others flown by Lts. C. McElroy, A. Datzenko, J. Hanisch and J. Hovik, after flying all around the island of Leyte trying vainly to find an opening, finally were forced to crash-land. Lt. Hovik landed in a rice paddy near Carigara Bay, killing a water buffalo in the process, but suffered no injury to himself. The remaining three bellied in near Bugho, southeast Leyte. All planes were total losses although several trips were made later to salvage parts.
Our late patrol over Buri intercepted ten enemy fighters which were attempting to bomb and strafe the strip. The bombing was frustrated and seven enemy planes were shot down without loss to us. Lt. W. Curton got one and Lts. C. Gupton, Warren Fowler and Jack Lewis destroyed 2 each. All of the enemy planes were Oscars except one Zeke destroyed by Jack Lewis. Lts. Fowler and Lewis scored their first victories in this engagement.
An enemy dive bomber, a Val, flew over camp just at dusk on the 17th and attempted to bomb the airstrip. It was shot down in flames by our ack ack - a spectacular sight.
The 18th started off with an exciting series of raids. One enemy plane was seen going down smoking after a P-38 attack. A second was lost from sight with a '38 in a most favorable position on its tail. Some enemy planes made suicide dives on shipping in the harbor. One crashed into a Liberty ship, setting it on fire; another missed and fell into the water while a third was blown up by ack ack before reaching its objective. One plane dropped anti-personnel bombs on our strip, damaging 3 planes and slightly wounding T/Sgt. O. Wallace, S/Sgt. Colborn and PFC B. Peterson.
November 19th 2 more Japs made suicide dives at shipping, but both completely missed their targets and crashed into the water. Ack ack fire was practically non-existant, and their inability to hit their targets is difficult to understand. Two separate combats with enemy planes were fought over Ormoc, and Lt. T. Hamilton destroyed a Zeke 52. Another was badly shot up, and when last seen appeared to have a very slim chance of getting back to base. Lt. Les Nelson was credited with this probable. Then came several uneventful days, and Thanksgiving came and went without disturbing the even tenor of our ways.
On the morn of the 24th an enemy twin engine bomber, probably a Frances, was hit by ack ack fairly close to camp. It caught fire, and after proceeding a short distance, crashed. A sleek looking Dinah flew over camp heading for home. One of our '38's gave chase, and even though the enemy plane had a great advantage in altitude, F/O H. Hammett was able to get behind it and shoot it down. Early November 26th an enemy plane heading in the direction of camp was hit by ack ack. It started burning, but crashed before reaching our vicinity. There were a few anxious moments when it looked as if our camp was about to become the plane's last resting place! That afternoon our planes twice met the enemy. The first time, the enemy pilots were very good at evading combat and none were shot down. Four of our planes intercepted 3 Oscars ten miles to the northwest a bit later, and Lt. Gupton succeeded in shooting one down. Lt. N. Williams fired several bursts at another and scored hits in the engine, causing it to smoke badly. As this one was not seen to crash, it can be claimed only as a probable. The 3rd plane succeeded in escaping into the clouds.
Patrols without incident were flown until 29 November when two of our flights engaged 15 enemy fighters over Ormoc. Lt. Curton received credit for shooting down a Zeke and a probable Tony. Lt. W. Lewis scored his first victory, a Zeke. No losses were suffered by our men. This was the final combat of the month, a month which had proven to be most interesting and successful. To off-set the thrills and excitement, there were rough living conditions and hardships. The 30 enemy planes shot down and the 7 probably destroyed did much for the unit's morale.
The month started unexcitedly with routine patrols the first few days. We were still encamped at the "temporary" area upon which descended October 24, and awaited orders to move to the "permanent" campsite a few miles nearer the airstrip.
December 5th, while on a mission to protect a convoy southeast of Leyte, 3 of our P-38's ran into 8 Vals and 2 Oscars while the enemy was attempting to dive-bomb the convoy about ten miles southeast of the tip of Leyte. F/O H. Hammett shot down a Val and an Oscar, as did 2nd Lt. E. Ambort. Lt. C. McElroy destroyed a Val, making a total of five enemy planes downed without loss to our side. Later in the day at 5 PM, four of our '38's encountered a number of Oscars which were going in and out of clouds making dive-bombing passes on the convoy which was then below Dulag. In the ensuing combat, Lt. W. Curton destroyed an Oscar, making his fifth victory and creating a new ace for the squadron.
The next day some of the personnel moved into the new camp area. There were a few air raids and several red alerts at night, and at 7 PM a blinding flash was observed in the direction of the strip. In the morning a Jap Sally bomber was found scattered over the east side of the strip. Several Jap bodies were around the area, a satisfactory, if slightly gruesome sight. It was learned later that this was an "honor mission" in which the purpose was to fly into the traffic pattern, crash land on the strip, and disperse the occupants of the plane in the vicinity of the landing. The Japs were equipped with mines which adhered to the plane until detonated. Obviously a great deal of damage could have been wrought with such a surprise attack. Unfortunately for the Japs, our anti-aircraft defenses penetrated the deception and when the Sally came over the south end of the strip it was greeted by everything that could be thrown up, and it 'augered' in as only the Japs seem to be able to do. Our technical intelligence lads were on the job early, much to the disgruntlement of souvenir hunters who were also on the scene as early and faithful as ever! At least 2 Samurai swords were in the wreckage, and subsequent checking showed all of the enemy were officers and all had civilian clothes beneath their uniforms except one who wore an American army uniform under his Jap one.
