FOLDED WINGS
Flamm D. "Dee" Harper
August 1st 2008
On August 1st, 2008, the F-86 Sabre Pilots Association lost a great friend and leader when Flamm D. Harper, known to everyone as "Dee," folded his wings.
`Dee' Harper was born on April 9th, 1920 in Rexburg, Idaho, but grew up in Ogden, Utah. He was accepted into the US Army Air Force during World War Two. Upon graduation from pilot training, `Dee' was assigned to the 479th Fighter Croup at Wattisham, England, just in time for the D-Day landings in France. Flying the Lockheed P-38 Lightning, `Dee' was shot down on July 15th, 1944, over German-occupied France, and spent the next twenty one days evading capture with the help of the French Resistance Forces.When the war ended, `Dee' applied for, and was accepted into the new US Air Force, one of only 1400 applicants to be accepted as a regular officer. When the Korean War broke out in June 1950, `Dee' asked for combat but was held back until 1953 when he was assigned to the 18th Fighter Bomber Group at Osan AB, South Korea, flying F-86F Sabres. On June 28th, 1953, bad luck bit `Dee' once again, as North Korean anti-aircraft fire hit his.Sabre and `Dee' was forced to bail out near the Yellow Sea. A helicopter picked him up the next day and delivered him to safety. But `Dee' was severely injured and forced to take a desk job with the 18th FBG as Operations Officer.
Following the end of the Korean War, Major `Dee' Harper was assigned to the Fighter Weapons School at Nellis AFB, serving as Director of Operations. In 1956 he went to Spain as an advisor to the Spanish Air Force, when that nation converted to F-86s. After a couple of tours with Headquarters, Tactical Air Command, `Dee' retired from the Air Force in 1970.
In 1986, `Dee' moved to Las Vegas, where he joined the newly formed F-86 Sabre Pilots Association. He served as the Association Secretary from 1992 to 1994, when he took over the reigns as President, serving until 1997. Following his reign as President of the F-86 Sabre Pilots Assn., `Dee' was named Chairman Emeritus, serving in that capacity until his death.
As Editor of SabreJet Classics, I had the priviledge of knowing and working with `Dee' Harper for over 14 years. He was my mentor and all the good things that are seen with each issue of SabreJet Classics, are the result of policies initiated by `Dee'. More importantly, `Dee' was my good friend. We had many a lively discussion about the magazine and the association that he was so proud of. I will miss him greatly.
A COLD WAR TALE
NOT IN EUROPEby Jack 'Spider 'Webb
I was employed by Minneapolis-Honeywell in New Or-leans as a sales engineer, living in the French Quarter, and flying F-86Ds with the 159th FIG, Louisiana ANG, at Alvin Callendar Field/New Orleans Naval Air Station.
I was in the alert shack sawing logs one night when the klaxon went off at 0230 hours. I jumped up, ran out-side, mounted the mighty Dog, and the ground crew was already starting the APU. Per Ground Control's instructions, I taxied out and was cleared for takeoff. The tower instructed me to contact "Big Burley", the GCI site located at Houma, about 70 miles from New Orleans.Going through 5K, they told me they had an unidentified aircraft at 18,000 feet and vectored me to 'intercept and identify'. Climbing out in `burner on the assigned heading, I was able to pick up the target on radar and swung around behind the target, which I saw was an airliner, 4 engine prop type.
I told the GCI folks this info but they wanted aircraft numbers. It was pitch black and we'd been briefed not to get too close to civilian aircraft, but `Big Burley' insisted. I said I must have authorization from the highest level. They came back in about 2 minutes with a code - "Kilo Alpha Zulu" - which was their highest level. I pulled up on the right side of the DC-6, put on my landing lights and read that it was an Aeronaves DC-6, and passed the tail number on.
When I put my landing lights on and yawed to the left to light up the fuselage and tail, I saw nothing but eye-balls staring out the passenger windows. Needless to say, I had to report to our group CO the next day and explain what had happened. After I gave Col. Ed Murphy the details and the code I'd gotten from `Big Burley', I was off the hook.
Of course, Cuba wasn't that far away and Castro had many MiGs and was considered a threat. After all the jockeying around, I was `Bingo' fuel and had to land at Chennault AFB at Lake Charles to refuel. Then back to New Orleans. So much for that nights sleep!
THE THUNDER TIGERS
by Sid Yahn
The Thunder Tigers aerobatic team had its beginnings in 1954. At that time, it was simply a part of the Chinese Air Force (CAF). Major Chow, Shih-lin, who later became a lieutenant general in the CAF, began developing a jet aerobatic team made up of four Republic F-84G Thunderjets, the main fighter aircraft in the CAF at that time. This was done without the approval of his superiors, whom in all likelihood would not have permitted such action.
