28 January 1919: Colonel Francis Stanley (“Gabby”) Gabreski, United States Air Force, was born at Oil City, Pennsylvania. He was the second child of Stanislaw Gabryszewski, a railroad car repairer, and Jozefa Kapica Gabryszewsky, both immigrants from Poland. He attended Oil City High School, graduating in 1938.
After two years of study at the University of Notre Dame, on 28 Francis S. Gabreski enlisted as a Flying Cadet, Air Corps, United States Army, at Pittsburgh, Pennsylvania. He was 5 feet, 8 inches (172.7 centimeters) tall and weighed 146 pounds (66.2 kilograms). After completing flight training, on 14 March 1941, Gabreski was commissioned as a second lieutenant, Air Reserve.
Lieutenant Gabreski was assigned as a fighter pilot with the 45th Pursuit Squadron, 15th Pursuit Group, at Wheeler Army Airfield, Territory of Hawaii. He flew Curtiss P-36 Hawks and P-40 Warhawks. While at Wheeler, Gabreski met his future wife, Miss Catherine Mary Cochran. They planned to marry, but this was delayed when the Imperial Japanese Navy attacked Hawaii on 7 December 1941.
On 1 March 1942, Gabreski was promoted to first lieutenant, Air Corps, Army of the United States (A.U.S.), and then to captain, 16 October 1942. Captain Gabreski was sent to Britain with the 56th Fighter Group.
Because of his Polish lineage and his fluency in the language, Gabreski requested assignment to a Polish fighter squadron fighting with the Royal Air Force. His request was approved and he was assigned to No. 315 Squadron, based at RAF Northolt, London, England, where he flew the Supermarine Spitfire Mk.IX. (One of those Spitfires, Spitfire Mk.IXc BS410, is currently under restoration at the Biggin Hill Heritage Hangar.)
As American involvement in the European Theater increased, “Gabby” returned to the 61st Fighter Squadron, 56th Fighter Group, and flew the Republic P-47C Thunderbolt. He was promoted to the rank of Major, 19 July 1943.
Major Gabreski was promoted to the rank of lieutenant colonel, 23 January 1944. He took command of the 61st Fighter Squadron on 13 April 1944.
By July 1944, he had shot down 28 enemy fighters in aerial combat and destroyed another three on the ground, making him the leading American fighter ace up to that time.
Having flown 193 combat missions and awaiting transport to the United States, on 20 July 1944 Gabreski decided to take “just one more.” As he made a low strafing run across an enemy airfield near Bassenheim, Germany, the tips of his propeller blades hit the ground, causing a severe vibration. He put his Thunderbolt down on its belly, climbed out and ran to avoid being captured. He evaded the enemy for five days before he was caught. Gabreski was held as a Prisoner of War at Stalag Luft I until April 1945.
Gabreski was promoted to the rank of Colonel, Army of the United States, 24 October 1945. He was released from active duty in September 1946. He then joined the Air National Guard with the rank of Lieutenant Colonel, 6 December 1946.
Gabreski resumed his college education, enrolling as one of the first students at the School of General Studies of Columbia University in 1947. He graduated with a bachelor of arts degree (B.A.) in political science, in 1949.
During the the Korean War, Lieutenant Colonel Gabreski served with the 4th Fighter Interceptor Wing and commanded the 51st Fighter Interceptor Wing. He is credited with shooting down 6.5 Mikoyan-Gurevich MiG 15 fighters netween 8 July 1951 and 13 April 1952, while flying North American Aviation F-86A and F-86E Sabres. (The “.5” represents credit shared with another pilot for one enemy airplane destroyed, 20 February 1952.) Gabreski flew 100 combat missions over Korea.
After an assignment as Chief of Combat Operations, Office of the Deputy Inspector General, at Norton Air Force Base in southern California, Colonel Gabreski attended the Air War College at Maxwell Air Force Base, Montgomery, Alabama. He was then assigned as Deputy Chief of Staff, Ninth Air Force.
He went on to command two tactical fighter wings, the 354th and the 18th, flying North American Aviation F-100 Super Sabres.
Colonel Gabreski’s final fighter command was the 52nd Fighter Wing (Air Defense) based at Suffolk County Airport, New York, which was equipped with the McDonnell F-101 Voodoo interceptor.
Colonel Gabreski retired from the Air Force 1 November 1967 after 27 years of service and 37.5 enemy aircraft destroyed. At the time of his retirement, he had flown more combat missions than any other U.S. Air Force fighter pilot.