On December 7th, Lt. McElroy's flight, while patrolling Carigara Bay, spotted a Jap convoy off the northwest tip of Leyte and called it in. Before returning to base the flight tangled with an equal number of Oscars over Ormoc, and probably destroyed one before the Japs dived into clouds. The flight of Capt. W. Treadway was jumped out of the sun at Ormoc by an unknown number of Oscars, one of which was damaged by Lt. C. Gupton. Just east of Ponson Island Lt. McElroy's flight, on a second mission, encountered 8 to 10 Oscars and a Zeke. Lt. McElroy destroyed an Oscar and Lt. Ambort a Zeke, with no damage in the process. On his 3rd mission Lt. McElroy's entire flight shot at a Lily over the convoy at Ponson Island, and Lt. Williams got credit for its destruction. Meanwhile, Capt. Treadway's flight dive bombed Route #2 in the Valencia section, cratering the road. After completing this, the flight ran into a number of Zekes, and Treadway and Lt. T. Smith each destroyed one. Despite the action of this day, the squadron moved to the new campsite without mishap.
The next week was comparatively uneventful. Early on the 10th, a blinding flash and one of the loudest explosions heard to date, awakened the camp. It was not a bombing but the destruction of approximately one hundred tons of TNT near Palo. Its cause was not determined although the electrical storm going on at the time might well have accounted for it. On 10th December First Lt. Hamburger returned to the squadron after having been missing since 5 November, when he bailed out near Ormoc.
12 December 1944, was a very proud day for the 9th Fighter Squadron, when General MacArthur personally decorated Major Bong with the highest honor a grateful nation can give, the Congressional Medal of Honor. The ceremony was simple but impressive and made a lasting impression of the minds of on-lookers. At the time, Major Bong had 38 enemy planes to his credit and before leaving for the United States later in the month he found time to run his score to 40.
An unfortunate tragedy occurred on the following day (13 December). While taking off on a routine mission, the plane piloted by 2nd Lt. J. Collins crashed into some B-24's parked near the runway as a result of a tire blowing out. The resultant fire was terrific. Lt. Collins was thrown clear but was burned seriously. He died before the day was over. He also was one of the newer pilots in the unit and it is regrettable that a pilot should lose his life under such circumstances.
The squadron covered the amphibious assault on Mindoro Island on the 15th but met no opposition. It wasn't until the 18th that any combat resulted for our squadron. On this day a lone Dinah was sighted about ten miles south of the beach-head and promptly disposed of by Captain W. Williams, our operations officer. Six of our P-38's strafed Fabrica Airdrome destroying a truck and starting two fires.
On the next day (21 December), the squadron was stunned to receive orders to move within a few days. It was thought originally that our stay at the "permanent" camp site would be a protracted one and nearly every tent had fine wooden flooring. Morale was nil for awhile.
Sixteen P-38's escorted B-24's to Grace Park (Manila) on the 23rd of December. Major Jordan and Captain Howes each shot at enemy fighters which attempted to attack the bombers, but were unable to engage in a dogfight due to bomber escort commitment.
The squadron celebrated Christmas Day by escorting B-24s to Mabalacat Airdrome near Manila. Approximately a dozen enemy fighters, mostly Tojos, attempted to intercept the bombers but failed due to our squadron's prompt action. 1st Lt. A.B. Lewelling destroyed two Tojos and 2nd Lt. D. Holladay got one. 2nd Lt. T. Smith started a Tojo smoking violently but the combat was broken off before confirmation could be made, so Lt. Smith was credited with only a probable.
The ensuing day (26 December) our ground echelon left on an LST bound for Mindoro. On the same day the news was flashed that Mindoro was under attack by a Jap Naval Task Force. As far as tactical operations were concerned there was nothing of interest for the remainder of the month with only routine missions performed. The air echelon remained patiently at Leyte, occupying the area located near the ground echelon of Group Headquarters.
The ground echelon had a very hectic voyage, not soon to be forgotten. Below Leyte the convoy of which our unit was a part, was subjected to constant attack by dive bombers. The LST on which the outfit had embarked had a prominent place in the lead in the convoy. A Liberty ship nearby vanished in a terrific explosion after a Jap plane made a suicide dive on it. Another Jap plane crash-dived the LST containing our squadron, damaging but not sinking it. Several of our officers and men were volunteers on the ship's gun crews and casualties were suffered by them in the crash. A .30 calibre machine gun, manned by Sgt. J. Riley and Sgt. E. Poplansky did yeoman service and wings from the enemy airplane showed a large number of calibre .30 holes. 1st Lt. Les Nelson acting as plane spotter (as were 1st Lt. D. Fisher and 1st Lt. W. Lewis, Jr. at other turrets) was badly wounded by the crash. Private 1st Class D. Smith, who was performing the duties of an aid man on the deck, was also wounded in the action. The ground echelon landed at Mindoro on the morning of the 30th without further loss. The vessel was speedily unloaded and camp was set up. That night and the following had many bombings and many more alerts but no bombs fell close to our area. Thus ended another eventful month.
New Year - 1945
MINDORO
The first of the New Year found the squadron again split in two camps. The Ground Echelon celebrated New Year's eve by watching the enemy become the focal point of our ack ack on Mindoro, and the Air Echelon, crowded into the Group Area, on Leyte.
New Year's Day found our heavies over Manila again, with the 7th and 8th Fighter Squadrons affording top cover, while the 9th escorted a C-47 to a guerilla strip on Panay, which turned out to be a dull mission.
The next five days, the squadron flew routine missions of convoy, C-47, or PBY cover uneventfully, though increasingly bad weather affording the pilots a few bad moments getting back to Tacloban strip. On the 5th, five of our planes landed on Mindoro because of weather and set up operations in a jeep on Hammer Strip (Elmore). On the 6th, the remaining ships flew up and started work in their new house.
Mindoro lies nearly due South of the central part of Luzon Island. It is 1855 mi. northwest of Darwin, the starting point in the exploits of the squadron, and camp was set up on Mindoro on the 30th of December, 1944, two years and ten months after our first tactical camp at R.A.A.F. strip, Darwin. The island itself is oval is shape about 95 by 50 miles with an area of about 3,794 square miles, the seventh largest island in the Philippines. It is very mountainous in nature, the cultivated and populated areas being along the East and West shore lines and extending ten to fifteen miles inland. The mountain range along the middle of the island from North to South produces two different types of climate in the two lowland areas.
