PT-PBY

243 West Lime Ave.

Monrovia, CA. 91016-2714

18 December 1998

Mr. Thomas Mitsos

5706 Dalton Court

New Port Richey, FL. 34655-1231

Dear Thomas:

I have just had a phone call from Mr. Jim Thompson who is the historian for the PBY Catalina International Inc. he told me that you were one of the soldiers that helped with keeping my PBY afloat at Lake Lanao 30 April 1942.

That was a fine bit of help that I got and never had a chance to thank the people for all they had done. I now thank you for your assistance which was much appreciated. I had been for four days flying Without very much sleep.

Did you meet Col. Fertig who was in charge of some of the guerilla fighters on Mindanao? He was a passenger on the other PBY and flew from Corregidor to Lake Lanao with him. I have read quite a bit about the men on the island and it was a lousy mess with all of the various native bands mad at each other

I would be pleased to hear from you after the Christmas Holiday. It is a mess at the post offices these days and jammed up with business. It would be interesting to hear your version of the escapade.

HAVE A FINE HOLIDAY SEASON AND A HAPPY NEW YEAR Sincerely,

Thomas F. Pollock

243 West Lime Ave

Monrovia, CA. 91016-2714

14 January 1999

Mr. Thomas Mitsos

5708 Dalton Court

New Port Richey, FL. 34655-1231

Dear Tom:

Your manuscript arrived a few hours ago and I am most delighted to receive it. I have a busy week coming up and did not want to delay answering.

You have an amazing story and I am astounded at all of the research that you have gone into to bring this story alive. I have read stories about Lt Col. Fertig but you have more detail and situations covered in your story.

I appreciate very much the story about Charles Beckner but in talking with Ben Farrens on the phone he said that all three of the stow aways were now deceased. The last one died last year. I will confirm this again at a later date before trying to contact him.

You have the Catalina story as published in the PBY Catalina news letter. That information was taken from my talk at the reunion in San Diego. I am sending you a copy of the report that I made concerning the flight. Immediately on returning to Perth I wrote up a "Trouble Report" to Bu Aer about salvaging the plane. We were supposed to write up a report when a plane was damaged. In 1944 I received a letter from an officer in the Navy Department asking that I write up the story giving courses, landing places and the story of salvaging the plane. Using the trouble report and the charts I still had of the flight I wrote the story.

As you know there were three Army men who stowed away on the plane. One of them approached me and stated that he had three serious malaria attacks and thought his future in P.I. was limited. He asked if he could fly out. I told him that I had no objections but that Lt Cdr. Neale was in charge of the flight and he would have to get his OK. Lcdr. Neale said NO. I never asked my crew about the stow aways because I knew they had to know about the being aboard. When we reached Darwin I was very pleased that they had been aboard. They were put to bailing while we finally had a good meal and then on 1000 miles to Perth.

Please feel free to use the enclosed material in any way you desire. It is not an important part of your story but it is a part of it. That take-off was touch and go but we made it by the skin of out teeth. That’s what counts.

I am writing to Mrs. Tyler and thank you for the address. Sincerely,

Thomas F. Pollock

OPERATION - FLIGHT GRIDIRON

27 April - 3 May 1942

as summarized by Thomas F. POLLOCK

By April 1942 the military situation in the Philippines had reached a climax. Bataan had fallen. Corregidor and the army landing field at Del Monte, Mindanao were the only remaining strong points. The Army had been using two small unarmed planes to fly between these two places. Darwin, Australia was beyond the range of small planes consequently when one plane crashed and the other was shot down, no replacements were possible. The landing field on Corregidor was too small to accommodate a B-17 or B-24. Submarines were the only contact left with, Corregidor. The U.S. Army Command in Melbourne, Australia requested that a Navy sea plane attempt a flight. Lt. Comdr, Edgar T. NEALE, USN was ordered to proceed to Perth, West Australia, and take two of Patrol Wing Ten PBY's. Cargo was to be picked up at Darwin, consisting of medicine, AA nose fuses and radio repair parts to be delivered to Corregidor. We were to bring but passengers. There was supposed to be a few drums of gasoline cached at Lake Lanao area in Mindanao., Southern Philippines. The Army was to furnish a refueling detail there.

The two planes and crews selected to make the trip were:

Plane #1

LCDR Edgar T. NEALE,, USN

LTJG Thomas F. POLLOCK., USN

D- W. BOUNDS, NAP,, ACMM., USN

M. FERARA, ACMM, USN Plane captain

L. GASSETT, ARMlc, USN First radioman

W. F. DREXL, AAMlc, USN Second mech

H. F. DONAHUE, ARM2c, USN Second radioman

Plane #7

LTJG L. C. DEEDS, A-V(N), USNR

LTJG William V. GOUGH, Jr., A-V(N), USNR

W. D. EDDY, NAP, ACMM, USN

M. H. CRAIN, AMMlc, USN - Plane captain

M. C. LOHR, AMMlc, USN - Second mech

E. W. BEDFORD, ARMlc, USN - First radioman

W. F. KELLEY, ARM3c, USN - Second radioman

At 1000 Monday, April 27, 1942 the two planes took off from Perth, West Australia for Sharks Bay – about 400 miles North. Upon arrival the planes were fueled and tied to buoys while the crews went aboard the tender – the USS Wm. B. PRESTON under the command of LT Thomas A. CHRISTOPHER, USN (now Rear Admiral) – and had a fine dinner. It proved to be our last real good meal for about a week. At 1800 the planes took off for Darwin some 1400 miles away. The planes were no sooner settled down on their course than we ran into scattered rain squalls. By virtue of flying the lead plane I was doing the navigating. Wind shifts were frequent making it necessary to change course often. It was soon dark. Running lights were turned on so that DEEDE could follow me. The clouds got thicker and thicker until a good share of the time we were flying on instruments. DEEDE was flying wing and tail with us for hours at a time it seemed. I thanked my lucky stars that my wing men were both excellent pilots. Our course followed the coast past Exmuth Gulf, Onslow., and Broome but we never saw any of these places. We were flying at about 1000’ and were lucky to see the water below. No land marks were available to check the course until we reached Dampier Reef. All navigation was done by dead reckoning because no stars were visible. This reef was scattered over a large area and we had hopes of being able to see some of it. I was able to see one small reef through field glasses but could not identify it. We continued on checking our drift and flying blind until about 0400 the next morning when I determined the last leg of our course to Darwin and went aft for some rest. At about 0530, I was called forward. We had just emerged from a cloud bank and Darwin lay dead ahead. We took the course of the approach for friendly planes and headed in. We found out later that we had not followed the latest procedure and caused the troops to heap their damnation on us for breaking them out at daylight for a false air raid. This was during the period of almost daily bombing of Darwin and people were a bit trigger happy anyway,

As was expected no arrangements had been made for gassing our planes but an Australian sergeant in charge of a Quantas Airline gasoline barge came to our rescue and refueled our planes while Lt. Comdr. NEALF, went ashore to find out whether we still held the area in the Philippines where our gas cache was stored. It was a one way trip if we could not get gas. Our next leg was 1350 nautical miles and then 500 more to our objective – Corregidor all enemy held territory.