Gabby Gabreski married Miss Catherine Mary (“Kay”) Cochran, 11 June 1945, at Our Lady of the Angels Chapel, Campion College, Prairie du Chien, Wisconsin. They would have nine children. Mrs Gabreski died in a car accident in 1993.
Two of their sons graduated from the United States Air Force Academy at Colorado Springs, Colorado, and became U.S. Air Force pilots. His daughter-in-law, Lieutenant General Terry L. Gabreski, USAF, was the highest-ranking woman in the United States Air Force at the time of her retirement.
Colonel Gabreski was awarded the Distinguished Service Cross for his actions in combat on 26 November 1943, when he shot down two enemy Messerschmitt Bf 110 fighters. His other decorations include the Distinguished Service Medal, Silver Star with oak leaf cluster (two awards), Legion of Merit, Distinguished Flying Cross with two silver and bronze oak leaf clusters (thirteen awards), Bronze Star, Air Medal with one silver and one bronze oak leaf cluster (seven awards), and Prisoner of War Medal. He was awarded the Royal Air Force Distinguished Flying Cross, France’s Légion d’honneur and Croix de Guerre with Palm, Poland’s Krzyż Walecznych and the Belgian Croix de Guerre with Palm.
In 1991, Suffolk County Airport, New York, was renamed Francis S. Gabreski Airport in his honor.
Colonel Gabreski died 31 January 2002 at the age of 83 years. He is buried at Calverton National Cemetery, Long Island, New York.
13 October 1942–15 January 1943: During a 95-day period in the early days of World War II, Captain Joe Foss, United States Marine Corps, shot down 26 enemy aircraft. He was the first American ace of World War II to match the World War I record of Captain Edward V. Rickenbacker.
Admiral William F. Halsey, U.S. Navy, awarded the Distinguished Flying Cross to Captain Foss for heroism and extraordinary achievement for having shot down seven enemy airplanes (six fighters and a bomber) from 13 October to 30 October 1942.
Joseph Jacob Foss was born near Sioux Falls, South Dakota, 17 April 1915. He was the oldest son of Frank Ole Foss, a farmer, and Mary Esther Lacey Foss. He was educated at Washington High School, Augustan College, Sioux Falls College and the University of South Dakota, graduating in 1940, having majored in Business Administration.
Beginning in 1938, Joe Foss began taking flight lessons. Through a Civil Aeronautics Administration course at the university, he gained additional flight experience, and received a private pilot certificate from the C.A.A.
Foss had enlisted in the South Dakota National Guard in 1937, serving as a private assigned to the 147th Field Artillery Battalion until he joined the U.S. Marine Corps Reserve, 14 June 1940. Because of his prior service, the following day, Private Foss was promoted to private first class, and assigned to active duty as a aviation flight student. He successfully completed elimination flight training and qualified as an aviation cadet.
On 8 August 1940, Aviation Cadet Foss was sent to the Naval Air Station Pensacola, Florida, for pilot training. After graduating, 31 March 1941, Joseph Jacob Foss was commissioned a 2nd Lieutenant in the United States Marine Corps Reserve, and received the gold wings of a Naval Aviator.
Lieutenant Foss remained at Pensacola, assigned as a flight instructor. He was promoted to 1st lieutenant, 10 April 1942, with date of rank retroactive to 31 March 1942. His next assignment was to the Naval School of Photography, also located at Pensacola, and then to Marine Photographic Squadron 1 (VMD-1) at NAS North Island, San Diego, California, July 1942.
Lieutenant Foss requested training as a fighter pilot but he was considered to be too old. (He was 26.) While at San Diego, though, Foss was able to transition to the Grumman F4F Wildcat. He was promoted to the rank of captain, 11 August 1942. He was assigned to Marine Fighter Squadron 121 (VMF-121) as the unit’s executive officer.
VMF-121 was sent to Guadalcanal in the Solomon Islands aboard USS Copahee (ACV-12), a Bogue-class escort carrier. While still about 350 miles away from the island, the squadron was launched for Henderson Field, 9 October 1942. Joe Foss flew his first combat mission 13 October during which he shot down a Mitsubishi A6M Zero fighter (Allied reporting name, “Zeke”). His F4F Wildcat was badly damaged by enemy fighters.
Captain Foss had extraordinary gunnery skills and frequently shot down more than one enemy aircraft per mission. His combat victories included nineteen Mitsubishi A6M Zero fighters, a Nakajima A6M2-N “Rufe” (a float plane variant of the Zero), three Mitsubishi G4M “Betty” medium bombers, two Mitsubishi F1M2 “Pete” reconnaissance float planes and an Aichi E13A “Jake” reconnaissance float plane.
