THE 1956 SKYBLAZERS

by Warren Efting

 

So tell me. How does a second balloon get selected for one of the premier Air Force pilot slots in Europe? I only know the Final chapter of the process. The events that led to my selection died with our leader, Captain Jim Reynolds. He never told me. I don't know if he ever told any other team members how they were selected. They never said a word either.
It started when I was due for my 1955 proficiency check. I dreaded the thought of having to prove my flying abilities to someone I didn't know that well. The 48th Fighter Bomber Wing at Chaumont, France was pretty much a closed corporation. We knew the guys in the other two squadrons, but when we were TDY we became 'one' outfit, defending our lack of streets, ankle deep mud, frequent power and water outages, and the rotten weather.

Actually that last was a relative term. Chaumont was the 'best' reporting station in NATO, being VFR 49% of the time (Pittsburgh, PA, was the 'worst' reporting station in the ConUS with 51% VFR!). The ops clerk collecting 175s at Fursty used to look over the counter and remark - "You must be from Chaumont, I can tell by za mud on your boooots." (We flew in four-buckle overshoes most of the year). We were usually doing the nomal thing - looking for a shower (the water being off at Chaumont for several days, we were getting a bit 'ripe') and a decent hamburger and fries.

One Saturday in May, my phone rang and it was Capt. Reynolds, a member of the Skyblazers team and a member of the Stan/Eval Board, asking me if I was available for my proficiency test. The squadrons always bad a couple of birds tweaked and ready for flight in case of an alert. Jim was the brother of New York Yankees ace pitcher, Allie Reynolds. Although Jim was a pro-football left halfback and the Leader of the Skyblazers, Allie got all the ink. But I never saw Jim flinch when asked about his brother Allie.

I met him at the 493rd, his squadron, we briefed all the normal stuff, grabbed our gear and beaded for the flightline. I just got my wheels in the well when Jim said, "Take it in trail and stay there." Then it got real interesting. We were just through 1,000 feet when he rolled left, then right. Then he leveled off, built up the speed to 350 or so, and pulled up into a loop. I got to see the French countryside through the combining glass - up close and personal. This was before the days of all the restrictions we came to hate.

Then a Cuban Eight and he called me, "Take the right wing. At the top of the roll, go back in trail." Meaning flat on my back, I had to change positions from wing to trail. They didn't teach this stuff in pilot training! This, I learned later, was in preparation for the Echelon Roll, a maneuver the ‘Blazers were famous for all over the Continent. Strictly a ‘pilot pleaser’, I doubt the viewing public knew what they were watching.

After about 30 minutes, I heard this call, "How's he doin' Gil?" And the response was, "He's hanging in there."Just someone else's R/T, I guessed. Far as I knew, we were the only birds airborne. It turned out that ‘Gil’ was Bill Gilmore, one of Jim's &#145Blazer-mates. He'd been shadowing us throughout the flight.

A normal approach and pitchout, and then we were shutting things down. Jim beat me out of the cockpit, came over, and asked if I'd like to join the Skyblazers in the Slot. He said the other positions were filled and that we'd be practicing over the field starting next Monday. I said "Yes!" and the team was formed.

Jim started with Bud Homan, the new #2, practicing the whole show with him until he was satisfied. Then he added Jim Foster, and the three of them practiced the show. Lastly, I came aboard. The show was a ‘scilpted’ thirteen minutes. Doesn't seem like much but at the end of the season, my right forearm was twice the size of the left. It took a lot of pull to hold diamond formation in the 720° turn and stay inside the field perimeter. My flight suit was soaked after every show.

Our first show was in October 1955 at Evreux AB, France, where the resident troop carrier wing was having an Open House. Three fourths of the town showed up to watch. It was the first time I saw the ‘white hankerchief’ salute by the onlookers. Someone had to explain the significance to me. Then the weather turned to low visibilty and ceilings in Central France, and there weren't a lot of opportunities to practice or put on shows.

This was when we practiced the ‘horizontal show’, which could be put on under a 2500 foot ceiling. We eliminayed the vertical stuff and stuck with rolls and low pass turns. At least we didn't disappoint the spectators who often stood in pouring rain to watch. Even their hankies got soaked.