After refueling we flew away from town, landed in the upper bay and taxied up a river where we anchored our planes and had hoped to get some rest. There was no rest that day. It was about 105 deg with the flies coming in droves. The wind kept shifting and the planes would drag anchor making it necessary to start the engines to keep from drifting into the brush along the river. We would re-anchor and then do it all over again an hour later. There was no bombing raid that day so about 1500 we flew up to town, picked up Lt. Comdr. NEAIS.

Instead of the 1000 pounds of freight there proved to be nearer 3000. Nose fuses were stacked along the entire length of the plane making it necessary to crawl on hands and knees to get through the plane. He had found that our ground forces still had radio communication with Corregidor and that the gas was still at our next stop. Secret signals were issued to us to identify the people who were to meet us.

At 1630 we took off on a course about 3200 which took us past the tips of Timor, We were sure there were plenty of enemy aircraft at Dilli. Since it was impossible to miss all the bases we took the most direct route to conserve gas. In an emergency we could possibly choose from a greater variety on which island we could spend the remainder of the war. It was dark before we reached Timor but we were able to identify the land marks in spite .of the fact our charts did not show all of the islands or their proper shapes. When we reached latitude 50 South, longitude 124deg 30’ East., we headed due North. About this time we again ran into weather. Rain squalls and medium heavy clouds. Their tops were about 7000’ so we climbed above the first layer to find a clear area but again there was an also stratus layer above which prevented celestial navigation.

We were able to check our position when passing Taliabe on Soela Island and were on course but had picked up a 40 knot head wind. Good fortune put us past Kendari and Ambon without interception but we had our fingers crossed about Manado. We were soon crossing the long neck of the Northern Celebes and soon we saw Manado lit up like a Christmas tree about 15 miles on our beam, This was a good omen. If we had been detected by Jap radar they had at least not passed the word along. From this landfall we were to steam across the Celebes Sea and the Moro Gulf with no land marks until we hit Mindanao.

We had no desire to stir the hornet’s nest at Davao so as soon as we made our landfall on the Southern tip of the island we took course 315deg until we were opposite Tutu Bay, then took course 45deg until we came over Lake Lanao. We knew the Japs were moving across from the island of Negros so we went direct to our rendezvous.

Sure enough there was a blinking light. I answered with my signal lamp after which the light on the water flashed the magic word which meant that we were among friends. It was about 0430 and pitch black. We could not tell where the water was so both made standard power landings and were soon on the water.

A native banca (outrigger canoe) driven by an outboard motor, came breezing out and led us to our hiding places. The "seven boat" was "tailed" into a vee shaped area along a cove not far from the barrios of Bacalod and Lumbak, We were led to the Eastern side of a small island named West Balut where we nosed the "One boat" into the shore under overhanging trees. It was a tricky approach to attempt at night but this was a poor time to quibble, The plane was lashed to the trees along the beach and old tires, used to keep the bow from banging to bits on the rocks.

A group of soldiers and sailors were there who had been detailed by General SHARP, USA to handle our plane. All hands turned to with machettes and bolo knives and cut brush to cover the tail of our plane. I had one camaflaged plane shot up by Jap bombers on Christmas Day at Leguna de Bay, two and a half hours prior to the time we were to have flown Admiral Hart and his staff to Java, and had no desire for a recurrence. The wing stars were covered with blankets and so was the star on the bow so they would not show through the brush,

It was well after daylight when we had finished. Lt.Comdr. NEALE went ashore to contact the authorities to make sure arrangements had been made at Corregidor. We tried to lie down and rest but by this time the whole Moro village had assembled and were all squatting on their heels chewing beetle nuts and chattering like a bunch of magpies – result no sleep, but some rest was obtained.

By 1300 we had gassed the plane and started stripping the inside of nearly all gear. We removed all blankets, oxygen gear, all spare food and tools. We kept only our code books, navigation gear and emergency rations. Some additional freight was brought out, so last but not least we removed, our guns and ammunition.

It was like parting with old friends to haul out those two 50 caliber waist guns and stow then with the pile of "non-essential" gear. We were told where we were to rendezvous with the escape party boats near Corregidor. The place selected was off Cabalao Island. We had expected to land in the protected harbor area on the East side of the Main island, hence we had many misgivings to find we would have to land at night with a heavy load and in the open sea where ground swells can bounce a seaplane like a rock skipping over a lake.

A Jap landing force from four transports had landed at Catabato some 37 miles over the mountain from our Lake Lanaco hideaway. The Japs had, so the story goes, sent a coded message in one of our cancelled codes to the Philippine Commander there to be on the beach with torches and lines at a specified time at night – signed of course by one of our senior generals. The garrison complied, to make it another successful Jap landing.

At 1845 on the evening of Wednesday April 29, 1942, the planes took off for Corregidor. A Westerly course was taken which took us through the pass between Mt. Matindang and Sugarloaf. We hit the coast about Sindangan Point and took course 315deg. It was very dark but we could get a good fix on the shore as we headed into the Sulu Sea, This was the final sprint which meant success or failure. The weather reports we were to receive were not heard and the weather was getting bad. A heavy haze extended up to about 2000’. I navigated until we should have been over Cagayan Islands but could not see them so circled down on instruments until I spotted them about 2 miles away. The same procedure was necessary at Cuyo Islands about 100 miles further on. There could be no mistakes in navigation now.

We continued on – not daring to drop a drift flare until we crossed Bushanga Islands. We changed course to North until we had crossed Lubang Island. We tried to take radio bearings on Manila, but no soap. We could spot the lights of fishing boats but no navigation lighthouses. Manila had been blacked out. Finally through the haze and nearly 7000’ directly below we saw Corregidor with an oil tank burning furiously. By aid of this flare we could tell the wind direction. We were unable to determine the wind direction at Lanao. DEEDE had landed cross wind and I had landed down wind and got away with it. As soon as I cut my engines to glide down DEEDE lost me in the haze because there was no exhaust to show my position. We landed independently and started for the rendezvous.