At that time President Chiang, Kai-shek ruled Taiwan with a firm hand, making it very unlikely that any CAF commander would accept the potential risk involved. In those days, as one might imagine, when a Chinese military commander experienced difficulties, his military career would be in very serious jeopardy.In 1955, a group of Americans, including a U.S. Senator, was visiting Tainan AB. The wing commander tasked Major Chow to lead a four-ship flyby while the Americans were touring the flightline. Imagine the base commanders reaction when Major Chow's flight, in a diamond formation, executed a roll over the flightline. The US Senator was apparently impressed and congratulated the base commander on the outstanding airmanship of the pilots involved.
This was probably the first time CAF pilots performed a formation aerobatic maneuver for spectators. This positive experience gave Tainan AB officials the courage to request permission from CAF Headquarters to develop an `official' aerobatic team, a request that was fortunately approved.
By this time Major Chow had been reassigned and Major Lo, Hwa-ping was the team leader. Major Lo had been flying the Slot during Major Chow's memorable flight over the Tainan flightline. The other pilots that day were: Captain Liang L on Right Wing, and Captain Leu T.W. on the Left Wing. At that time, the team had no name.
In 1956, when Colonel Yuan, Chin-hau was Tainan AB Commander, the team evolved from four to six, then nine aircraft, and still later to twelve aircraft. General Wang, Shu-ming, known as "Tiger Wang", then Commander In Chief of the CAF, issued a general order dated 6 June 1956, which officially named the team "The Thunder Tigers". Obviously the general liked the term `Tiger' and the names many implications.
The Thunder Tigers flew their first off-island performance on 15 December 1957 during the Phillippines International Air Show. A number of Air Force teams, approximately 8, from many nations participated. Due to poor weather conditions, all teams except for The Thunder Tigers, elected to perform only their low level routines.
The Thunder Tigers nine aircraft team, periodically penetrated the clouds while performing their over-the-top maneuvers, but did so with outstanding precision. Following their landing, the Tiger aircraft and pilots were mobbed by thousands of spectators at the Manila Airport. Police found it impossible to control the crowd. The Thunder Tigers were obviously the highlight of the show.
What was unique about the early Thunder Tigers was that all team members were line pilots assigned to a combat squadron, and aerobatic team demonstrations were in addition to normal duties. Initially, no special aircraft were assigned to the team. They flew whatever aircraft was in-commission that day. Pilots had no special flight suits or helmets, nor did the team aircraft have a special paint scheme. Of course, the big plus was that all the Thunder Tigers were excellent aviators.
In 1959, The Thunder Tigers converted to F-86 Sabres, being equipped with both F-86A and F models. It was during this period when they were invited to attend the 1959 World Congress of Flight at Nellis AFB. After arriving in the United States, the Tiger pilots flew F-86Fs borrowed from USAF units assigned to Williams AFB, AZ.
The Tiger pilots were delighted because all the aircraft were F-86F models. In Taiwan, the team flew both F-86A and F models, so it was probably a big challenge to fly good formation aerobatics with a mixture of hard and slat-winged aircraft. An interesting fact not known to many, is that upon arrival at Nellis, the Tigers had only an average of about 20 hours in F-86s. Captain Hsu, Ta-mu was one of the first Tigers to check out in the F-86 and he had only 42 hours in the aircraft.
Regardless, the team performed flawlessly at Nellis, where they were a real crowd pleaser. After the World Congress of Flight activities at Nellis, they returned to Williams AFB for another performance, this time for the USAF Tactical Air Command Commander. The team then flew to Andrews AFB, Maryland, and on 9 May 1959, they performed along with teams from a number of other nations.
The Thunder Tigers then proceeded to Hamilton AFB, California, flying their customary routine on 16 May 1959, but with a new wrinkle. The wide width of the Hamilton runway, about 200 feet, permitted the Tigers to execute an 11 ship formation takeoff!
This was the final Tigers performance in the US. Following the Hamilton show, the borrowed F-86Fs were returned to the USAF and the Tigers proceeded to Tokyo, Japan aboard a Military Air Transport Service aircraft. On 23 May 1959, President Chiang, Kai-Shek's private aircraft picked up the Thunder Tigers and returned them to Taipei. This unusual gesture reflected the high level of prestige the Tigers enjoyed throughout Taiwan. The Thunder Tigers continued to fly the F-86 until 1965 when they converted first to F-5As and then to F-5Es.