We did practice over Chaumont whenever weather permitted. But what we really needed was a period of concentrated training before starting the '56 season. In March 1956, we flew down to Marseille and practiced for two solid weeks. An RF-80 pilot named Russ Tansy was down there with us and took most of our publicity pictures. When I asked him how he got some of them, especially the shot of us vertical, he said, "I use the second welded seam on the left drop tank." While we were down there, one of the crew chiefs came running up as we approached the planes yelling that the launch would be delayed. During the intake inspection, they found little piles of stones near the engine screens! We were at a civilian airport, and in the mid-1950s, the communists were very active.

We opened the '56 season at Dreux, then ToulouseBlahnac and Bordeaux, where we used smoke for the first time. We saved it for the 'Bomb Burst' and the 'Thread-The Needle' so the crowd could keep track of us throughout the maneuvers. We really hit it that day, and the 'Thread-The-Needle' looked like four aircraft heading for a huge mid-air. Fifty thousand people lined the taxiways to watch. The Bordeaux mayor was so impressed that he gave us a just bottled case of Chateau LaFite-54 as his way of saying thanks from the people. I was a beer drinker then, and gave my share to Jim. I'd kill to have those bottles back today. The wife of the President of the Aeon Club of France presented Jim with a silver cup commemorating the occasion.

Then it was on to Zurich and the International Air Show. It would be our first real test against other aerobatic teams. They were expecting over a million people at Dubendorf Airport on 26/27 May, and we weren't permitted to practice there, so we'd have to use Garcheranorn, an auxilliary field some miles away. We could survey Dubendorf from the observation deck at base cps to get a feel for the layout.

Dubendorf sat down in a bowl, with mountains sloping away from the runway on all sides. It'd be an inretesting challenge. There was a wooden shack between the runway and the taxiway - almost exactly in the middle of the airport. That would be our vertical focal point for the 'Thread-The-Needle'. The viewing stands were already in place on the ops building side of the runway, and the hills across the runway were avadable for additional spectators.

On the 27th, we were next to last on the schedule, just ahead of the Swiss Air Force Vampires. There were the flyovers of big stuff, team demonstrations and single ships. We inched our way to the head of the line and finally we were airborne. We were east of the field when the call finally came to proceed with our show. Normally, we opened from behind the crowd in trail and then pull up into a loop in front of the crowd and switch to diamond where they could all see us. Not having practiced at Dubendorf, Jim wasn't familiar with the terrain contours as we approached. We had to climb (thereby losing valuable airspeed) to clear the small hills as we approached. When Jim called 'Go Diamond!", we all cobbed it to get into position.

As we proceeded into our loop, something strange happened at the top - a feeling of lack of control! I could wipe out the cockpit with the stick and nothing happened. Same for the rudder. Four airplanes all falling in formation, and there wasn't a thing we could do to make corrections. In an effort to keep everyone calm, I keyed the mike and gave the guys the first line of "Cruisin' Down The River on a Sunday afternoon" (it was Sunday afternoon), and by the time I finished, we had control again. But the crowd was coming up at a very rapid rate. The 300 knot loop made our pullout rather low. I wouldn't say it was dangerous, but when I looked out the combining glass, spectators werediving to get out of the way on the far hillside.

The rest of the show was just as spectacular, if the press notices are to be believed. We nailed the "Thread-The-Needle" using the little shack as our focal point. The show coordinator then asked us to hold clear of the field until the Swiss Vampires finished their demonstration.

We landed without incident and the white hankies were fluttering. We felt pretty good about the performance. Then someone keyed the mike to ask, 'Where's the wooden shack?' It seem the Swiss demo was a napalm attack on the little wooden shack and it was still smouldering when we taxied in. What would we have done for a vertical checkpoint if they had preceded us! Chaos! Anyway, it was a great birthday present as the 27th was my 23rd birthday. In September, we did three shows on the 20th at Spaak, Biggin Hill, and Hucknell for Battle of Britain Day. Busy day, but the Brits really appreciated our efforts.