The unit landed at the San Jose area via Mangarin Bay on the southwest corner of the island directly exposed to the southwest seasonal monsoons from May to October but at this time of the year, a very favorable climate.
The town of San Jose itself was the sugar refining center of the southwest plains and contains large factory buildings with bright roofs visible from the air for many miles. It boasts a network of small gauge railroads, and the area was devoted to sugar production before the war. The 9th set up camp on a deserted sugar plantation about two miles from town. Our campsite was a field overgrown with weeds which were 5 to six feet tall in places. These were quickly mowed down by hand with every available cutting implement and tents were set up in fairly even rows. A small road paralleled by a small clear creek on the South ran just to the North of the area, forming a natural boundary. The motor pool was set up across the road, thus insuring a rut-free entrance to the camp itself. Our mess hall, 90 feet long, made from sections of portable buildings, was divided into 2 sections separated by the kitchen. The smaller of the two divisions became the Officer's mess and club.
Water tanks and a pump were set up alongside the creek and showers were built - the first since Gusap, and most welcome! A volley ball court was set up and Supply Officer J. Pienezza arranged with an engineering unit to have a ball diamond leveled off in the field south of the tents. Both sport arenas are now doing yeoman service.
Two airstrips were in operation when the 9th arrived. Elmore strip (Hammer Tower) was located about a mile from San Jose, adjacent and parallel to the Bugsanga River. Hill strip (Freeboot Tower) was about five miles South near a branch of the railroad. Operations was set up on the latter strip. It is a 6,000 foot dirt strip running North-South with a parallel taxi strip and revetment area on each side; a "C" shaped taxiway and revetment was to the West. On the Southern curve of the "C" the 9th set up the Pilots' Alert tent. An excellent all weather gravel road runs from the strip to within a half mile of camp, and an equally serviceable secondary road was quickly improved to reach the remainder of the way. It is dusty, but much better than the mud holes of Leyte!
This is the dry time of the year with a few rainstorms (usually the cloudburst variety) lasting for less than an hour. The temperature during the day is fairly hot, but a constant breeze makes it bearable, and at night it falls to a comfortable "one blanket" degree. Average rainfall for the area during the Winter is from 5-10 inches, but in Summer reaches 200 inches! For operational reasons it is fortunate that this is the dry season, as a heavy rain usually puts at least one of the strips out of commission. A third strip is under construction along the coast north of Mangarin Bay. Operations were chaotic for several days when our strip (Freeboot) was out of commission after a rainstorm and we flew off Hammer, sandwiched in between A-20's, C-47's and various other aircraft.
Things began to shape up on Luzon. We flew one recco mission to the Clark Field area while based on Leyte, and now we received dive-bombing missions and flew cover for A-20's thru the central plains between Manila and Lingayen Gulf. We found the valley surprisingly devoid of obvious targets as the enemy was camouflaging, dispersing and otherwise making himself invisible to us. Heavy bombers continued to pound the larger Jap held strips. Our 7th Fleet, assisted by the 3rd Fleet Air arm, was softening up the Lingayen Gulf area, and the 9th flew cover over large convoys streaming Northward. Rumor had it nearly every day that we had landed on Luzon, and on the 6th of the month the Navy occupied Lingayen Gulf followed by Army landing forces January 9th. The invasion was now an actuality.
A meeting of all pilots in the Group was held in the 9th Mess hall to stress the importance of our mission at this time. Lt. Col. Gerald R. Johnson, Group Deputy Commander, pointed out that the success of the Luzon campaign depended on close coordination of air and ground forces. The schedule kept us busy; only 23 pilots were available in the 9th, and 12 to 16 flew each day. This meant three days flying and one off as an average. No enemy air activity, bombings or mosquitoes combined with good food and pleasant weather kept the morale of everyone at a high peak in spite of the hard work.
Freeboot strip had opened again after several rainless days, and we had a roomy efficient set up for squadron operations. On the 11th of the month after several false starts, the entire squadron was scheduled on a fighter sweep thru the Lingayen Valley. Heretofore our flights had been divided between A-20 cover and convoy cover; now we could do a little shooting up ourselves! Eleven of our planes arrived over the target area on the west coast of Luzon, strafing several strips there and then swinging inland near the Tarlac-San Miguel area. Eight planes spent a happy hour destroying those areas, setting many fires in camps along the road. The other three planes, led by 1st Lt. Lewelling, swept the southern part of the valley at minimum altitude where they proceeded to attack a convoy of trucks and staff cars on a road east of Mt. Arayat. Lt. Lewelling hit his wing tip on the 2nd pass and had to circle overhead while the others set fire to 4 trucks and a car, destroying or damaging the rest.
Weather grounded everyone on the 12th, and the welcome news that 10 of the pilots were going home led to a large celebration that night. The pilots were: Captain W. Williams, 1st Lts. E. Cooper, Davies, R. Hamburger, C. Estes, Les Nelson, W. Lewis, F. Helterline, D. Fisher and W. Curton.
From the 14th-17th the squadron flew very routine patrols over convoys between Lingayen and the southern tip of Panay. The landing on Luzon was moving forward with very little opposition, as the enemy refused to commit himself at any point. The beach-head was consolidated and large amounts of supplies were put ashore and moved inland. Agno river, a natural barrier which we supposed would be heavily defended, was crossed without incident on the 14th, and our forces reached as far north as Camiling. On the 18th we flew another squadron fighter sweep to Luzon. Our target was Aparri, but weather restricted us to the central plains and we found few things to shoot at.
