Page Four

As an aside, everything written so far took place within the 18 months after I was drafted. During that time I had never been home and had relocated to 9 different cities. The final graduation program was held in the gym. Anyone that had washed out as a result of his final grade was not asked to show up. So the question was appointment or commission. Anyway, I ended up with a commission which, based on the wording on the certificate, made me officially an officer and a gentleman. It would be very difficult to really describe the emotion involved when it was your turn to walk up and get presented with the certificate, gold bars and. most important, the silver wings.  

Some graduates had family members and/or friends present, however, the rest knew that for various reasons, an attendance was not possible, nor was it expected. There was a tradition that the first person to salute you would be given a dollar. As I exited the gym, an airman started to salute, but realized my bars were not on. A woman, who I believe was a nurse, stepped up and asked if I would like for her to pin on my bars and wings. 1 said I would be happy to accept her offer. I later realized I didn't even know, or ask, her name.

Combat Crew

Now the time had arrived to become a member of a combat crew. A delay in route on the way to Lincoln, Nebraska allowed me to spend a few days at home. (Amazing how much young people had changed over the previous eighteen months!) Anyway, the only purpose for being in Lincoln was to form a ten-maB24n team for training as a bomber crew. As it turned out, our bomber was the B24, not the expected B17. (Hollywood bomber). The B24 was called many things, the crate a B17, was shipped in. a flying coffin with a bad record of blowing up on takeoff, and other degrading titles. 

As a crew, we moved on to Mountain Home, Idaho for about three months of transition training. It was good to learn that the takeoff problem had been somewhat solved by cracking the Bombay doors open a little for the takeoff, to pull out the accumulated fuel fumes. In fact, it was soon realized that the B24 was a very good aircraft regardless of its ugly looks and somewhat, whether true or false, bad history. After all, we were not in the business of fighting a publicity dual with the B17.

The months at Mountain Home were devoted to many hours of intense ground and flight training. At the risk of appearing rather melodramatic, let it be known that the closeness of ten men, who accept the fact that the next flight could end it all in flames, cannot adequately be explained. (A historical note:  The meeting in Colorado Springs in 1995 that was mentioned at the beginning of this story, with seven of the ten crewman, 50 years after the war ended and the crew was disbanded, confirmed that closeness.) 

Thankfully, no crews were lost during the transition training. The only memorable thing that happened to our crew was making an unwise decision of trying to go over, rather than around, a thunderhead. After considerable bouncing around, we came out at nearly the same side we entered. Another crew had a situation where they had a pilot who was noted for tapping the bottle a little too much and they were considering asking for a new pilot. However, before they formally made the request, an event happened that changed their minds. On their next flight, an engine cut out on takeoff and there appeared to be a fire. The pilot made a 180º into the dead engine, landed downwind with a full fuel load and stopped prior to running out of runway. Needless to say, there was no more talk of a new pilot.

Pacific or Europe

The next move was to Topeka, Kansas, where it would be determined if we would go to the Pacific or Europe. We were issued equipment for both areas and then told we could go home provided we were back two days after Christmas. Upon return, we learned that our next destination would be in England as a member of the 8th Air Force. As will be seen later, this would again be a somewhat lucky break.

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