The F-86 played a major role within the CAF for many years. It was a CAF F-86 flight, led by Colonel Lee, Su-yuan, that shot down the first aircraft (a Red Chinese MiG-17) with an air to air missile, the GAR-8 or Aim-9 Sidewinder. On that day, Captain Chien, Yo-chan was Col. Lee's element leader. People still debate which pilot actually scored the first missile kill, since both pilots fired simultaneously and both missiles hit their targets.
As one might surmise, there are many interesting stories involving CAF Sabre pilots, many of which Sabre Jet Classics have already printed. For any aviation enthusiast, the grace and beauty of the F-86 in flight made watching a Thunder Tigers performance an unforgettable experience.
MORROCCAN MEMORIES
by David Wensley
In November 1957, and fresh from the all-weather school at Moody AFB, I was assigned to the 324th FIS at Westover AFB. We were flying F-86Ls. Born and raised in Miami, I'd never witnessed a snowstorm until my first flight at Westover, a `get-acquainted with the local area' flight. A rapidly darkening sky and steadily decreasing visibility signaled the arrival of a severe storm front, a snow storm! Flying VFR, I kept the field in sight and made two reports of the approaching storm while awaiting landing approval.
I watched as a flight of four 324th F-86s was cleared for takeoff and then made my GCA approach, touching down as snowflakes as big as ping-pong balls were streaking across the canopy. Within minutes the storm had arrived in force and the other four F-86s were ordered to return to base.Three landed successfully, but the GCA radar went down just as the last aircraft was on final.Several of us assembled outside the flight shack in the blinding snowstorm listening as Lt. Stewart made several unsuccessful landing attempts and go-arounds. Suddenly, the alternating whine and roar of his engine stopped! As they say, the silence was deafening. We anxiously awaited any news, expecting the worse. After about a half hour, our hero walked into the flight shack displaying a very large grin. He'd safely ejected and his aircraft had made an unceremonious crash into the city dump just beyond the base fence.
Not long after, our companion squadron, the 337th FIS, received the new F-104A Starfighter. We were more than jealous, but we were soon transferred to USAFE and assigned as a tenant squadron on the SAC base at Sidi Slimane, Morocco. At least we wouldn't have to be confronted by '104 jocks at the 0-Club anymore.
The 324th received F-86Ds transported by ship from New Orleans to Brindisi, Italy. All of us `new guys' were eager to get a chance to ferry one to Morocco but the assignments went to the more experienced - "You can't go unless you've been!" was a favorite expression amoung us junior troops.
We quickly learned that `2nd class citizen' was an appropriate term for a `Tenant Squadron' on a SAC base. We were allocated a group of quonset huts to operate from, left over from a day fighter squadron that had been there since 1953 but were now abandoned. The base provided paint, some plywood and tools, but refurbishment was left up to us. Our bachelor/unaccompanied quarters were in WW2 Dallas Huts - square plywood boxes with tar roofs that attracted heat like ants to a picnic. Even coming from Florida, I'd never experienced heat like this - 120 in the shade and no shade!
Each `Dallas Palace' housed 4 men, with foot lockers and small wardrobe closets, if you could scrounge them - but NO air conditioning. Dozens of stray cats, acquired by previous tenants to combat the rats and mice, wandered in and out at will. The latrine was a couple of hundred feet away - just outside the practical range if you acquired the Moroccan version of the `Mexican Turistas', which everyone eventually did.
SAC B-47 pilots, `Reflexing' from Homestead AFB in Florida, enjoyed the comforts of cool `cement flat top' apartments and toured the base in new Ford station wagons, one per crew. Our squadron had 2 `occasionally serviceable' jeeps assembled from junkyard parts.
The Officers Mess was segregated into two sections by a wood lattice wall, fighter pilots on one side, SAC on the other. We helped ourselves in typical cafeteria style, while SAC crews had Moroccan waiters and chose their meals from menus. We sat at picnic tables while the SAC crews had tables with checkered tablecloths and flowers. Fortunately, there were no discriminatory rules in the 0-Club, although there should have been considering the trouble we caused on a nightly basis.
The differences in treatment were minor compared to our problems with aircraft maintenance. We were consistently short on parts, and behind the curve on repairs, but somehow, the ground crews were usually able to keep us airborne. Surprisingly, one of the parts were routinely short of was bulbs for our navigational lights. Some nights the crew chief would stop at each aircraft and offer one or two bulbs to be installed on wing tips or fuselage - our choice!
This sounds like a tale of `The Forgotten Squadron', but in reality, it was a great squadron to be part of. The pilot ranks were packed with some of the Air Force's finest, including Capt. Cecil Foster (9 MiGs): George Dunn (3 MiGs); Freddie Hutchins from the Tuscagee Airmen; Robert Chapman, who finished his career as a B/G; and Jay Edwards, who finished as a Major General anbd head of Logistics Command.