We waited for hours – at least five minutes. It was about 2320 and perhaps fortunately for us, it was also Emperor Hirohito’s birthday. In spite of the heavy loads both planes landed safely and two small boats came alongside. I have never witnessed such a speedy.job of unloading cargo. I was sitting at the controls keeping the plane from drifting on some rocky pinnacles.

Some passengers were loaded aboard and the boat went back to the larger boat for more. It returned shortly and began unloading but at what seemed a slow pace. I picked up the microphone and said, "After station from pilot – Get those old -women aboard and let’s get out of here – there is Jap artillery on both sides that can make us very unhappy. Bounds, my second pilot came forward, got into his seat and replied, "Well you were right about the women – we have fourteen aboard." "All women? Where’s Comdr. Bridget?" "Don’t worry he is aboard.” "How many people are aboard this plane?" "I can’t be sure but there must be thirty – you can’t walk from one end to the other." The reconstructed passenger lists of the two planes were as follows:

Plane #1 Brig. Gen. O. Seales, USA Mrs. Seales Comdr. F.J. Bridgett, USN Lieut, J.C. Weschler, USN Lieut. DeLong, USN (kB) Lieut. Agnes Barre, ANC Lieut. Rosemary Hoganv ANC Lieut. Rita Palmer, ANC Lieut. "Peggy" OtNeil, ANC Lieut. Geneva Jenkins, ANC Lieut. Helen Gardiner, ANC Lieut. Eileen Allen, ANG Lieut. Lois Auschicks.4 ANC Lieut. Sally Blaine., ANC Lieut. Whitlow, ANC Mrs. Virginia Bradley, wife of Army officer Mrs. "Boots” Ryder, wife of Navy Officer Lieut. L.A. Erickson, AC Lieut. H.J. Dennison, AC Lt.Col. of US Army Finance Dept. Two Filipino 2nd Lieuts. unidentified passengers

Plane #7 Passengers to Mindanao Lt. Col. W. W. Fertig, CE (later Guerrilla leader) Major W. J. Latimer, OD Major Jose Raxon, PA Passengers picked up at Mindanao Capt. J. H. S. Dessez, USN Lieut. W. Cohen, (MC) USN Lieut. Brantingtons USN Ensign J. A. Patterson, USNR Passengers landed at Perth Comdr. W. W. Hastings, USN Comdr. C. H. Williams, USN Lieut. T. K. Bowers, USN Mrs. L. B. Beweley Miss Virginia Beweley Mrs. Susan K. Downing Passengers landed at Darwin Major Wm. R. Bradford, AC. Lieut. Hugh H. Marble, AC Lieut. C. A. Allard, AC Lieut. J.R. Griffin, AC Lieut. Florence MacDonald, ANC Lieut, Dorthea M. Daley, ANC Lieut, Ressa Jenkins, ANC Lieut. Mary G. Lohr, ANC I,ieut. Juanita Redmon, ANC Lieut. Harriet G. Lee, ANC Lieut. Eunice 0. Hatchett, ANC Lieut. Willa L. Hook, ANC Lieut. Catherine M. Acorn, ANC Father Edwin Ronan KALL, ACOM, USN 1 Soldier, US Army

I taxied ever to DEEDE's plane and ascertained that he was ready to go. I put three people in the bomber’s compartment and another sat between the two pilots and passed the word aft for all passengers to move as far forward as possible. . Bounds poured on the coal – full throttle – spray covered the windshield and we were on instruments for a few seconds until it cleared. We got it on the step and after a good run gradually raised into the air. We turned to the open sea and started to climb. I started to circle but there was DEEDE right in position. We passed around chocolate bars and started the coffee pot going. It remained in operation the whole trip. It was the first good coffee they had had for weeks. When we were in the vicinity of Cagayan Islands, I told Bounds to change course. I had not noticed we were flying through clouds at the time. In a few minutes we were out of the cloud but had lost the other plane. DEEDE and GOUGH had been tracking me (checking my navigation) the whole trip until now. They had not kept an accurate check so when they found they had lost me they made some hasty calculations and set their course for Lake Lanao.

I was able to find a hole in the heavy blanket of clouds that covered most of the area. I circled down and landed. Due to the cloud cover, it was blacker than black. The water was glassy and the plane stuck on O.K. when it hit. We made our way to the hideout and followed the procedure of the previous night. It was easier this time because we had instructed the ground crews on how to handle our lines.

The passengers were unloaded and taken by boat ashore where there was a bus of sorts which transported them to a couple of so called hotels where they were able to get a bath in fresh water and had a fine dinner which they well deserved. I elected to stay with the plane to see that it was loaded and ready to go at the specified time that next evening. About an hour after daylight I was glad to see DEEDE come sailing in and land. I found out later that he had failed to find the hole in the cloud cover and had landed in a sheltered gulf until daylight then proceeded on.

We learned from the passengers that Corregidor had been under nearly constant bombardment day and night from shore batteries on Cavite and Bataan as well as from bombers. The tempo had increased to the climax of an estimated 3000 shells for this one day. Why we were not destroyed on the water during the transfer of cargo and passengers can only be answered by Divine Providence. Perhaps the Japs were celebrating Hirohito’s birthday.

The Army Finance officer had 2,000,000.00 in Philippine bills stuck in his shirt,

I had hopes of rest at last. The six or seven hours rest in the past three nights with all the flight hours made me numb, However, there was work to be done so we pitched in and got the plane camouflaged.

“Photo Joe" was buzzing around the far end of the lake apparently looking for our planes on the field at Del Monte. The Moro is an excellent scout. He can spot a plane and hear one long before a white man can. We were told that Jap planes were coming. Investigation proved them to be minding their own business as they glided down over the hill separating us from Malabang where there was an airfield but that was 17 miles away.

In spite of our brilliantly dressed spectators – the Moro’s – we were able to get some rest and a little sleep – again very little because before long the Datu or native governor came with a procession of his official family. The chattering stopped and all hands sensed a troubled atmosphere. The Datu, a Mohammedan who had been to Mecca, wore a different colored fez and a .45 on his belt. Only certain Filipinos with political connections are allowed firearms in normal times, He could speak no English so we used an interpreter who could speak some pidgeon English. It seemed the whole village was going to have to move. We asked why. No trees to furnish food, no beetlenut to chew. What do you mean, there are no trees? After much questioning. we determined that some native – not sympathetic to our cause, had passed the word that we were going to cut all the trees on the island to cover our plane with. This was a serious blow – if true – to these people because it meant the loss of most of their food and clothing. We explained at length that we were in no way going to bother their island except to cut enough brush to keep the Japs from finding our planes. They then requested that we cut no coconut, banana trees or beetlenut bushes which we readily agreed too. To cut a beetlenut bush is as serious to a Moro as our cutting down valuable fruit trees. We had our diplomatic mission well under control and had passed around American cigarettes, then worth 25 cents each or about $2,00 a pack in that country, when some ambitious sailor lad came strolling along with another load of brush to cover the plane – Yes, you guessed it – beetlenut. Well the show started all over but finally we convinced the Datu that the sailor had meant no harm and did not know what he was cutting.