During the his three month period, Captain Foss had to make three engine out landings as a result of damage sustained by his Wildcat from enemy aircraft, and was himself shot down near the island of Malaita. He was rescued by local fishermen.
Joe Foss was stricken by malaria and was sent to Australia for treatment. In April 1943 he was returned to the United States and assigned to Headquarters Marine Corps at Washington, D.C.
In a ceremony at the White House, 18 May 1943, President Franklin D. Roosevelt presented Captain Foss the Medal of Honor.
Joe Foss was promoted to the rank of major, 1 June 1943. On 17 July took command of Marine Fighter Squadron 115 (VMF-115), then training at Marine Corps Air Station Santa Barbara, Goleta, California. The new fighter squadron was equipped with Chance Vought F4U-1 and Goodyear FG-1 Corsairs. The squadron departed San Diego, California, 13 February 1944 aboard USS Pocomoke (AV-9), a seaplane tender, and arrived at Espiritu Santo in the New Hebrides on 4 March. The fighters flew to a new base at Emirau in the Bismarck archipelago on 2 May and VMF-115 was assigned to Marine Air Group 12. The unit was in combat the following day. In the last half of the month, the squadron was visited by Col. Charles A Lindbergh. He flew four combat missions with VMF-115, 26–30 May.
Major Foss had a recurrence of malaria. On 21 September 1944, he was relieved of command of VMF-115 and returned to the United States for medical treatment, assigned to NAS Klamath Falls. In February 1945, he was back at MCAS Santa Barbara as an operations and training officer.
Major Joe Foss was released from active duty on 8 December 1945. On 20 September 1946 Foss was appointed a lieutenant colonel in the South Dakota Air National Guard. His resignation from the Marine Corps, dated 29 January 1947, was accepted as effective 19 September 1946. He commanded the 175th Fighter Squadron, which was equipped with the North American P-51D Mustang.
The 175th was redesignated as a Fighter Interceptor Squadron in 1951. Colonel Foss was recalled to active duty in the Air Force during the Korean War. He served as Director of Operations and Training, Air Defense Command, and was promoted to brigadier general, 20 September 1953. The 175th FIS began re-equipping with the Lockheed F-94A Starfire in 1 November 1954. In 1958, the squadron shifted to the Northrop F-89 Scorpion, and then the Convair F-102A Delta Dagger in 1960. Ten years later, North American Aviation F-100D Super Sabres came to the 175th.
While all this was happening, Joe Foss was involved in a political career. After serving two terms in the state legislature, Joseph J. Foss was elected Governor of the State of South Dakota in November 1954. The state’s 20th governor, he was the youngest to hold that office. He was elected a second time and served until 1959. He also served as a commissioner of the American Battle Monuments Commission.
Joe Foss was Commissioner of the American Football League and President of the National Rifle Association.
Brigadier General Joseph J. Foss, U.S. Air Force, Air Chief of Staff, South Dakota Air National Guard, retired from military service, 15 April 1975. He had been awarded the Medal of Honor, Distinguished Flying Cross, Air Medal with two 5⁄16-inch gold stars (three awards), Presidential Unit Citation (Air Force) with oak leaf cluster (second award), Presidential Unit Citation (Navy and Marine Corps) with bronze star (second award), American Defense Service Medal, American Campaign Medal, Asiatic-Pacific Campaign Medal with two bronze stars (three campaigns), the World War II Victory Medal and the National Defense Service Medal with bronze star (second award), Air Force Longevity Service Ribbon with oak leaf cluster, Armed Forces Reserve Medal with silver hourglass device (20 years service), and the Air Force Small Arms Expert Marksman Ribbon.
Joseph Jacob Foss died at Scottsdale, Arizona, 1 January 2003. He was 87 years old. General Foss is buried at Arlington National Cemetery.
11 January 1944: Major James Howell Howard, Air Corps, United States Army, commander of the 356th Fighter Squadron, 354th Fighter Group, Ninth Air Force, led fifty P-51 Mustangs escorting three divisions of B-17 Flying Fortresses on a raid against Oschersleben, near Berlin, Germany.
As defending Luftwaffe fighters attacked the bomber formation, Major Howard immediately went on the offensive and shot down a twin engine Messerschmitt Bf 110 Zerstörer long range fighter. During this engagement, Howard became separated from his group, but climbed back to rejoin the bombers.