Enthusiasm and pride in our flying skills remained high even though there was a sense of detachment and isolation to this remote desert outpost. I have no exciting combat experiences to report from this period, although there was an unending stream of incidents, some humorous, some tragic, that enriched my life in those days and created memories I will always treasure, including these few.
The closest we came to serious action was in the Lebanon Crisis of 1958, when US Marines were `invited' to land on a beach near Beirut to put an end to the riots and unrest that threatened the nation. They stayed for 4 months until reasonable stability returned. Meanwhile, we were on continuous alert in case the situation escalated. Bachelor and unaccompanied pilots like me, pulled the bulk of this duty, living in flight suits literally 24 hours a day.
I mentioned the `Turistas' that many of us experienced on almost a daily basis. My flight commander and wonderful friend, Alvie Gapp, who was subsequently killed in Vietnam, had avoided this displeasure for months. One evening as we walked down the flightline to our aircraft, Alvie asked: "What does it feel like when it starts?" Realizing he must have some symptoms, I advised him to return to the flight shack immediately, but he refused. As he stretched to hoist himself into the cockpit, I heard him exclaim "Oh sh—!", then "Oh well, too late now. Let's go!"
I had the pleasure of flying a few missions with Jay Edwards, one of the finest officers and gentlemen I ever met. In the Winter of '58, we flew two aircraft to the Fiat facility in Torino, Italy for IRAN. Enroute we stopped at Zaragoza, Spain and Chateauroux, France. My aircraft was in bad shape as the inspection panel on the right forward fuselage flew away in a violent storm during the stopover at Chateauroux. I'd stashed it above the rocket rack overnight, which turned out to be a bad idea.
Then taxiing out, my artificial horizon went haywire and I stuck my finger in the 110v fuse holder trying to replace the fuse (Ouch!). Once airborne, one drop tank wouldn't feed so I was short on fuel, untrimmed, experiencing increased drag, and burning fuel at a much higher rate than Jay.
We'd waited until predicted weather at Torino had improved. However, arriving over Torino, the `high scattered' clouds had turned into a solid cloud cover. We orbited the area for minutes that seemed like hours until Jay finally raised ground control and received per-mission to make our penetration. We broke out from a GCA approach at about 2-300 feet and landed amid light snow dusting the runway. I barely made it to the tarmac on my remaining fuel. Later I asked Jay what would've happened if he'd decided to make a go-around? He simply said; "You'd have been SOL!"
One night, acting as a target aircraft, Lt. Butler suffered an engine failure in a T-Bird, and ejected over a remote mountain area. The T-Bird crashed on a mountain side and started a small brush fire. Butler was `captured' by some Berber tribesmen and held prisoner because of the damages he'd caused. A ransom was paid, about $65, and a rescue helicopter picked him up. We all agreed he was worth at least that.
Civilian life has had its share of exciting moments, great experiences, risks, and rewards, but nothing compares to the intensity and richness of squadron life shared with dedicated, skilled, and motivated comrades, whose loyalty and commitment are never in question. I'm more proud of my time spent with them than of any other
WHIRLAWAY.......
The 310th FBS Taxiby Floyd Montgomery
WHIRLAWAY....... The 310th FBS Taxi by Floyd Montgomery In late 1957, the 310th FBS was having problems getting the pilots from the Operations shack to the flightline at Osan AB, Korea. Between the extremely cold Korean weather, and ongoing fuel supply problems, the 'flightline taxi' had rarely been operational. A young pilot from Texas came up with an idea - "Why not use something a bit more basic and dependable. How about a horse and buggy?
So, on New Years Day 1958, I was sent down the peninsula to 'rent' a pony from a Korean farmer. The men of the 310th FBS built a surrey to greet one of the other squadrons that were returning from a winter gunnery meet in Formosa. It was a fun project for all. And when I returned with the pony, the pilots immediately named it "Whirlaway" Besides the regular taxi run around the squadron area, 'Whirlaway' filled in on any emergency that sprung up transportation-wise. One pilot quipped - "Just think, no flat tires, no cold engines in the morning, and he would always find his way home. The only trouble is that he doesn't speak very good English!" 'Whirlaway' was a permanent fixture at Osan until the squadron was rotated home.The 58th FBW at Osan AB, was the last USAF fighter unit stationed in Korea. In the Spring of 1958, we ferried all of our F-86Fs to the IRAN facility at Tsuiki, Japan. After the airplanes had gone through IRAN and were all brought up fo the latest F-86F standard, they were turned over to the Republic of Korea Air Force pilots, who were very glad to get them. The men of the 58th Wing, were rotated home. The 310th Squadron became a Matador missile squadron!