About 1500, the passengers assembled and a few preliminary instructions were issued, The plane had been refueled and reloaded and was all ready to go. DEEDE had been notified that takeoff time was 1830. We had heard DEEDE’s engines start and knew that he was impatiently waiting for us to taxi out for take off. Tragedy had struck. The wind was on our tail and the only way to get the plane nose away from the beach was by means of two available boats. One a huge outrigger Moro boat with a single cylinder engine and a small launch with a similar engine. We found that the launch had broken down so we were forced to attempt the use of one boat to pull us away from the beach. The "skipper" was a native who could not understand English and had a very unwieldy boat to handle in the wind.

After making about 20 passes we finally got a line to him and he started to pull his feeble tug. The plane moved so bow lines were slacked and the plane continued back until the lines reached the bitter end. We cast off all bow lines and continued back a few feet when a gust of wind stopped all motion. The plane started drifting, The boat was of no help now because he could not turn so we cut the line. Plane crew sprang to the wings to ward off overhanging limbs. I had hoped to drift past the island because I would then be in the clear to start my engine but fate had other ideas. About that time there was a rending sound as the hull struck a submerged coal reef. Water came pouring in. Some of the passengers put blankets over the holes and stood on them. I started the motors as the plane pivoted into the wind and started to taxi. Word came forward that we were taking water fast and not try to take off. I headed back to the beach and landed. DEEDE took Off soon after this mishap and was circling above wondering about the delay. I tried to raise him on the voice transmitter but his receiver was out so I got out the signal lamp and signaled – go on, go on. He sent back acknowledgment and departed. It was an empty feeling to see him disappear over the trees headed for safety.

Much valuable time was lost in unloading the plane so that we could work. Water poured in fast,, soon covering the bunks. Watertight hatches were closed as stripping the plane continued. I first removed the radio gear hoping it might prove valuable because the plane was sinking so fast there seemed no hope of saving it. As soon as most of the gear was out of the plane we lashed some empty gas drums to the tail of the plane to help give it buoyancy. The bow and port wing rested on the beach but the tail and starboard wing were in deep water. There was a raft made of empty gas drums which we pushed around under the starboard wing, then stood other drums on end to bring it to rest under the wing of the plane. By now it was 2200 and my crew was all in. I told them to get some rest and called for four volunteers.

Four soldiers did the finest piece of ordinary labor I have ever witnessed. I sincerely regret I do not know who they are so that they might be properly commended. One lad kept diving and running his hands over the hull to locate the holes. Another went inside the plane and climbed under water until he had located most of the holes, One was a huge caved in area about two feet square in one compartment and another compartment had a large section of the chine caved in. Marine glue plastered on muslin was pasted over the smaller holes and bailing started in one compartment. An air corps officer went after a small engine driven water pump. When the water pump arrived and was put into immediate use. Many attempts were made to cover the large hole but none worked.

The hole was too large. Bailing and pumping in the waist compartment seemed to be making headway, Water had been within an :inch of flooding over the blister but it was now receding ever so slowly. The water was leaking through the so-called water tight door and filling the navigation compartment. We found another hole – a smaller one in the waist hatch which we were able to stop with muslin. Slowly – ever so slowly, the plane rose in spite of the water running into the navigation compartment forward. All leaks had been stopped aft and that one water tight area was able to keep the tail of the plane afloat.

Just before dawn we stopped work and watched the waterline on the plexiglass of the blister. The plane was not sinking. One man was posted aboard to watch while we wearily stumbled ashore to collapse in our wet clothes on the ground. It was not for long though. Captain McGuigan – one of my passengers arrived with Comdr, Bridgett and were surprised to see the plane still afloat. On his way to the plane Capt. McGuigan had commandeered an automobile with two speeds – reverse and second. He had sent some Air Corps people to hunt up another engine driven pump (which never arrived). He had brought along a native carpenter and tools and any patching material he could find. Comdr. Bridgett stated that arrangements were being made for a B-17 to fly up to Del Monte and pick up the party. Comdr. Bridgett asked me what my opinion was regards the chances of flying our plane. My reply was that "as long as she still floats we have a chance". He said, “very well, go to it and if the plane is not O.K. by the time the B-17 comes, we’ll send for you sink the plane and ride with the Army".

We started the pump and a bucket brigade. Water was four feet deep in the compartments, The Navigation table was under water. No temporary patch would hold the water out of the big hole. Finally a blanket was worked around the plane by means of long lines and pulled over the hole. As bailing progressed the water pressure pressed the blanket over the hole and stopped the leak. It took two hours to got all the water out so we could work. I put in part of a wooden patch but saw that it was too weak. I found out that Capt, McGuigan was a Naval construction officer as well as an experienced salvage officer. After explaining briefly aircraft constructions he turned to in the bottom of the plane and got a patch over the hole. We removed the blanket and water poured in. Again we got the blanket on and removed all our hard earned efforts. We finally had to cut down a tree and cut it to a shape which would fit between the stringers to cover the hole and strengthen the hull sufficiently to stand the water forces. We left the blanket on. Again we loaded the plane and by this time it was about 1600, I was about dead from lack of sleep. It was certainly an act of Divine Providence that sent Capt. McGuigan along to keep us afloat. He worked naked in the bottom of a greasy, slimy hull half covered with marine glue for six long disappointing hours. I had heard that he had been recommended for a Silver Star for his efforts in saving the plane. I certainly think it deserving without his help it might have been a different story,

The passengers loaded aboard were:

Capt. J. L. McGuiga n, USN

Ens. R.E. Hofmann (SC), USN

M. W. Hancock CMM – Bulkeley's Motor Torpedo Boat Captain

C. C. Richardson, CMM – Bulkeley's Motor Torpedo Boat Squadron

J.X. Balog, CphM – Bulkeley's Motor Torpedo Boat Squadron

J. Lawless, MMlc – Bulkeley's Motor Torpedo Boat Squadron

C.C. Beckner, PhM2c – Bulkeley's Motor Torpedo Boat Squadron

3 U.S. Army soldiers

There was no wind so we towed the plane clear from shore, pushed the brush from the wings and tail and started the engines. As the plane started forward the blanket lost its suction and water started pouring in. A bailing party took over. Word was passed to me that we were taking on water fast. With cold engines, I used full throttle on one of the longest runs of my life. We were forced to take off heading into a mountain. Slowly, I could feel the plane get on the step. I could not wait to fly the plane off as the shore was approaching fast. I pulled it off the water and staggered through the air gradually picking up speed. We were airborne but we faced two dangers. The aircraft was very unstable due to the several thousand pounds of water in the hull and continued to stagger through the air until we could let it drain out. The Japanese aircraft operating locally were not friendly. In the interests of safety we headed for storm clouds on the East side of the lake and skirted along through them until we finally could get some altitude and clear the island.