The 19th we were scheduled on a Group Fighter sweep to Formosa. This mission had been scheduled before and then canceled. This time the Group formation actually got as far as Lingayen Gulf before the controller called it back. After landing and getting refueled, Red and White Flights led by Capt. R. Wood and 1st Lt. McElroy, took off on another sweep to Luzon.
They saw nothing of interest along the west coast of Luzon. Upon rounding the northwest tip of the island they noted bad weather ahead, with low overcast and rain extending in a long front from land Northwest over the sea. Captain Wood swung around at Pasaling Bay to return when he spotted a ghostly shadow of an airplane flitting along under the overcast to his right. The eight planes flew over to investigate, and identified a twin engine enemy bomber. The enemy plane headed for the storm front with our P-38s in rapid pursuit. He disappeared momentarily in the rain, but apparently lost faith in his instrument flying and made a right turn which brought him out in the open again. Three of our planes closed on him at once, and a few seconds later a ball of fire on the sea was all that remained of the bomber. The kill was credited to 2nd Lt. J. Forgey, and was the first since 18 December when Capt. Williams destroyed an enemy Dinah over Mindoro.
While returning to base the flights were flying low over strips to the east of Manila looking for possible targets. They were fired upon by medium ack ack and 2nd Lt. H. Strom was hit in the outer wing section; a large hole was torn making aileron control difficult, but he managed to land safely back at base.
On the 20th Lts. Fisher and Davies left for home and Lt. Estes arrived from leave in Sydney, resulting in a large bull session about the famous place and making those next in line to leave impatient to be off. Lt. Estes' going home orders were waiting for him and he left for the States 2 days later.
A gift of sports equipment sent to the 9th by Capt. Ralph Wandrey from home was put to good use, although the 9th lost its first softball league game to the 7th by a score of 3-0. Volleyball also again became popular.
The long pending mission to Formosa was finally completed the 21st. Flight leaders were Capt. R. Wood, Lt. C. McElroy and Capt. W. Treadway; Capt. J. Petrovich and Lts. J. Forgey, Warren Fowler, N. Williams, T. Smith, Jack Lewis, Ken Clark, I. Corley, Moeller, W. 'Bud' Tiffany and D. Holladay made up the rest of the formation. The Group rendezvous was at Donagon Point at 8,000 feet. At 0845 they arrived at the southern tip of Formosa, and at 1130 were flying around heavy ack ack at 18,000 feet in the Clark Field area which was being bombed by B-24's. The day was bright and the weather excellent at 9,000 feet, though the usual overcast lay over the Cagayan Valley extending unbroken to Formosa. The target was Cavu, and even from 20,000 feet objects could be discerned on the ground. The flights began looking for trouble which never occurred. Fires in the Takao, Heito and Kagi areas set by Navy bombers were seen; otherwise the valley looked peaceful and beautiful in the noontime sun. Nice roads, excellent airstrips and extensive cultivation of the land was noted, but nothing marred the day for the 49th, making the first flight over Formosa by Army Air Force fighters.
Lt. A. Datzenko returned to the 9th from the hospital after his recovery from a broken arm, the result of falling off an ambulance at Tacloban strip nearly a month ago.
On the 22nd of January, while most of the squadron flew an uneventful mission to Formosa, Lt. McElroy led a flight to dive and skip bomb small boats and docks in the mouth of a river near Pagbas Bay with the new napalm bomb. It was the first mission of this type for the 9th. The flight was to be coordinated with two B-25's and two PT boats directing the aircraft to targets not readily seen from the air. The bombs used were 100 pound combined with phosphorus and gelled naphtha, type M47-A-2, an outgrowth of the "belly-tank" gasoline bomb used to effectively against ground troops on Saipan. Unfortunately for the success of the mission, two Navy F4U's mistook the identity of the PT boats and strafed them, causing them to retire from the operation and our planes proceeded without ground direction. Lt. McElroy reported the bombs seemed ballistically unsound since they had an erratic trajectory and were difficult to aim accurately. Small fires were started from the few hits in the target area.
The next day Capt. W. Williams, C.O. of the squadron and one of the outfit's best liked officers, left for a well deserved tour of duty in the States. Captain Williams has been with the squadron since July 13, 1943, when the 9th was flying out of Dobodura, New Guinea. He has amassed nearly 600 flying hours and has 4 enemy planes to his credit, the last victory being over Mindoro on December 18. Captain Petrovich became his successor. Lts. Curton, Cooper, W. Lewis and Estes left with Capt. Williams. The night before they left camp, we had the first red alert in many days caused by a lone bogie entering our area. The audience at the Group movie had several extra intermissions that evening.
On 29 January the Group had another mission to Formosa, this time the target being Toyhara Airdrome - quite a distance up the west coast. One lone enemy plane was seen when it made a pass on Lt. A. Lewelling's flight. They fired at the enemy without scoring visible results, and did not pursue it due to the necessity of remaining to protect the bombers. Lt. P. Nahnibida crashed on take-off due to engine failure, but was fortunate in being able to extricate himself quickly, suffering only a few minor burns. That night an escape and evasion lecture covering Formosa and southeast China was received enthusiastically by the pilots.
Amphibious landings were made above and below Manila on the west coast of Luzon January 29th and 31st. Both landings were practically unopposed; on the 31st our squadron was on the scene ready for ground support missions which proved unnecessary. Several new pilots were assigned to the squadron during the month.
The 9th got off to a bad start this month when 2nd Lt. J. Forgey, returning from a routine convoy escort mission, crashed when making his approach to Hill strip. He informed his wingman by radio that he was in trouble, and a few seconds later his plane crashed and exploded; he was unable to get out prior to the crash and perished in the accident.