More than thirty German fighters were attacking the bomber formation and Major Howard single-handedly went after them. He shot down two, probably shot down two more and damaged at least another two. He continued to attack even after he had run out of ammunition and was low on fuel. When he returned to his base at RAF Boxted, his Mustang had just a single bullet hole.
For this action, James H. Howard was awarded the Medal of Honor, presented by Lieutenant General Carl Spaatz 11 January 1945. He is the only fighter pilot in the European Theater to have received this Medal. Howard was promoted to the rank of colonel.
The President of the United States in the name of The Congress takes pleasure in presenting the Medal of Honor to
HOWARD, JAMES H. (Air Mission)
Rank and organization: Lieutenant Colonel, U.S. Army Air Corps. Place and date: Over Oschersleben, Germany, 11 January 1944. Entered service at: St. Louis, Missouri. Birth: Canton, China. G.O. No.: 45, 5 June 1944.
Citation: For conspicuous gallantry and intrepidity above and beyond the call of duty in action with the enemy near Oschersleben, Germany, on 11 January 1944. On that day Col. Howard was the leader of a group of P-51 aircraft providing support for a heavy bomber formation on a long-range mission deep in enemy territory. As Col. Howard’s group met the bombers in the target area the bomber force was attacked by numerous enemy fighters. Col. Howard, with his group, and at once engaged the enemy and himself destroyed a German ME. 110. As a result of this attack Col. Howard lost contact with his group, and at once returned to the level of the bomber formation. He then saw that the bombers were being heavily attacked by enemy planes and that no other friendly fighters were at hand. While Col. Howard could have waited to attempt to assemble his group before engaging the enemy, he chose instead to attack singlehanded a formation of more than 30 German airplanes. With utter disregard for his own safety he immediately pressed home determined attacks for some thirty minutes, during which time he destroyed 3 enemy airplanes and probably destroyed and damaged others. Toward the end of this engagement 3 of his guns went out of action and his fuel supply was becoming dangerously low. Despite these handicaps and the almost insuperable odds against him, Col. Howard continued his aggressive action in an attempt to protect the bombers from the numerous fighters. His skill, courage, and intrepidity on this occasion set an example of heroism which will be an inspiration to the U.S. Armed Forces.
James Howell Howard was born 8 April 1913 at Canton (Guangzhou), China. He was the second of three children of Dr. Harvey James Howard, an ophthalmologist at the University Medical School in Canton China (formerly, the Canton Christian College), and later, chief of the Department of Ophthalmology at the Peking Union Medical College Hospital in Beijing. His mother was the former Maude Irene Strobel.
When James was 11 years old, he and his father were kidnapped by Manchurian bandits and held for ten weeks before they were able to escape. The family left Shaghai aboard the 535-foot Pacific Mail cargo liner S.S. President Lincoln on 21 July 1923 and sailed for San Francisco, California, arriving there on 8 August 1923.
Howard attended The Haverford School, Montgomery, Pennsylvania, and later, John Burroughs School, St. Louis, Missouri. He graduated from Pomona College in southern California in 1937 with a Bachelor of Arts degree.
He had blond hair and blue eyes, was 6 feet, 2 inches (1.88 meters) tall and weighed 160 pounds (72.6 kilograms). He enlisted as an aviation cadet in the United States Naval Reserve, and began flight training at NAS Pensacola, Florida, 29 December 1937. He graduated as a Naval Aviator, 1 February 1939, and was commissioned an ensign, USNR.
In 1939, Ensign Howard served with Fighting Squadron SIX (VF-6) aboard USS Enterprise (CV-6) In 1940, he was assigned to the Naval Air Station San Diego San Diego on the southern coast of California.
On 21 June 1941, Ensign Howard resigned from the Navy and went to Burma as an employee of the Central Aircraft Manufacturing Company, which was a cover operation for the 1st American Volunteer Group, better known as the “Flying Tigers.” He commanded the AVG 2nd Pursuit Squadron. Flying the Curtiss-Wright Hawk 81-A3, Howard was credited with six Imperial Japanese Army Nakajima Ki-27 Army Type 97 fighters destroyed.
Howard was commissioned as a captain, United States Army Air Corps, 31 January 1943, and assigned to the 354th Fighter Group. The group deployed overseas. Then Major Howard commanded the 356th Fighter Squadron at RAF Boxted. Major Howard was promoted to lieutenant colonel, February 1944, and to Colonel, 25 November 1945. As World War II came to an end, he was released from active duty, 30 November 1945.