We followed the same track home – landing in Darwin the next morning. After take off the entire patch was again removed and replaced by a stronger installation, The plane bounced three times on landing probably the poorest landing of my life but the patch held.

The crew went ashore while the passengers bailed. We had a hot breakfast which helped to make up for the six nights of practically no sleep. We refueled and took off immediately for Perth but this time we were in no mood to fly around the edge of land but took a bee-line for Perth, 1400 miles away. We arrived at 0130 in the morning and signaled by blinker that our hull was in bad shape. We landed and taxied up on a sand beach. DEEDE had arrived O.K. but no B-17 had gone up because none were available that could fly. This disappointing news removed any elation we may, have felt coincident to our return.

Summary

Total trip distance 7000 miles

Distance flown in Jap territory 3900 miles

Distance flown without guns 1000 miles

Elapsed time for plane #7 5 ½ days

Elapsed time for plane #1 6 ½ days

Time in Jap territory for plane #7 1 ½ days

Time in Jap territory for plane #1 2 ½ days

The physical requirements were so rigorous as to preclude any relief from combat station during flight and little rest when on the water.

The flight personnel were awarded the Silver Star medal for this flight – the citation as follows:

For gallantry in action during an aerial. flight from Australia to the Philippine Islands and return, from April 27, 1942 to May 3, 1942. These officers and men executed, with marked skill and coolness an important mission in the face of greatly superior enemy forces. With reduced crews, and with guns removed from the planes to lighten the load, they delivered to the besieged garrison of Corregidor essential medicines and other military supplies and on the return trip brought out members of the garrison. Their action in flying their unprotected planes through an area filled with hostile aviation, to a place repeatedly subjected to heavy aerial attack showed high courage,

By command of General MacARTHUR:

R. K. SUTHERLAND,

Major General, General Staff Corps..

Chief of Staff

OFFICIAL:

B. M. FITCH,

Colonel, Adjutant General’s Department,

Adjutant General

PATROL SQUADRON ONE HUNDRED ONE

VP-101/P15 /wsj October 9, 1942.

From: The Commander Patrol Squadron 101.

To: The Commander Patrol Wing TEN.

Subject: Awards -- Recommendations for.

Reference: (a) ComTaskFor 51 ltr FF6/P15/(05-0809) of Sept. 30, 1942

1. In compliance with reference (a), the following recommendations for the recognition of services rendered by officers and men who have not been previously rewarded, are submitted herewith:

(a) Medal of Honor to Lieut. Comdr. E. T. Neale, USN Lieut(jg) Leroy C. Deede, A-V(N), USNR (Deceased), plus their entire crews for ferry flight to Manila Bay, Philippine Islands during the period April 27, 1942 to May 3, 1942, for the purpose of delivering medicinal supplies to and the evacuation of certain personnel from Corrigedor.

FLIGHT ORGANIZATION

PBY-5 No, 2446

Lieut-Commander Edgar T. Neale, USN (In-command).

Lieutenant Thomas F. Pollock, USN

BOUNS, Dave W. 375-57-45, CAP(AA), USN

FERRARA Mario, 201-53-33, ACMM(AA), USN

CASSETT, Leroy, 359-93-29) ARM1c, USN

DONOHUE, Harold F. 403-87-45, ARM2c, V-3, USNR

DREXL, Wilber F. 401-42-45, AMM1c, USN

PBY-5 No. 2411

Lieut(jg) Leroy C. Deede, A-V(N), USNR (Deceased)

Lieutenant William V. Gough, A-V(N) USNR

EDDY, Wallace D., 204-39-29, CAP(PA), USN

GRAIN, Max A., 355-85-94, AMM1c, USN

LOHR, Harold C., 337-15-08, AMM1c, USN

BEDFORD, Edward W., 382-05-53, ARM1c, USN

KELLY, Winsor F., 385-87-28, ARM3c, USN

For this flight, General MacArthur awarded the Silver Star Medal (Army) with the following citation:

"For gallantry in action during an aerial flight from Australia to the Philippine Islands and return, from April 27, 1942 to May 3, 1942. These officers and men executed with marked skill and coolness, and important mission in the face of greatly superior enemy forces. With reduced crews and with guns removed from the planes to lighten the load, they delivered to the besieged garrison of Corregidor essential medicines and other military supplies and on return trip brought out members of the garison. Their action in flying their unprotected planes through an area filled with hostile aviation, to a place repeatedly subjected to heavy aerial attack showed high courage."

(b) Distinguished Flying Cross to all personnel involved in flight from Darwin, Australia to the Island of Timor on May 24, 1942, for the purpose of evacuating wounded Australian personnel from that island. The Island of Timor having been occupied by Japanese forces since February, 1942.

PBY-5 No. 2411

Lieutenant Thomas H. Moorer, USN (In command)

Lieutenant(jg) Charles 0. Peters, A-V(N), USNR

Ensign Rowland E. Walker, USN

McELREATH, Edgar L., 272-23-03, AMM2c, USN

BERINGER, Theodore, 368-45-69., AMM2c., USN

KEY, Raymord A., 407-42-57., ARM3c, USN

RYAN, Edward R., 400-94-.82, ARM3c., V-3, USNR

(c) Navy and Marine Corps Medal to all personnel involved in flight from Darwin, Australia to Bernard Kamp, Datch New Guinea on August 21, 1942, for purpose of evacuating Dutch Personnel from the interior of New Guinea to Makauke., Dutch New Guinea.

PBY-5, No. 2428.