Coming back to the Continent from Norway and Denmark after shows at Oslo, Stavanger, and Copenhagen, we were going to make our night landing at Welsbaden for General Cook's retirement ceremony the next day. Nothing out of the ordinary about this, right? Well, it was moonless and we were all on 'brigh/flash' when we left the high cone. Before we hit the soup, we switched over to 'dim/steady'. All except Jim. I never realized just how bright 'bright/flash' really was.

We were in diamond formation as we started down when Jim's lights went on. Blink! There he was adjust position. Blink! He's gone, hold what you have. Blink! Adjust. Blink! Hold. All the way down to breakout at about 2000 feet. It was a bit of a nail biter. Jim was one of those gifted stick and rudder men who could pull something like this. You always knew where be was or was going to be. He was rock-steady in the cockpit.

When we stopped on the ramp, all three of us stormed over to Jim's bird and started yelling. He just smiled and offered to buy us a beer. All was forgiven! Jim, one quarter Creek Indian, had an impish grin that could disarm anyone with anger. You just couldn't stay mad at him. Of course, it wasn't just Reynolds and I up there. Lt. Bud Homan flew Left Wing, and Lt. Jim Foster was Right Wing. Bud and Jim were always there, ready to fly, whether it was a practice or a show, pumped and primed. I was just the guy in back. Bud really controlled the formation. He had to be very precise in his placements because (especially in the Echelon Roll where you start out in left echelon and end up in right echelon) if Bud moved even a foot or two too far forward, he could throw off the entire formation. Talk about steady. We kept to a five foot wing overlap and I could read the 'mil. spec.' on the wingtip nav light while in the diamond!

Being a "Blazer" meant you had to fill all the same operational squares as the regular squadron jocks. But at 5 o'clock, we got to practice over Chaumont - just in time for Happy Hour at the O-Club when every critic in the wing was watching.

Looking back over the forty four years since we flew together, a lot of things came flooding back. As the junior birdman of the team, I supervised the refueling of our aircraft. We had just landed at Weisbaden for General Cook's retirement ceremony where they employed German transient maintenance people. Jim wanted me to hang around and make sure the tanks got topped off properly. I was up on the wing filling one of the tanks when I noticed a strange looking aircraft with outriggers under each wingtip, being towed out of the hanger.

The ground crew spotted the aircraft pointing west on an east/west runway, giving it only about 1,000 feet of concrete for takeoff. 'Must be a full-power trump check, not a takeoff.' I moved the refueling hose over to the other wing so I could see the aircraft better, and had just started filling the tank when I heard the roar of full power. I looked up and saw the aircraft lurch forward. Rolling about 500 feet, the ourriggers dropped off and it pulled up into a 450 climb and disappeared through a 2500 foot ceiling. Stunned by what I had just witnessed, I shouted, "What the hell was that?" The transient maintenance guy, without even blinking, said "Das ist der new Messerschmidt, ja!" It was a U-2 of course, and the maintenance guy knew he had a sucker on the hook, and reeled me in.

In all, the '56 Skyblazers did twenty-six shows around Europe, Scandanavia, and North Africa, in front of an estimated 3 million people. Hopefully, we helped sell F-86s to our NATO allies. That was our official mission. But along the way, we shared a lot of experiences together. Flying with the same three guys for eighteen months builds a bond not easily broken. We trusted each other with our lives - any mistake could lead to disaster. We were fortunate to finish our tour as 'Blazers with nothing more than a wrinkled aileron and a dimpled drop tank. Too much overlap!


TWENTY YEARS OF THE
F-86 ASSOCIATION

In 1980, Bill Demint put into action an idea he'd had for some time. He'd seen many ads pertaining to pilot reunions - P-38, P-51 and other such groups, and wondered about a Sabre pilot reunion. Along with his buddy Frank Satterfield, they decided to go for it! They enlisted the aid of Warren Thompson, a writer and aviation historian who had collected information from many pilots for a book he was writing. Warren provided Bill and Frank with a contact list and planning began for our first reunion. The response was very enthusiastic.
In October 1981, the first reunion was held in Little Rock, Arkansas, Bill and Frank's hometown. Thirtyfive Sabre jocks attended. Warren Thompson hosted the second reunion, June 1982, in Memphis. Lloyd Irish hosted Reunion 3 in St. Louis in October 1983. Membership by then was about one hundred.