Following the war, Colonel Howard remained active in the Army Air Forces reserve. In 1947, he was transferred to the newly established United States Air Force Reserve. He was promoted to the rank of brigadier general, 22 March 1948. He commanded thhe 96th Bomb Wing.
On 18 July 1948, General Howard married Lieutenant Mary G. Balles, Women’s Army Corps, at Smoky Hill Air Force Base, Salina, Kansas. Lieutenant Balles was a personnel officer with the 52nd Fighter Wing at Mitchel Field, New York. They divorced six months later.
Howard later married the former Mrs. Florence Ochs Buteau, 31 December 1953 at Brooksville, Maryland..
In addition to the medal of Honor, General Howard was also awarded the Distinguished Flying Cross, the Bronze Star Medal with oak leaf cluster (two awards), and ten Air Medals.
Brigadier General Howard retired from the U.S. Air Force 1 June 1965.
He was the author of Roar of the Tiger (Orion Books, New York, 1991).
Brigadier General James Howell Howard, United States Air Force (Retired), died at the Veterans Affairs Medical Center, Bay Pines, Florida, 18 March 1995. He was buried at the Arlington National Cemetery, Arlington, Virginia.
James Howard’s P-51 Mustang was named DING HAO! and carried the victory marks from his AVG combat missions.¹ [“Ding Hao” was an American World War II slang term based on the Chinese phrase, 挺好的 (“ting hao de“) meaning “very good” or “number one”.]
The North American Aviation P-51 Mustang is a single-place, single-engine long range fighter. It is a low-wing monoplane with retractable landing gear and is of all-metal construction. The fighter is powered by a liquid-cooled V-12 engine. It was originally produced for the United Kingdom’s Royal Air Force as the Mustang Mk.I. Two examples were provided to the U.S. Army Air Corps, designated XP-51. This resulted in orders for the P-51A and A-36 Apache dive bomber variant. These early Mustangs were powered by the Allison V-1750 engine driving a three-bladed propeller, which also powered the Lockheed P-38 Lightning and Curtiss P-40 Warhawk.
In 1942, soon after the first production Mustang Mk.I arrived in England, Rolls-Royce began experimenting with a borrowed airplane, AM121, in which they installed the Supermarine Spitfire’s Merlin 61 engine. This resulted in an airplane of superior performance.
In the United States, the Packard Motor Car Company of Detroit, Michigan, had begun building Merlin engines under license from Rolls-Royce. These American engines were designated V-1650. North American modified two P-51s from the production line to install the Packard V-1650-3. These were designated XP-51B. Testing revealed that the new variant was so good that the Army Air Corps limited its order for P-51As to 310 airplanes and production was changed to the P-51B.
The P-51B and P-51C are virtually Identical. The P-51Bs were built by North American Aviation, Inc., at Inglewood, California. P-51Cs were built at North American’s Dallas, Texas. plant. They were 32 feet, 2.97 inches (9.829 meters) long, with a wingspan of 37 feet, 0.31-inch (11.282 meters) and overall height of 13 feet, 8 inches (4.167 meters) high. The fighter had an empty weight of 6,985 pounds (3,168 kilograms) and a maximum gross weight of 11,800 pounds (5,352 kilograms).
P-51Bs and Cs were powered by a right-hand tractor, liquid-cooled, supercharged, 1,649-cubic-inch-displacement (27.04-liter) Packard V-1650-3 or -7 Merlin single overhead cam (SOHC) 60° V-12 engine which produced 1,380 horsepower at Sea Level, turning 3,000 r.p.m at 60 inches of manifold pressure (V-1650-3) or 1,490 horsepower at Sea Level, turning 3,000 r.p.m. at 61 inches of manifold pressure (V-1650-7). (Military Power rating, 15 minute limit.) These were license-built versions of the Rolls-Royce Merlin 63 and 66. The engine drove a four-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 11 feet, 2 inches (3.404 meters) through a 0.479:1 gear reduction.
The P-51B/C had a cruise speed of 362 miles per hour (583 kilometers per hour) and the maximum speed was 439 miles per hour (707 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel, the combat range was 755 miles (1,215 kilometers).
In military service, armament consisted of four air-cooled Browning AN-M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard.
1,988 P-51B Mustangs were built at North American’s Inglewood, California plant and another 1,750 P-51Cs were produced at Dallas, Texas. This was nearly 23% of the total P-51 production.
DING HAO!, James H. Howard’s P-51B Mustang, was lost in combat 23 July 1944.