Lieutenant Clarence A. Keller,. Jr., USN (In command)

Lieutenant (jg) Charles 0. Peters, A-V(N), USNR

Machinist, George W. Webber, U.S. Navy

HOWELL, Charles N. 271-96-77 ACMM(PA), USN

NEWTON, Edmund J., 300-02-07) AMM1c, USN

BEDFORD, Edward W., 382-05-53, ARM1c, USN

YEOMANS, Arthur F., 403-67-95, ARM2c, V-3, USNR

Personnel involved in this flight were commended by the Commander Southwest Pacific Forces with the following citation:

"The expeditious and efficient manner in which the Bernard-Kamp mission was carried out is a source of pride to the Commander U.S. Naval Forces, Southwest Pacific Area. Lieutenant Clarence A. Keller, U.S. Navy, and his flight crew are commended for the performance of this duty, and are congratulated upon their successful completion of a difficult and hazardous mission.'

D. G. DONAHO

****O****

243 West Lime Ave

Monrovia, CA. (0016-2714

29 January 1999

To the Army Air Corps People who helped save the PBY

I have recently been in contact with people who served on Mindanao with the guerilla forces and helped with servicing my PBY at Lake Lanao and more importantly helped to save the plane. I would like to get the Army story of their assistance. The time schedule of the events follow:

1000 27 April 1942 – Perth to Shark Bay 400 miles 1800 take off to Darwin 1200 miles. Weather little sleep.

0630 am 28 April Darwin Lcdr. Neale checked gas at Lake Lanao Got recognition light signals at Lanao. We anchored up the bay but got little rest-due to bugs and having to move anchorages. Temperature 105 deg

1500 28 April back to Darwin, loaded gear and gas

1630 28 April took off for Lake Lanao 1350 miles weather no rest.

0430 Arrived Lake Lanao observed the coded flashlight signal that we were with friends. Answered the code given me and landed. Army men helped cover plane and gas plane. Moros showed up and did not help with getting rest and sleep.

1845 the two PBYs ready to go Deede was tailed into beach and needed no boat . I was nosed into beach because of trees that would damage tail. Two boats came out and pulled me clear. Departed for Corregidor. Flew mostly on instruments. Corregidor clear. Landed about 1130 pm, unloaded gear, loaded passengers and returned to Lake Lanao about 430 am. Not much sleep.

1500 30 April passengers loaded. Only one ancient underpowered boat showed up. Could not maneuver to get a line. Finally did. Could not pull the plane and it ended on the rocks. Passengers to Del Monte to go out on B-17 – never happened.

THE LONG NIGHT TRIAL

Airmen helped to get the plane covered with brush and to get empty 50 gallon drums under the starboard wing and tail to keep the plane afloat. Army man (Mitsos) and others? Dove under plane to find holes. I had some muslin and marine glue which they put over the smaller holes but the large v shaped hole was too big. About daylight the plane was not sinking but water was within an inch of the top of the after blister.

Cdr. Bridget, Lcdr. Meale and Captain McGuigan USN showed up with some gear to help patch the plane and with a motor driven water pump. Bailing and pumping water not too successful

No real progress was made in getting the water out until some of the army men helped to get a blanket over the holes in the hull to act like a crash mat. This slowed tfie water intake to nearly zero.

A patch was put over the holes from the inside of the plane but when the blanket was removed the patch on the big hole leaked and it all had to be taken out and another stronger patch installed.

A small tree was cut down and wedged in betwiin the stringers to hold the patch in place. This seemed to be ok but when we were warming up the engines the patch leaked and an emergency take off made with cold engines. This time we had a boat that would tow the plane.

STOW AWAYS

There were three stow aways on board. One army man that had been working to save the plane approached me and begged to be taken out on the plane. I told him that I was the patrol plane commander but that Lcdr. Neale was on overall charge of the mission. I told him that I certainly had no objections but when he approached Lcdr. Neale he got a rough no!! He approached my plane captain (crew chief) – I found out only a few weeks ago, with tears in his eyes asking to get out. Chief Ferrara could not refuse him and arranged to get him aboard. I never found out who in the crew helped the other two army men to stow aboard. I never asked I did not want to know. They were the men who should have been taken out.

Why did Lcdr. Neale refuse the army man?

When I was with the navy infantry battalion in Bataan the Navy pilots and 12 Army pilots were ordered to sail out. On the submarine Seawolf – by name ordered from Melbourne.

Macarthur had said that the PTt boat men would be rescued.

Lcdr. Neale spent time at Del Monte Air Base. He may have received orders to take out PT boat men. He had a temper and I think that he was mad at the Army for not authorizing the men who helped save the plane to go out. I will never know the answer.

Commander Bridget felt that the Navy had a responsibility to see that the passengers got a ride on a B-17 to Australia and had a message sent for a plane that never arrived. He sacrificed his life in doing this as he died on a prison ship enroute to Japan.

Incidentally, the take off with water coming in the plane was a marginal operation. I had to pull the plane off of the water before getting adequate flying speed and hung on the props for as long as it took to get some flying speed. A turn was necessary as we were headed for a mountain and I assure you it was a gentle turn as the plane was near stalling speed. If I had all of the original passengers aboard I would have never made it out.

QUESTIONS

I would like to get your stories about what you army men did to save the plane and my skin — and combine that information to my story of the flight. You were the unsung heroes of that operation.

After 40 hours of flying in the last three days with little rest the crew was pretty well shot and fresh hands were important.

Who were the three stow aways?

Who were all of the men that worked with the plane--pumping gasoline--covering plane with brush – put empty gas drums under starboard wing and tail – dove under injured plane (Mitos and ?) Helped bail – get blanket around under hull – etc.

How did the gas get to the island?

Who were the drivers from the motor pool that moved the passengers to Del Monte and moved supplies to fix the plane?

Who manned machine guns in the area of Lt jg Deede’s plane?

Who put the muslin and marine glue on the holes -- Mitsos ?

I think that your story should be told. You were responsible for getting 17 men to Australia – including me! The best way to thank you is to get the story written up. Any help appreciated.

Sincerely

Thomas F. Pollock

***O***

ARRIVAL AT LAKE LANOA

Lcdr. E.T. Neale USN was in charge of the flight of the two PBYs that made the flight to Corregidor. He had made arrangements at Melbourne or at Darwin for light signals to be flashed from the lake when we arrived about 4:30 a.m. to assure us that it was in friendly hands. I do not remember the code but it was a code signal. The lake was above sea level perhaps as much as 600 meters so I entered the area at safe altitude. I saw the proper recognition signal that the area was in friendly hands. I do not remember answering the signal but it would have been against all regular proceedures to not answer. Tom Mitsos and a Navy man was in a boat and flashed the light but the Navy man Grover did not see a reply. The night was black as black. I could make out the islands in the lake but could not tell where the water was below me so made a standard power approach and landed. The boat with Mitsos and Glover led me to the island to moor the plane. There were 14 Army men under Sgt. Jenkins to assist. There were trees hanging out over the water so it was necessary to nose the plane in rather than tail it in. Our crewmen heaved a line ashore and the Army men secured it to a tree. Some one had thoughtfully provided some old tires which were used to provide bumpers to protect the bow from the rocky shore. The Port wing was drawn up to the shore and secured. the Starboard wing was over the water as was the tail section.