The first several days of February were uneventful; only local patrol missions were flown. A reconnaissance flight to Alabat Island thoroughly strafed Perez strip on the northwest tip Feb. 6th. The following day four of our planes made a fighter sweep of Cagayan Valley. When passing an enemy strip at Tuguegarao the flight spotted a Sally bomber and 2 single engine fighters on the airdrome. After about 15 strafing passes all 3 planes were left burning.
February 8th the squadron sent 13 planes on a dive bombing mission to Luzon. Targets on lower Bataan Peninsula were hit and Corregidor Island bombed with good results. On the 12th, 14 of our planes dropped 1000 lb. bombs on the same targets with excellent results.
The following day the 9th had two fighter sweeps of the Cagayan Valley. One flight strafed Tuguegarao Airdrome again, destroying 3 enemy fighters on the ground. The other flight attacked Aparri Airdrome, also destoying 3 fighters on the strip.
February 14th a rumor arose that our Group was to exchange camps with the 18th Fighter Group, 13th Air Force, located at Lingayen on Luzon. For almost a week this rumor bounced around and was denied consistently.
On 16 February cover was maintained over the beach-head at Nasugbu, Luzon, but the enemy made no appearance. On this day the news came that our Navy planes were attacking Tokyo in great strength. Needless to say, this news occasioned great elation. The squadron made a fighter sweep to Formosa on Feb. 17, but again no sign of enemy air activity was observed.
Jesselton Airdrome on Borneo was the target for the 9th the next day, a mission escorting A-20's. The bombers turned back when about half way to the target due to poor weather at their altitude. Our planes continued on and thoroughly strafed Kudet and Jesselton Airdromes, destroying several planes and trucks; they also damaged two luggers off-shore.
The 19th of February turned out to be a bad day for the squadron, which was covering the Visayan C-47 routes with two plane flights all day long. Lt. Bud Tiffany and his wingman, Lt. H. Thorson, flew over Silay runway on Negros at a low altitude, peeled up and came back over the strip. Lt. Tiffany called Lt. Thorson on the radio after the peel-up, but on the second pass he looked back and saw a P-38 burning beside the runway. Lt. Thorson was not seen after the radio conversation, and cause of the crash will probably remain unknown. Lt. N. Williams and his wingman Lt. J. Kinsman, were in the vicinity of Talisay Airdrome near Silay when Lt. Kinsman's plane developed coolant trouble while at 4,000 feet. Lt. Williams advised his wingman to bail out, and Kinsman replied he intended to do so. Unfortunately, he was unable to leave the plane until it had fallen to 100 feet from the ground. His parachute failed to open in that short distance and Lt. Kinsman landed about 100 yards behind his plane with his parachute strung out before him. He was killed instantly and his body recovered by Filipinos. No sign of enemy action was noted in either instance. Both men were new to the squadron.
The 49th Group had a mission to run a fighter sweep to Kagi on Formosa; Lt. Col. Johnson leading. The 9th did not reach the target as they covered a PBM engaged in rescuing a B-25 crew which was forced down in the water by North Island in Luzon Strait. The survivors were picked up without incident and the squadron returned to base as they were low on fuel.
The squadron was off for maintenance and training on the 21st, a most welcome breather for the engineering department which had been working long and well to keep the planes in the air. Local patrols were flown the following two days and on the 24th of February the unit was once more off to do the necessary chores preliminary to the forthcoming move to Luzon.
ON THE BEACH - LINGAYEN GULF
Early on the morning of the 25th the squadron loaded on C-46's and C-47's; before the day ended we were firmly settled in the campsite just evacuated by the 44th Fighter Squadron, 18th Group. The exchange was most profitable for the 9th, as the new camp is on the shore of Lingayen Bay, and the majority of personnel were proud possessors of bamboo constructed huts which were built off the ground - a far cry from the meadows of Mindoro. The 27th we flew routine local patrols which wrapped up the flying for February.
During the month Captain E. Howes left for the States on temporary duty, being given a temporary assignment in the States, after which it is expected he will return in a few months. Captain J. Harvey, squadron Executive Officer also left, bound for home on temporary duty in the States. After a 30-day leave it is expected he will return to the unit. First Lts. Helterline and Hamburger left for the States during the month, both having completed their tours of duty very creditably. While the unit was sorry to lose two good pilots, it was agreed that they had earned the right to go home.
Three of the pilots, Captain McElroy, 1st Lt. Norton, and 2nd Lt. Holladay, left for Hawaii on 8 February, accompanied by crew chief, T/Sgt. Harclerode, for the purpose of ferrying back new P-38's to the Southwest Pacific Area, a new idea being tried out for the first time.
Several new pilots were added to the roster during the period under review and they appear to be of the same calibre as their predecessors who have made such an enviable record for the squadron. During the month, also, several of our "old-timers" left for home on the rotation plan. On the whole, the month was one of exceptional quiet with no serial combat ensuing. The highlight of the period was the move to the most forward area in the Philippines on the 25th, where it was hoped that coming weeks would see a return to fruitful missions of former times.
The early part of March found the squadron in the process of getting settled in their new camp area at Lingayen, Luzon. For the first time in the Philippine battle of camps, the Ninth got a decent break insofar as they moved into an area already partially built up by the 44th Fighter Squadron, 18th Fighter Group of the 13th Air Force. The whole move was an unusual one in that we left all our heavy equipment, vehicles, tents, cots, etc., at Mindoro and effected a trade with the squadron into whose area we moved, this being the first time in our history that such a complete exchange of campsites had occurred.
The camp area we moved into is situated about one-quarter of a mile from the west end of Lingayen Strip and extends from the beach to about 600 yards inland, bordered by a road leading to the town of Lingayen. The beach itself is a wide, clean, sandy area, a veritable Bondi on Coney Island, and extends into the Gulf in a gradual slope which makes it a wonderful bathing resort and is being utilized for that purpose. The 9th Officers' Quarters, two rows of Nipa shacks, is built about fifty feet from the water's edge and the cool sea-breeze constantly keeps the quarters comfortable. The gray-white sand of the beach, interspersed with sparse grass, extends throughout the entire camp area and the Filipino-built Nipa huts on that background of sand and an occasional palm tree gives the camp a definite South Pacific "Paradise Island" atmosphere.