To make membership affordable, annual dues were set at $10, and this barely covered administrative costs. Warren Thompson was rewarded for his vital assistance by being appointed as the first Associate Member. Bill Dernint was the first President, serving from January 1980 to October 1983.

The second President was Dick Keener, from October 1983 to July 1985, followed by Jim Gregg, from July 1985 to April 1986. Reunion 4, co-hosted by Ed Hosbach and Bob Grozer, was held in Dayton, Ohio, with the highlight being a visit to the Air Force Museum at Wright-Patterson. Records pertaining to these formative years of the association are sparse, making it difficult to outline each administration's accomplishments and/or problems. However, the difficulties are easy to visualize. Care had to be exercised in the expenditure of every dime, plus maintaining contact with a highly mobile membership.

Reunion 5 coincided with the Air Force Association's 1986 "Gathering Of Eagles" celebration in Las Vegas. There the membership wisely voted to hold all future reunions in Las Vegas. In retrospect, this decision was right'. After all, in 1954 alone, over 300 F-86s were assigned to Nellis AFB, 'Home of the Fighter Pilot'. Besides, Las Vegas is a great place for a reunion. Jim Campbell was elected President, and Dick Keener was Treasurer. Jim served until May 1988, and made giant strides in establishing our association as one of the premier fighter pilots organizations. He increased the membership and reunion attendance; and started work on an F-86 memorial at the Air Force Museum.

Jim donated much of his companies assets, including secretarial help, bulk mail account, and toll-free telephone access. He designed a new membership card. Don McNamara produced a gold plated F-86 lapel pin for issue to all members. Both items are still included in our new member package.

Reunion 6 was held in April 1988 at the Sands Hotel. For the first time, organized tours of Nellis AFB and a RED FLAG briefing were offered. The attendees elected Don McNamara as President, with Dick Keener returning as Treasurer. Jim Campbell continued to support the association for two more years. During Don's Presidency, the F-86 memorial in the Air Force Museum became a reality, being dedicated on 15 October 1988 in a ceremony attended by twenty-three association members.

Reunion 7 was held at the Desert Inn Hotel in May 1990. Highlights included a two day golf tournament and an F-86 display courtesy of Combat jets'. Guest speaker at the banquet was Brigadier General Robinson "Robbie" Risner. As Don McNamara's term in office ended, membership had increased to 560 Sabre jocks.

Hank Buttlemann, youngest ace of the Korean War, was elected President, and Way Carson became the new Treasurer. Hank served until April 1994. In 1992, Flamm "Dee" Harper joined Hank's administration as Secretary. The membership roster stood at 560.

Under Hank's leadership, all association records were transferred to Las Vegas, a bulk mail account was opened, and a new association address was established in Las Vegas. He initiated a membership drive and by April 1992 the total membership stood at 700.

Reunion 8 was held in April 1992 at the Sahara Hotel. Guest speaker at the banquet was Colonel Alton Whitley, Jr., Commander of the F-1 17 Stealth Fighters in DESERT STORM. Yet another recruiting campaign was launched and by April 1994, the roster showed 1275 members.

By the end of 1996, the membership had grown to over 1700 members, including more than eighty-five flag officers, four of whom were full Generals, a U.S. Senator, a U.S. Congressman, three Astronauts, several North American Aviation test pilots, - and most of the surviving Korean War aces. We had also become an international organization, with members from Canada, Great Britain, South Africa, Jordan, Pakistan, Philippines, and Taiwan.

In April 1994, during Reunion 9 held at the Sands Hotel, a static display F-86E was dedicated in Freedom Park at Nellis AFB, fulfilling a long time goal of the association. Over five hundred members and guests attended the event. Special thanks are due Hank Buttlemarm and Lt. Gen. Thomas Griffith, Commander of the USAF Weapons and Tactics Center for their perseverance in attaining this goal. Many obstacles were overcome by these two men. The association footed the bill for transportation of the Sabre from Buckley ANG Base in Colorado, to its new home at Nellis.

"Dee" Harper was elected President for a term until the 11th reunion in 1997: Secretary was Gerald Weiland and Dick Geiger became Treasurer. Members authorized a Lifetime Membership for $200.00, and established a Board of Governors and by-laws to run the association. The first Board of Governors included: Chairman, Jim Campbell; and Directors John Gimudo, Alonzo Walter, Don McNamara, Robert Carter, and Secretary Howard "Ebe" Ebersole.