¹ Major Howard may have flown a different airplane on 11 January 1944. A handwritten caption of the reverse of the top photograph reads, “Howard in own P-51B at Boxted, 25/4/44 not AC in which he won MOH, lt Col James Howard was awarded only Medal of Honour (highest US Award) to go to a fighter pilot flying in the ETO. Action on 11/1/44.“
3 January 1944: Major Gregory Boyington, United States Marine Corps Reserve, commanding VMF-214 at Bouganville, Solomon Islands, led 48 fighters in an attack against the Japanese naval base at Rabaul on the island of New Britain in the Bismarck Archipelago.
Flying a Vought-Sikorsky F4U-1 ¹ Corsair, Bu. No. 17915, Boyington shot down four enemy airplanes, bringing his total score to 28.² He was then himself shot down.
Wounded by bullets and shrapnel and with his Corsair on fire, Boyington parachuted to the ocean only 100 feet (30 meters) below. He was rescued by the Imperial Japanese Navy submarine I-181 a few hours later, and was eventually taken to Japan and imprisoned for the next 20 months under the harshest conditions.
Believed to have been killed, Major Boyington was “posthumously” awarded the Medal of Honor by President Franklin D. Roosevelt.
Gregory Boyington was born 4 December 1912 at Coeur d’Alene, Idaho. He was the son of Charles Barker Boyington, a dentist, and Grace Barnhardt Gregory Boyington.
Boyington studied aeronautical engineering at the University of Washington in Seattle. He was a member of the school’s boxing team. He graduated in 1934 and then went to work at Boeing Aircraft Company.
Gregory Boyington (then known as Gregory Hallenbeck, after his stepfather) married Miss Helene Marie Wickstrom at the Plymouth Congregational Church, Seattle, Washington, 29 July 1934. They would have three children, Janet, Gregory and Gloria, but divorced in 1941. (Boyington was awarded custody of their children by a court in 1942. While Boyington was overseas, the children lived with his parents.)
Greg Boyington had been in the Reserve Officers Training Corps during college, and had served as an officer in both the Coastal Artillery Corps, United States Army, and the U.S. Marine Corps Reserve.
On 13 June 1935, Boyington enlisted as a private in the U.S. Marine Corps. He was accepted as an aviation cadet 11 February 1936, and trained as a Naval Aviator at NAS Pensacola, Florida. He graduated and was commissioned as a second lieutenant, United States Marine Corps Reserve, 2 July 1937. Boyington was promoted to first lieutenant, 1 July 1940. He served with the fleet until 1941.
Lieutenant Boyington resigned from the Marine Corps 27 August 1941, when he joined the 1st American Volunteer Group in Burma, better known as the “Flying Tigers.” The AVG was fighting in defense of China in the Second Sino-Japanese War. Flying the Curtiss-Wright Hawk 81-A3, Boyington claimed six enemy aircraft destroyed (though he is officially credited with 3.5) in combat.
In 1942, Greg Boyington returned to the United States and was reinstated in the Marine Corps with the rank of major. After serving with several squadrons in administrative positions, he was placed in command of Marine Fighter Squadron Two Hundred Fourteen (VMF-214, “Black Sheep”), a squadron based in the Solomon Islands. Older than most of the pilots in his squadron, he was given the nickname, “Pappy.”
During an 84-day period, VMF-214 pilots destroyed or damaged 203 enemy airplanes. Eight of these pilots became aces, with a total of 97 confirmed air-to-air kills.
Following his repatriation to the United States, Major Boyington was presented with the Navy Cross by General Alexander Archer Vandergrift, Commandant of the Marine Corps, 4 October 1945. The following day he was presented the Medal of Honor by President Harry S. Truman in a ceremony at the White House.
Lieutenant Colonel Boyington married Mrs. Frances Baker (née Frances Reiman) at Las Vegas, Nevada, 8 January 1946. They divorced 13 October 1959.
Gregory Boyington retired from the United States Marine Corps on 1 August 1947 with the rank of Colonel. For the rest of his life, he would struggle with depression and alcoholism.
Boyinton’s autobiography, Baa, Baa, Black Sheep, was published by G.P. Putnam, New York, in 1958. He also wrote a novel, Tonya, which was published by Bobbs-Merrill Co., Indianapolis, Indiana, in 1960.
Boyington married his third wife, Mrs. Dolores Tees Shade (also known by her stage name, Dee Tatum), at Denver, Colorado, 27 October 1959; Las Vegas, Nevada, 16 February 1960; and Los Angeles, California, 22 December 1960. (There had been concern over the legality of the first two marriages due to the status of the couple’s divorces.) This marriage also ended in divorce, in 1972.