Operationally the squadron got right down to work, under the control of 308th Bomb Wing through Group, and for the first five days we flew cover for convoys, C-47's on dropping missions, minesweepers, and started on a phase of close ground support missions under the direction of various ground controllers. Using instantaneous bombs, our planes dive-bombed Kato and Koshun Airdromes and the Hosan Rail Yards all on Formosa. Also Jap held areas at Cabuyo, Dupax and San Fernando on Luzon. The ground fighting in the Luzon area has been slow, painful work for the infantry, digging the Japs out cave by cave in the Yamshita Line east of Manila and constantly patrolling the Baguio area, still a Japanese strong point. Consequently the work of our planes against inaccessible Japanese positions had been highly appreciated and the use of instantaneous demolition bombs, and the new napalm bombs under the close direction from ground controllers has proved to be very successful.
On 9 March, a group of pilots from the 9th accompanied Captain J. Spence, Squadron Intelligence Officer, to Clark Field where a Tactical Air Intelligence Unit was assembling the Japanese planes that had been captured in that area and the pilots spent the day climbing in and out of various types of planes, learning the enemy pilot's workshop.
Second Lt. H. Hammett, returning from a mission on 11 March, was forced to crash land on Mangalden crash strip when his belly tank ripped loose and crashed into the nose wheel door rendering it inoperative. Lt. Hammett came through with no injuries suffered.
On the 12th of March, the fighters based on Mindoro were unable to take off due to a muddy strip and the planes of the 9th flew down in the morning to operate out of McGuire all-weather strip for the day, returning to Lingayen that evening with the exception of one plane that had developed mechanical trouble.
The middle of the month brought a lot of covering missions for rescue submarines and air-sea rescue Navy Flying boats in the vicinity of Formosa. The squadron flew its first mission in the vicinity of the China Coast, covering a rescue flying boat 40 miles east of Swatow, China. On 15th March, Lt. Hanisch led a flight to the Swatow-Amoy area as cover for B-25's but the pilots were disappointted when no interception materialized.
On 17 March, 1st Lt. Hook, while returning from a mission crashed in the water one-fourth mile northeast of Lingayen strip when his engines cut out on him. He hit about 400 yards off-shore, outside the huge breakers. Lt. Hook inflated his rubber boat but was thrown clear of it by a large wave and was left floundering in the water. Two enlisted men of this organization, T/Sgt. Lynch and Cpl. Ralph witnessed the accident and immediately plunged into the rough sea, with other personnel in the area, in an attempt to save the pilot. The other rescuers were turned back by the heavy seas but these two men struggled through the breakers, recovered the rubber boat and swam out to the pilot, pulling the boat along. They reached the pilot and after putting him in the boat, towed him ashore. The two enlisted men and the pilot were all exhausted to a point of collapse. The herioc efforts by Sgt. Lynch and Cpl. Ralph, resulting in the saving of Lt. Hook's life, have gained them each a recommendation for the Soldiers Medal.
From the 18th until the 22nd of March, the squadron divided its missions between ground support and escort and cover for PBMs, rescue submarines, and heavy and medium bombers. On March 21st, Captains A. Lewelling and R. Wood and H. Norton led the second China Coast mission, covering B-25's to Amoy, with no interception. These missions were from six to seven hours long over an endless expanse of water and would be hazardous were it not for the excellent work of the Air-Sea Rescue organization. The knowledge that there are four or five patrol planes or submarines in the vicinity of each strike constantly on the watch for aircraft in distress, does much to relieve the tension of long over-water hops. In the period between the latter part of February and the fourth of March, Air-Sea Rescue recovered 34 flying personnel from the sea between Northern Luzon and Formosa.
On 18th March, Operations and Intelligence moved into their newly constructed Nipa building between the Officer's and Enlisted Men's area. This is the first time in the story of the 9th that it has been possible to locate the nerve center of operational work so conveniently close to the living quarters of the men involved. Heretofore it has been the policy to locate Operations and Intelligence as well as Armament and Ordinance offices on the strip close to the airplanes, necessitating the transportation of all personnel concerned to and from the strip each day. In addition to crew chiefs, line personnel and pilots, food had to be transported to the strip for nearly 100 men each noon. Under the present arrangement, with the camp located only a few minutes drive from the squadron's planes, it is possible to minimize the number of personnel working on the line and the transportation facilities of the squadron are released for other squadron duties. Thus, we have many more men on the "Camp-Jockey" status than previously. The monthly quota of enlisted men left the organization through rotation plan on 18 March to return to the States.
Social activities in the squadron more or less began with a dance given by the Filipino members of the school faculty of Lingayen to which the 9th was cordially invited. The function took place in the school building, formerly our temporary mess hall but since turned back to the Philippine authorities preceding school's reopening. The governor of the province of Pangasinan, Luzon, in which we live, was the guest of honor and a Filipino orchestra assisted the dancing. The party broke up fairly early but was thoroughly enjoyed by all. Following this, many invitations to fiestas, dances and parties were extended to members of the 9th and the squadron in turn was planning on returning this hospitality. The enlisted men decided on the location and construction of their club, which was to be in the permanent building at the southern end of the area which already housed the orderly room, supply, medics, mailroom, dayroom, ordinance and armament. S/Sgt. R. Gast and M/Sgt. A. Odgaard were elected president and secretary-treasurer respectively, and the club is under the sponsorship of 2nd Lt. G. Wallace. A very fine meeting place which is nearly completed and an official opening is planned for early April.