Reunion 10 returned to the Sands Hotel in September 1995, and was a smashing success. Guest speaker Maj. Gen. Richard Betherum, Commander of Weapons and Tactics Center at Nellis, recognized our group as pioneers who passed on a proud legacy to todays fighter pilots.

During Dee's term, he tightened up administration of association affairs and instituted several innovations. The association Headquarters was moved from Michigan to Nevada. Our roster published in 1995 became the envy of other associations. A colorful membership certificate screamed "Frame and hang me!", was sent to all members in late 1994. In early 1995, the Sabrejet Classics magazine became the association's literary link to members and friends. About this time, the Sabre Pilots Association was included on the "Fighter Town" page on the world wide web (Fightertown), thanks to webmaster and Sabre ace Lt. Gen. "Bones" Marshall.

A 'country store' operation was started by Mike Freebairn after the 10th reunion, and continues to this day. Admimstratively, Standard Operating Procedures (SOPs) were developed and published to cover all association activities. In late 1996, the association purchased a new computer, and our records have been maintained on it ever since. One benefit to tightening control of our administration was that during 1996, over 90% of our members dues were current. In past years, the norm was that 50% were delinquent in payment - a major improvement.

The dramatic increase in new members (1190) added to our ranks during Hank and Dee's presidencies (1990-97), can be attributed to their leadership, cooperation from our membership and Col. Charlie Carr, Chairman of our Recruiting Committee. Our thanks go to all involved in this great effort.

Approximately one thousand members and guests attended Reunion 11, held 22-26 April 1997 at the Monte Carlo Hotel. Held in conjunction with the "Air Force Fifty" celebration sponsored by the Air Force Association, this event attracted over 100,000 people and included the "Golden Tattoo" USAF air show at Nellis, which included several mock air battles, including a Sabre once again on the butt of a MiG (Report & photos was included in vol. 5, no.2 issue of Sabrejet Classics.)

Guest speaker was Congressman Sam Johnson (R-TX). An association logo decal developed by Jim Campbell, was part of each reunion welcome' package. We now carry the decal in our Country Store. All attendees agreed the reunion and the air show was a classy affair and everone had a great time. Bob Ashcraft was elected President, and Dee Harper became Chairman of the Board. Dan Druen, Alonzo Walter, Bruce Hinton, and Glenn Nordin completed the Board. The membership was advised that the legal headquarters of the association had been established in Nevada. A new constitution governing the association's affairs was then approved unanimously by the attending members.

On 27 January 1998, Bob Ashcraft, President of the Association, died after a short illness. On 15 February, the Board of Directors appointed Hank Buttlemarm to fill the position of President. However, Hank was forced to resign for personal reasons on 15 May. The Board then appointed Bruce Hinton to the Presidency, serving until the 12th reunion in April 1999.

Tragedy struck again on 2 May when the association's Secretary, Gerry Welland passed away following a long fight. His wife Diane volunteered to stay on as our Sectretary, and she has done a superb job in that position. Jerry Johnson became the Staff Executive Officer, and Glenn Nordin became the Vice President.

Because both Bruce Hinton and Glenn Nordin both resided outside the Las Vegas area, Jerry Johnson, as Staff Executive Officer, provided the single point of contact between the two major officers and the staff in Las Vegas. This coordination insured the command element was fully supported with the information needed to be effective in their respective positions. During the first half of 1998, the administrative staff in Las Vegas proved their mettle by retaining a steady hand during the most crucial era in the association's history - Good Show gentlemen and ladies! We are grateful to one and all.

It was back to the Monte Carlo for Reunion 12, conducted between 18 and 22 April 1999. The following slate of officers were installed - President, Glenn Nordin; Vice President, Alonzo Walter, Chairman of the Board, Jerry Johnson; with Directors Dan Druen, Bruce Hinton, Bob Matasick, and Tom Griffith. Because of his long, faithful, and productive service to the organization, Dee Harper was named Chairman Emeritus of the Board. Dick Geiger and Diane Weiland continued as Treasurer and Secretary, respectively, and Larry Davis was enthusiastically renewed as editor of Sabrejet Classics.