Our crews had flown 30 hour in the last two days with out much rest at Darwin. The Army men turned too and helped get brush to cover the plane and pumped gasoline into the plane from 50 gallon drums, perhaps about 30 drums. There was a Japanese Battalion moving in about 20 miles away and enemy aircraft operating about 30 miles away.

CORREGIDOR AND RETURN

The take off from Lake Lanao was planned so that we could reach Corregidor about midnight. We had weather along the route but it was clear at Corregidor. Deede flew on the exhaust of my engines because we could not safely use lights. We landed at Corregidor about 11:30 p.m., unloaded freight and loaded passengers landing back at Lake Lanao in the early morning. We made the island as before, nosing into the rocks. The passengers consisting of an Army General and wife , ten Army nurses and other people. The Army Air Corps men were surprised to see the nurses come climbing out of the nose gunners hatch of the plane. It was the first white women they had seen for some time. They were taken to the mainland for safety reasons. The plane was fuelled and covered with brush during the day to keep it hid from the Japanese. There was little rest as Moro Datu showed up with his bolo wielding crew and was unhappy because some one had reported that we were going to cut down all of the trees and bushes on theb island.

That evening when we were ready to leave only one under powered boat showed up instead of the two the night before. It was difficult to communicate with the native skipper and he had trouble getting the unwieldy craft into position to take a line. When the line was connected he pulled and pulled and nothing happened. Finally the plane started to move slowly aft. I waited until it had reached the end of our lines to the beach and ordered the beach crew to cast off. It was a mistake. A gust of wind hit the plane. Forward motion stopped and the plane begin drifting to starboard. It hit some unknown submerged rocks with a grinding noise. I started the engines swung clear of the island and poured on full gun with cold engines. I immediately got word over the intercom that we were sinking and made the beach, unloaded the passengers and the salvage operation began. All gear was stripped from the plane. The radio gear was important in the event we did not get in the air. The 50 Caliber guns were nice to have in enemy country.

Now the problem began to find the holes in the hull. Tom Mitsos and another man dove under the plane, then two more and then two more. A large hole was found and two smaller holes. Before this, happened the Army men lashed a bunch of empty 50 gallon drums to form a float and worked one float under the tail and another under the starboard wing which was over deep water. They started bailing but as it turned out they were wasting their efforts because the water had not been stopped coming in the plane. We watched the water rise in the plane to cover the navigation table and come up on the after gun blisters. It finally stopped as the water was about one inch from the top of the blister. Watching it for a while it seemed to have stopped so I lay down for a while with one of the Army men watching the water level and advised to warn me if it went any lower. It did not and after a while it became daylight and CDR. Bridget, LCDR. E.T. Neale and Capt. McGuigan USN arrived. I was asked if I could save the plane and I said that as long as it was afloat we had a chance. He said he had sent for a B-17 (which never arrived) to take the people out and if I could not save the plane to take it out in the lake and sink it and fly out with the Army.

From a previous experience in the Philippines in getting a small hole in my plane, I had insisted on having some marine glue and muslin aboard. In the entire city of Perth only a pint of glue could be found and I had asked for a quart. Some one tried to cover the large hole with muslin but it would not work. It did work in the smaller holes. Some of the Army men worked a blanket around the hull of the plane with a lot of difficulty but it was finally in place acting like a crash mat that ships were known tp use when they had a hole in their hulls. This was a success as now the Army men turned too bailing. An engine driven water pump arrived and helped until it threw a rod. Eventually the thousands of gallons of water was bailed out and the grimy job of making a patch inside the plane began. Captain McGuigan observed that the long hours of flying without decent rest had taken it’s toll. He said "You are shot, I am a Naval Constructor but do not know anything about an airplane. Show me what to do. My crew were exhausted, I was exhausted and it would have been impossible for them to do all of that work of hand pumping 1500 gallons of gasoline into the plane and bail a few thousand gallons of water out of the plane. The Army men would bail like fury as long as they could and then be relieved

by others.

Capt. McGuigan and I stripped off our clothes and spent the next hours working to get the holes patched. He had brought pieces of plywood some ancient tools and a determination to fix the plane.

****

LTCOL. W.W. FERTIG USA AND THE MINDINAO GUERRILLAS

LtCol Fertig was a passenger on Ltjg. Deede"s plane . He was to become the commander of all Guerrellas on Mindinao at a future time. He would be in command of Army, Army Air Corps people, Navy PT boat survivors and a few Marines which would have an important part to play in providing intelligence information to the Army as they moved north to land at Leyte and to provide information on major Japanese warship movements that gave out submarines information that resulted in many sinkings of combat ships and transports. Equally, or perhaps more important, the coast watchers reported the movement of the Japanese flotilla moving out of San Bernardino straits which the U.S. Navy clobbered in the battle that followed.

There are two things of interest to the people on Flight Gridiron. The plane took L/Col. Fertig to Lake Lanao and L/Col. Fertig sent a letter to his wife on that plane which would have bearing on attaining radio communications between the people on Mindinao and MacArthurs headquarters in Melbourne.

The first year was very grim for the forces on Mindinao and the next three years were not much better. There was seldom enough food, ammunition was scarce as were guns to shoot. In addition to living under starving conditions these men were subject to tropical diseases such as malaria, dysentery, festering skin ulcers and other tropical diseases unknown to our medical people. The men were subjected to attacks of thousands of leeches that sucked their limited blood, bites of bugs and on occasion wounds that would not heal because there was no medicines available.

The Mindinao radio net, probably the most important part the forces on Mindanao, played in the outcome of the march to Tokyo was in establishing a radio net and eventually establishing communications with the MacArthur headquarters in Melbourne. Later coast watcher nets were set up to replace the couriers that traveled days to pass intelligence. Troop movements were important information to the army. Movements of ships were important to the naval submarine force and to the our carrier forces at sea.

It was a long story with many complications.

Some one of the guerrilla forces had a course in radio and scrounged around until he had enough parts to make a transmitter of sorts. It was a broad band signal that covered many kilocycles but it emitted signals. They put it on the air and eventually the signal was picked up at Navy radio San Francisco. It interfered with the regular transmitting frequencies and the operators thought that it was the Japanese trying to jam their signals.