Captain J. Spence, Squadron Intelligence Officer, was forced to turn into the 107th Station Hospital after a period of illness, later determined as the result of kidney trouble. Major G. Rand, formerly Group Intelligence Officer, took over the duties of the squadron Intelligence Officer while awaiting orders to return to the States.
The missions for the latter part of March included dive- bombing and strafing of enemy troop concentrations in the Baguio area under the direction of "Bootblack" ground controller with results reported as excellent. The bombing and strafing missions on Balete Pass were also accomplished with favorable results. Seven new pilots were assigned to the squadron during the month of March.
Captain Lewelling, squadron Operations Officer, left the 9th to go to the 5279th Air Borne Fighter Control Center on detached service, presumably to assume command of a unit. Captain H. Norton succeeded him as Operations Officer.
The month ended very pleasantly by the opening of the Group Officers' Club. The club having been completed the day of the opening. It is located on the beach, centrally situated with reference to all squadrons. As the fruit of the combined efforts of all Group officer personnel, it is one of the finest clubs the 49th has ever built. It is easily large enough to accommodate all the organization's officers and their guests, with a smooth surfaced dance floor bordered by a large barroom, a spacious veranda overlooking the water, and a raised bandstand. Guests of honor at the opening included Brigadier General Smith, Commanding General, Fifth Fighter Command, Colonel Gutherie and Colonel Walker, formerly 49th Group Commander, of 308th Bomb Wing. Nurses were invited from the 197th and 360th Station hospitals. Drinks were served in the bar and dancing was assisted by the 38th Bomb Group orchestra. All combined to make the occasion a great success and the suitable ushering out of another month of overseas life.
April will no doubt go down on record as one of the most productive months in the history of the 9th Fighter Squadron insofar as sorties flown, bomb tonnage dropped, and damage to the enemy ground forces is concerned. The Navy occupied the Japanese Air Force in the Ryukyus and left Formosa and the China coast relatively free of interception against strategic bombing of these areas by heavies and mediums. Consequently, the Flying Knights devoted nearly all their efforts to tactical ground support work on Luzon, dropping, in one month, a tonnage of bombs greater than the total previous commitments since activation. The actual figures, 293 tons of demolition bombs and 68 165-gallon bombs of napalm.
Nearly all targets were relatively undefended, except for small arms ground fire, and no planes were hit by A/A. Consequently, a training school gunnery pattern could be set up over the targets and accuracy was evolved, each pilot using his own system more or less, but certain elements were applied. In dive bombing, steepness of dive, follow through and extreme attention to coordination was observed by all pilots, the usual approach being initiated at 150 to 180 miles per hour in a turn, both with and without dive flaps extended, five to eight thousand feet above the target. Releasing the bomb below 2,500 feet was found to be dangerous with instantaneous fuses, since running into bomb fragments was likely. With dive flaps and low air speed, pull-outs from 30 degree dives were safe if initiated at about 2,500 feet, air speed in the pull-out not exceeding 300 miles per hour. In dropping napalm belly tanks, the best results were achieved at minimum altitude in a skip bombing approach, releasing the tanks just ahead of, or right over the target, since they had a tendency to drop straight down with little forward speed.
April 1st brought a routine mission covering bombers to Giran, Formosa, but the second day of the month proved to be quite eventful. Captain P. Petrovich and 1st Lt. Ken Clark flew as observers on a PBM of Navy Squadron VH 4, an air-sea rescue "Playmate" covering a bomber strike to Hong Kong, in order to learn the Navy's problems of operation and bring about better coordination between the big flying boats and the squadron fighters that cover them so often. That same day, the 9th was scheduled to cover the heavies hitting Hong Kong. Lt. Col. Gerald Johnson, Group Commander, was leading the flight with Captain James Watkins, former 9th squadron ace returned overseas on his second tour of duty, flying as "wing man". At 1340, just as the bombers were leaving the target, three bandits were sighted two to four thousand feet below the fighters. An attack was immediately initiated, the enemy turning tail and running in separate directions. The lead flight of P-38s pursued the enemy and shot down three definites, the credits going to Lt. Col. Johnson - 1 Tojo, Captain Watkins - 1 Tojo, and 2nd Lt. W. Koby - 1 Oscar. On return to base Lt. C. Peterson lost fuel pressure on both engines and was unable to draw gasoline. He glided his plane, from an altitude of 10,000 feet, fifteen miles to the coast of Luzon and bailed out at 3,000 feet, over land, north of Luna. He was uninjured and returned to the squadron in two days by L-5 from Luna strip.
Captain McElroy and 1st Lt. Holladay returned from ferrying P-38's (J-20s) from Hawaii on the third, having been gone nearly two months. The following day, Captain Wood and 1st Lts. Baxter and Datzenko left for the States. Farewell was exchanged in the sand and sun of Lingayen and the squadron felt it had lost some mighty fine pilots and friends. Captain Wood joined the squadron in July 1943, at Dobodura, and was one of the few "Old Guards" remaining prior to his departure.
Flights were preparing to take off on a dive bombing mission to Balete Pass on the morning of the 6th and were delayed until the afternoon when a P-47 dropped a bomb during take off which exploded on the strip. Ten of the 9th pilots, riding in a command car on the taxiway, were only 100 yards from the explosion and luckily none were hit by the flying debris. S/Sgt. Valenta, standing on the wing of an airplane, was hit in the head with a piece of steel matting of the strip. 1st Lt. Wallace pulled the injured man from the wing and administered first-aid until the ambulance arrived. The extent of Sgt. Valenta's wounds were, fortunately, not serious.
1st Lt. Bryant and F/O Copeland traveled to a forward SAP control point, on the morning of the 6th, to observe a worm's eye view of ground support work. The 9th had the mission in their area that day (Balete Pass) so they were able to gain first hand information on the squadron's work, which was favorable.