As the handout (i.e. 'freebie") for the 12th reunion, all attendees were given a duplicate of the Mach Buster pin, Mach Buster certificate, and Mach Buster decal, previously awarded to F-86 pilots by North American Aviation. Mike Freebairn spearheaded this project, including getting copyright permission that allowed us to proceed; and near perfect duplication of all three items.

Mike and his lovely wife Ardith, have been instrumental in making our reunions a big success, year afteryear. Among many other things, Ardith has managed the Treasure Hunt for our ladies, stuffed 'Welcome' packages for attendees, and registered attendees and guests, not a small job and done to perfection. Mike accepted the responsibility for setting up and management of our Country Store, donating numerous hours to assure that this enterprise is a highlight of our reunions.

In October 1999, Bill Weiger established an F-86 Sabre Pilots Association web site on the World Wide Web (SABRE-PILOTS.ORG). It has been a real benefit to the organization, and receiving over 13,000 hits' since it was first posted. The site provides information about the association, membership applications, listing of deceased members, articles from Sabrejet Classics, reunion information, letters from readers, advertising for Flight Line Sales, pictures and other good stuff.

Reunion 13 returned to the Monte Carlo Hotel on 16-20 April 2001. Four hundred eighty-five members and guests had a great time. The 50th Anniversary of the Korean War formed the backdrop, and Sabre pilots who flew in that war received the Korean War Service pin awarded by the Republic of Korea. Several mini unit reunions were held within the scope of our reunion. The Freebairns hit mother 'home run' by providing blue golf shirts (with pocket!) for the men and lap robes for the ladies. They also arranged, through their friendship with show producer John Stuart, a special "Legends In Concert" show honoring Sabre pilots.

At Reunion 13, newly elected officers were: Presidentj Jerry Johnson; Vice-President Alonzo Walter; Chairman Dan Druen; with Directors Bruce Hinton, Glenn Nordin, Bob Matasick, and Lloyd Ulrich. Appointed positions confirmed included Secretary Diane Weiland; Treasurer Dick Geiger; Sabrejet Classics Editor Larry Davis; Web Master Bill Weiger; and Flight Line Store Sales Manager Mike Freebairn

. The Smithsonian National Air and Space Museum is building a new facility, the Steven F. Udvar-Hazy Center, to house additional artifacts. It will feature a walkway lined with large tablets engraved with the names of associations and individuals that contribute to the completion of the new facility. Attendees at the 13th reunion voted unanimously to contribute $10,000.00 to have an "F-86 Sabre Pilots Association" heading on one of the panels. Association members who contribute $100.00 will have their names displayed "der our heading.

The last announcement at the 13th reunion agenda was the announcement that Dee Harper will head a new recruiting campaign. The goal is to establish a membership of 3,000 by the 14th reunion in 2003. Sabre pilots with airlines, ANG and AFRES, and foreign nationals will be targeted. Our membership today exceeds 1800 members. If everyone recruits just one new member during the next two of years, we will easily exceed our goal. Let's GO FOR IT!!


Memories of Great Fighter Pilots

 

THOMAS G. DAVIS

His Last Flight


As with most great men and women of history, stories abound which shed light on the source of their greatness. With this in mind, SabreJet Classics presents another in a series of anecdotes received from you our members. Brig. Gen. Lon Walter, USAF (Ret), of Austin. TX, tells the following story. We invite other members to send their memories of the great ones they have known.


The subjects of the first two stories in this series were great fighter pilots who also happened to be famous. This is a story about a great fighter pilot who I believe would have become famous but ... read on.

Tom Davis and I reported to the 335th Squadron, 4th Wing, at Andrews AFB in the Summer of 1950, part of a contingent of second lieutenants ('slick winged second balloons') who were fresh out of flying school who were priviledged to fly the Air Force's newest fighter, the F-86 Sabre. Tom quickly established himself as a bright, friendly, and eager fighter pilot. The more experienced pilots sought him out as a wing man. He never disappointed them.

Early in the Fall, the Fourth and its new Sabres, were ordered to Korea to counter the MiG-15, which was having its way with slower American aircraft. The young second lieutenants had about 75 hours of experience in the F-86.The remainder of their training would be conducted in the crucible of combat.