On 4 August 1975, Pappy Boyington married his fourth wife, Mrs. Josephine Wilson Moseman.
For his service during World War II, Colonel Gregory Boyington, United States Marine Corps, was awarded the Medal of Honor, the Navy Cross, Purple Heart Medal, Presidential Unit Citation with bronze star (two awards), Prisoner of War Medal, American Defense Service Medal with bronze star, American Campaign Medal, Asiatic-Pacific Campaign Medal with silver star, and the World War II Victory Medal.
Colonel Gregory Boyington, United States Marine Corps (Retired), died at Fresno, California, 11 January 1988, at the age of 75 years. He is buried at the Arlington National Cemetery.
VMF-214 flew the Vought-Sikorsky Aircraft Division F4U-1 Corsair. The Corsair was designed by Rex Buren Beisel, and is best known for its distinctive inverted “gull wing,” which allowed sufficient ground clearance for its 13 foot, 4 inch (4.064 meter) diameter propeller, without using excessively long landing gear struts. The prototype XF4U-1, Bu. No. 1443, had first flown 29 May 1940, with test pilot Lyman A. Bullard in the cockpit.
The F4U-1 was 33 feet, 4.125 inches (10.163 meters) long with a wingspan of 40 feet, 11.726 inches (12.490 meters) and overall height (to top of propeller arc) of 15 feet, 0.21 inches (4.577 meters). The wings’ angle of incidence was 2°. The outer wing had 8.5° dihedral and the leading edges were swept back 4°10′. With its wings folded, the width of the F4U-1 was reduced to 17 feet, 0.61 inches (5.197 meters), and increased the overall height to 16 feet, 2.3 inches (4.935 meters). When parked, the Corsair’s 13 foot, 4 inch (4.064 meter) propeller had 2 feet, 1.93 inches (65.862 centimeters) ground clearance, but with the fighter’s thrust line level, this decreased to just 9.1 inches (23.1 centimeters). The F4U-1 had an empty weight of 8,982 pounds (4,074.2 kilograms) and gross weight of 12,162 pounds (5,516.6 kilograms).
The F4U-1 variant of the Corsair was powered by an air-cooled, supercharged, 2,804.4-cubic-inch-displacement (45.956 liter) Pratt & Whitney Double Wasp SSB2-G (R-2800-8) two-row, 18-cylinder radial engine, with a compression ratio of 6.65:1. The R-2800-8 had a normal power rating of 1,675 horsepower at 2,550 r.p.m. and 44.0 inches of manifold pressure (1.490 bar) at 5,500 feet (1,676 meters); 1,550 horsepower at 21,500 feet (6,553 meters); and 2,000 horsepower at 2,700 r.p.m. with 54.0 inches of manifold pressure (1.829 bar) for takeoff. The engine turned a three-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 13 feet, 4 inches (4.064 meters) through a 2:1 gear reduction. The R-2800-8 was 7 feet, 4.47 inches (2.247 meters) long, 4 feet, 4.50 inches (1.334 meters) in diameter and weighed 2,480 pounds (1,125 kilograms).
The F4U-1 had a cruise speed of 186 miles per hour (299 kilometers per hour) at Sea Level. Its maximum speed at Sea Level was 365 miles per hour (587 kilometers per hour). During flight testing, an F4U-1 reached 431 miles per hour (694 kilometers per hour) at 20,300 feet (6,187 meters) with War Emergency Power. The service ceiling was 38,200 feet (11,643 meters) and its maximum range was 1,510 miles (2,430 kilometers) with full main and outer wing tanks.
The Corsair was armed with six air-cooled Browning AN-M2 .50-caliber machine guns, three in each wing, with 400 rounds of ammunition per gun.
A total of 12,571 Corsairs were manufactured by the Vought-Sikorsky Aircraft Division (F4U-1), Goodyear Aircraft Corporation (FG-1D) and Brewster Aeronautical Corporation (F3A-1). The Corsair served the U.S. Navy and Marine Corps in World War II and the Korean War. Corsairs also served in other countries’ armed forces. Its last known use in combat was in Central America in 1969.
¹ Boyington’s Corsair is usually identified as a “F4U-1A.” F4U-1A is not an official U.S. Navy designation, but is commonly used to distinguish late production F4U-1 Corsairs with their blown plexiglas canopies and other improvements from the earlier “bird cage” Corsairs.