Captain Lewelling returned to the squadron on the 7th to pick up his "going home" orders and the following day he and Captain McElroy left for the States, accompanied by Captain Treadway and 1st Lt. C. Gupton. Lt. Gupton is remembered for shooting down five enemy planes in three non-consecutive missions during the heavy fighting at Tacloban in the month of November, 1944. Capts. McElroy and Lewelling had joined the squadron in September, 1943, completed 18 months overseas, and each had four enemy aircraft to their credit and over 500 combat hours. Since the departure of these pilots represented the last of the "old guard", with the exception of Capts. H. Norton and J. Haislip, it is pertinent to note what experience remained in the squadron. Although the average time overseas for the flight and element leaders, composing half the total strength of pilots, was eight months, the average combat time for these men was over 270 hours. Ten pilots had over 300 combat hours and nine of the "eight month" boys had accounted for a total of 18 enemy aircraft. The average time for wingmen at the time was ninety hours. The operational efficiency of the squadron was at its peak and the squadron fulfilled its commitments in an exemplary manner in spite of the comparative inexperience of the nucleus personnel.
Weather hindered many missions from the 8th through the middle of the month. Ground support work in the Baguio-Balete Pass area was completed in spite of low hanging clouds obscuring the target, but many afternoons the secondary targets in the Solvec Bay areas received the bombs intended for Baguio when the build up of weather in the mountains prohibited any serial activity in that region. Missions to Formosa and the China coast were turned back several times due to fronts building up between Luzon and those areas. The weather opened up sufficiently to permit a bomber escort mission to Hainan Strait on the 9th, but turned back a one bomb, one belly tank mission to Formosa on the 11th and the bombs were dropped on the town of Santa Fe, Luzon instead.
The second large group Officer's party was held in the club on the evening of the 11th with a larger attendance of nurses than previously. Music was furnished by the 86th Fighter Wing Orchestra and Manila-side whiskey was sold at the bar for the sum of sixty centavos per drink. Guests at the party included seven members of the VH Squadron 4, the "Playmate" boys of the Naval Air Force. The following night, the Enlisted Men of the 9th held another party of their own in the spacious EM Club next to the Squadron Orderly Room. A successful bridge busting mission at Santiago was flown on the 12th. Two direct hits were scored and completely destroyed the bridge.
Friday, the 13th. The world was shocked by the news of our Commander-in-Chief's sudden and unexpected death. With the U.S. forces only 57 miles from Berlin and American landing ever closer to the Japanese homeland, it was evident that the President had died on the eve of victory for the country he was "First Man" of for over twelve years. The news was received in t he squadron about 0800 on the morning of the 13th and an immediate confirmation was requested from the 308th Bomb Wing before any such serious "Rumor" could travel far. Unfortunately, the "rumor" was fact and all personnel in the organization were stunned by the news. If the Japs hoped the demise of the "Chief" would effect the efficiency, they were doomed to bitter disappointment; all scheduled missions were completed in good order.
The old custom of retaining the squadron call sign for an indefinite period of time was discontinued. The famous "Captive" call sign which indicated the 9th squadron Moresby to Biak, and the "Beware" that carried it through the Leyte campaign, were made property of any outfit designated to use them. The call sign changed every Sunday and at first it was like speaking a strange language to the pilots, as familiar with their old call sign as they were with the red spinners on their ships. The call signs for the month of April were as follows: April 1-7, "Bison"; April 8-14, "Beaver"; April 15-21, "Anthem"; April 22-28, "Curfew"; and April 29-6 May, "Shotgun". The tempo of ground support commitments picked up noticeably toward the middle of the month and continued to increase to the end. Traffic on Lingayen strip became quite a problem during the middle of the month and on the 15th, it reached critical proportions comparable to Leyte operations in December, 1944. The morning bombing mission to Baguio was held up nearly an hour while a bomb disposal crew cleared the runway of two bombs, unexploded, jettisoned by a P-51 on take-off. Returning to base, the flights were forced to circle another hour waiting their turn in the heavy traffic landing and taking off. The afternoon mission was likewise delayed when a P-51 blew a tire on take-off and the afternoon landing was as difficult as the morning mission. At this time, there were P-51's, P-47's and B-25's, in addition to our P-38's, all operating out of one strip which, although 8,000 feet long, left something to be desired in the way of taxiways and runway accessibility.
The 13th and 14th of the month brought bomber, submarine and PBM cover missions, relieved by a bombing-strafing mission to the Baguio area on the 15th, as well as another bridge-busting job in the afternoon which sadly failed to dispose of the bridge. Six planes dropped twelve bombs at the target but when the smoke had cleared from the final blast, the impertinent structure remained, dusted over a bit with dirt and debris, but still usable.
The 16th of April was a triumph for the Engineering Department, as well as Operations. On that day, twenty planes were scheduled to fly five missions of PBM and Submarine cover to Formosa. All five flights completed their commitments without a single mechanical failure, averaging six hours per airplane and amassing a total of 119:50 combat hours for the squadron in one day. This exceptional record of excellent maintenance heretofore unequalled in a squadron noted for its high standard of engineering efficiency.
In the period 1st to 20th of April, a maintenance percentage of 86.8% was attained by the Engineering Department under the direction of Captain Davidson, squadron Engineering Officer. This was accomplished with a 30% shortage of enlisted personnel and a 50% shortage in tools and equipment, under the stress of continual daily commitments of twelve to sixteen planes, operating off of a rough, uneven, metal strip, hard on landing gear and tires and exposed to constant, fine blowing sand and salt spray, and scourge of carburetors. Incidentally, the percentages for February and March of this year were 85.2% and 80.9% respectively. The difficulty in obtaining parts and replacements was also an obstructing factor to the high record, and transferring parts from one ship to another, or plain "scrounging", played an important part.
Dive bombing missions in the Cabuyo,