Tom Davis continued his progress, and became one of the best wing men in the outfit. He learned his trade well, even downing a MiG while flying with Ralph D. "Hoot" Gibson, who later became an ace. When Tom finished his tour, he returned to the Air Defense Command at Griffiss AFB, NY, then went to Tyndall APB, FL in 1954, to fly the F-86D. It was there that he achieved greatness.

On a dark night in December 1954, Tom was over the Gulf of Mexico in an F-86D when his cockpit lighted up with the red glow of fire warning lights. Smoke and a loss of power confirmed that this was much more than a malfunctioning warning circuit. Suddenly he had only one option. After making the "Mayday!" call, he initiated the ejection sequence.

Night is NOT the preferred time for a fighter pilot to find himself alone, in a parachute, and descending into a large body of water. But Tom Davis, as he had so often in the past, was up to the task. Although he had a terrific headache, he oriented himself enough to decide that he could paddle to land if he could get rid of his chute once he hit the water; then inflate his dinghy and board it.

Again he performed flawlessly, and eventually reached a beach in northwest Florida near Appalachicola Point. Alone, having survived an ejection and water landing, and now dog-tired, Tom shouted for help, set out his emergency flares, then walked up and down the beach trying to locate someone who could help him notify his unit that he was OK. Finally, and with his head still aching, he decided to wait until daylight for the search who would surely find him.

The dinghy looked like as good a bed as he had available, and he decided to lay down with his head on the inflated side of the raft. When he did so, the fractured spine!! he had unknowingly suffered during the ejection, and the cause of his headache, shifted just enough to sever his spinal cord. He died instantly and painlessly, and was found the next day by searchers.

Much of what I have written was deduced from his footsteps on the beach, the flares, and other indications of his last heroic moments. Tom Davis was a fighter to the end. On his last flight, he conducted himself with greatness and courage, just as he had done in every severe test of his young life. He was a GREAT fighter pilot


SPLIT-FLAP ANYONE?

by Erroll Williams

 

I was in the final three months of Class 53B at Webb AFB, TX, flying the T-33, when the subject of a "split flap" was briefly discussed. I wondered if I would recognize the condition, and take corrective action to prevent a deadly outcome. However, the odds of this happening were so remote that I quickly dismissed it. Years later I would be put to the test.

Following three years flying the F-89 Scorpion, I returned to the 115th Squadron, California AirGuard at Van Nuys, where I flew several models of the F-86. On 27 February 1958, 1 was flying an F-86E. No other aircraft was with me as I entered the traffic pattern for runway 34. 1 made a normal pitch-out and selected FLAPS shortly before turning onto final. As the desired bank angle of 35-40° was reached, I centered the stick. But the bank angle kept increasing! The stick was at 'full right' with no effect. Impulsively, I slammed the flap control UP. To my relief I was again in control. A go-around was initiated and the tower informed me that I had likely experienced a "split flap". I flew down over the Santa Monica Mountains to check the flaps with lots of light from a full moon. Both flaps responded to "DOWN" control and I proceeded back for a normal landing. Appropriate entries were made on the Form 1.

The next day maintenance informed me that they could not duplicate a "split flap" condition, suggesting that I might have experienced an asymetrical speed brake extension.

The following weekend was our monthly guard duty. At the first briefing, Maj. Swift, our Air Force Advisor, mentioned my flight. He began by saying he had flight tested my aircraft as I had written it up for a .split flap' incident. He had climbed to altitude and checked the flaps. Everything was normal after two flap cycles, and he concluded that "Williams didn't know what the hell he was talking about!"

However, just to be sure, he cycled the flaps one final time. Moments later he found himself upside down with a -split-flap"! You'll recall that each flap had its own motor, with an interconnect between them to keep the flaps synchronized, and to allow one flap motor to operate BOTH flaps should either motor fail. In the case of my aircraft (and Maj. Swift's), it was found that the left motor operated intermittently. The redundancy of the interconnect was negated as it was found to be sheared. Therefore the flaps were operating independently.

My long dormant question from Class 53B was answered - I had taken timely action and survived.