² The United States Marine Corps History Division biography of Colonel Boyington states that he was “credited with the destruction of 28 Japanese aircraft. . . .”
2 January 1967: This painting, MiG Sweep, by aviation artist Keith Ferris, depicts “Olds 01” during OPERATION BOLO. The twin-engine all-weather jet fighter, a McDonnell F-4C -21-MC Phantom II, serial number 63-7680, was flown by Colonel Robin Olds, USAF, with First Lieutenant Charles C. Clifton, USAF, as the Weapons System Operator.
The Phantom is shown inverted as Colonel Olds maneuvers to fire an AIM-9B Sidewinder heat-seeking missile at a North Vietnamese Mikoyan-Gurevich MiG-21 over Hanoi. Robin Olds was the only U.S. Air Force ace with victories in both World War II and Vietnam.
The area around Hanoi, North Vietnam, was the most heavily defended target area ever encountered by the United States Air Force. A combination of radar-directed anti-aircraft artillery, surface-to-air guided missiles, and fighter interceptors made every mission very dangerous. Republic F-105 Thunderchief fighter bombers were taking heavy losses to the Soviet-built Mikoyan-Gurevich MiG-21PFL fighters. When escorting F-4C Phantoms would try to engage the MiGs, they would return to their bases which were safe from attack under the American rules of engagement.
OPERATION BOLO was a complex plan to lure the ground-controlled MiG 21s into an air battle by having the Phantoms simulate a Thunderchief attack. Colonel Olds led 48 McDonnell F-4Cs of the 8th and 366th Tactical Fighter Wings on the same type of attack that would have been used by the Thunderchiefs, but rather than carrying a full load of bombs, the F-4s were armed with AIM-7E Sparrow radar-guided missiles and AIM-9B Sidewinder heat-seeking missiles. (The F-4C was not armed with a gun.)
As the Mach 2+ MiG 21s started coming up through the clouds, their pilots quickly realized that instead of the vulnerable targets of F-105s on a bomb run, they were faced with air superiority fighters.
In the official after action report, Colonel Olds said,
#000000; font-family: courier new, courier;">At the onset of this battle, the MiGs popped up out of the clouds. Unfortunately, the first one to pop through came up at my 6 o’clock position. I think this was more by chance than by design. As it turned out, within the next few moments, many others popped out of the clouds in varying positions around the clock.
#000000; font-family: courier new, courier;">This one was just lucky. He was called out by the second flight that had entered the area, they were looking down on my flight and saw the MiG-21 appear. I broke left, turning just hard enough to throw off his deflection, waiting for my three and four men to slice in on him. At the same time I saw another MiG pop out of the clouds in a wide turn about my 11 o’clock position, a mile and a half away. I went after him and ignored the one behind me. I fired missiles at him just as he disappeared into the clouds.
#000000; font-family: courier new, courier;">I’d seen another pop out in my 10 o’clock position, going from my right to left; in other words, just about across the circle from me. When the first MiG I fired at disappeared, I slammed full afterburner and pulled in hard to gain position on this second MiG. I pulled the nose up high about 45 degrees, inside his circle. Mind you, he was turning around to the left so I pulled the nose up high and rolled to the right. This is known as a vector roll. I got on top of him and half upside down, hung there, and waited for him to complete more of his turn and I timed it so that as I continued to roll down behind him, I’d be about 20 degrees angle off and about 4,500 to 5,000 feet behind him. That’s exactly what happened. Frankly, I’m not sure he ever saw me. When I got down low and behind, and he was outlined by the sun against a brilliant blue sky, I let him have two Sidewinders, one of which hit and blew his right wing off.
—Aces and Aerial Victories: The United States Air Force in Southeast Asia 1965–1973, by R. Frank Futrell, William H. Greenhalgh, Carl Grubb, Gerard E. Hasselwander, Robert F. Jakob and Charles A. Ravenstein, Office of Air Force History, Headquarters USAF, 1976, Chapter II at Page 39.
The F-4Cs succeeded in shooting down seven MiG 21s, with another two probably destroyed. This accounted for about half of the VPAF’s MiG 21 complement.
With another flight crew, the Phantom flown by Robin Olds on 2 January 1967, McDonnell F-4C-21-MC 63-7680, shot down a MiG 17 on 13 May 1967. It was itself shot down by antiaircraft fire while attacking a SAM site, 20 November 1967. The Weapons System Officer, 1st Lieutenant James L. Badley, bailed out and was rescued, but the pilot, Captain John M. Martin, was not seen to leave the aircraft and is listed as Missing in Action.