Now some interesting things happened. The Japanese propoganda people broadcast a report that L/Col. Fertig had been killed in order to impress the Filippinos. Mrs. Fertig had received the letter from her husband that I had flown from Lake Lanao. It stated that he had eaten pineapples for breakfast, that told her that he was at Del Monte plantation on Mindanao because that was the only place in the Philippines that grew Pineapples. She contacted the war department and an intelligence officer visited her. He disbelieved that she could get a letter but was finally convinced and swore Mrs Fertig to secrecy.

Over a three or four month period three men from Mindiinao sailed a boat to Australia and made the coast of Australia in a beaten down bearded condition which gave them some problems convincing the people that they had come from Mindanao but they convinced the intelligence people that the radio station was authentic but provided a code that could confirm their statements. Things began to move.

Many of the enlisted men were given temporary commissions in the guerrilla forces and others promoted to non-commissioned officers.

Several of the men who helped save the PBY became expert radio station men transmitting, but more importantly coding and de-coding messages. Lt. Tom Mitsos, Lt. Beverly (Ben) Ferrens ---- what others?

The communications story is a saga within itself but the summary of accomplishments was that they kept Melbourne advised of all Japanese troop movements, notified the submarines where they could sink enemy ships and the fast carrier task forces where the enemy forces were. When they reported the Japanese flotilla with carriers, transiting San Bernardino Straits headed for the Mariannas our Navy was prepared and clobbered the important ships. When the admiral in command sent a “well done" to the barefoot, shabbily dressed coast watcher named Gerald Chapman suffering from beri beri malaria and a few other tropical deseases sat on a lonely sea cliff overlooking San Bernardino straits in near collapse.. Through his foggy mental condition he was immediately alert. He picked up his binoculars and spotted the flotilla that split up and some went throught the strait. He stumbled to his radio shack and made the report which traveled to all commands in the pacific. He then picked up some cold rice and had his meal. The Navy clobbered the enemy task force because they knew where they were, when they would contact them and how many there were. The admiral of our fleet radioed a "well done" to our guerrillas on Mindanao which was a real morale builder for these troops that had given so much under very adverse circumstances.

***O***

Thomas Mitsos

5706 Dalton Court

New Port Richey, FL, 34655-1231

March 12, 1999

Thomas Pollock

243 W. Lime Ave.

Monrovia, CA 91016-2714

Dear Tom,

I am sorry I haven't answered your letter sooner, but I was waiting to hear from Lyle Knudson, just so I could get a few points cleared up.

First, I will answer all of your questions on page 3 of your letter of 29 January 1999.

1. Who were the three stowaways?

A. Thomas E. Higginson

B. Russel E. Kern

C. John J. McClurg

I received these names from Ben Farrens, 14th Bomb Sqdn.

2. Here is a list of the eleven men from the 30th Bomb Sqdn. on island in Lake Lanao. Six of them (*) worked on PBY-1 plane. Not sure of the other five.

A. SGT. George M. Jenkins, 6277802

B. PFC. Robert E. Debord, 6529393

C*. CPL. Harold D, Martin, 6915731

D*. CPL. Thomas Mitsos, 6914252

E. CPL. James J. Nangle, 6914198

F*. PFC. Lowell E. Pursell, 6577783

G. PFC. Samuel G. Ramey, 6296247

H. PVT. John W. Thompson, 6583137

I*. PVT. Lyle G. Knudson, 19010193

J*. PFC. Warren R. Kiens, 19051356

K*. PVT. Ernest G. Moser, 19050541

3. The following seven men were also on the island, but they were from the 14th Bomb Sqdn. I received these names from Ben Farrens.

A. Beverly P. Farrens, 6953548

B. William Knortz 6909312

C. Leonard Lecouvre 13009306

D. Nick Pociluyko 7021439

E. Earl Cook 6151409

F. James Garland 7003222

G. Henry Quick 7000775

H. Thomas E. Higginson 6581055

I. Russel E. Kern 13000523

J. John J. McClurg 6937194

4. How did the gas get to the island?

ANS: I don't know, it was already out there when we arrived.

5. Who were the drivers from the motor pool that moved the passengers to Del Monte and moved supplies to fix the plane?

ANS: I don't know.

6. Who manned the machine guns in the area of LT JG Deede's plane?

ANS: I don't know-I was on the island for four days or in the barota. I left the island only to go and eat. William Johnson, radio operator, USN and James Smith, 30th Bomb Sqdn were manning a pair of fifties on top of Signal Hill near Dansalan. This is the hill you would have run into, had you not made your slow turn. These guns were obtained from the PT-41 boat. There was a second pair of fifties that were also removed and were probably mounted near Deede's plane area.

7. Who put the muslin and marine glue on the holes.

ANS: Martin and Mitsos worked underwater, trying to patch up the hole. After two minutes, we surfaced and a second pair dove under and did as much as they could for two minutes. After they surfaced, a third pair dove under and worked for two minutes. After the the third pair surfaced, then Martin and Mitsos dove under again. Each group worked under water 3 or 4 times before we got some patch in place. In the meantime, the rest of the guys were pumping water out and bailing water out of the plane.

8. Where did the repair parts come from?

ANS: The repair parts came from the motor pool at Keithley Barracks. John Lewis, Machinist Mate on the PT 35 boat, MTB-3, was put in charge of the motor pool. The parts he sent over were 2X4's, 1" planks, hammer, saw, screwdriver, nails, screws, wrenches, and pliers. Who delivered these parts, I don't know.

9. Who were the sailors that were in the island area?

ANS: Charles Beckner, Pharmacist Mate, PT 35 boat, MTB 3, was at Keithley Barracks, Dansalan prior to the PBY's coming in. There he treated Bill Johnson who had a bad case of malaria. Bill told me once, that he owed his life to Beckner. I don't know when Beckner came to the island, he was one of the fellows that bailed water out of the plane.

Dewit Glover, Quartermaster, PT Boats, Sqdn 3, was in the barota with Martin and Mitsos on April 29, 1942. Glover had an Aldis lamp and was the one that signaled your plane after you landed. If you answered our signal, we couldn't see it. Glover signaled two more times in Morse Code, still no response. By now, we were getting uptight, so Glover ordered me to open fire, but then he decided to yell at the plane. The response came from the starboard side and it was an American accent, we knew no Japanese could imitate it. It was either a southern drawl or a New England accent. I am sure glad we didn't open fire at your plane, for the starboard .50 caliber would have made mince meat out of us. What happened to Glover after that, I don't know. Martin and I were to meet him again at Keithley Barracks, the night of May 2, 1942. We would be together at Deishers Camp for six months along with five other PT boat sailors.

In regards to LT JG Deedes' PBY, there isn't too much I can tell you. I don't know where it went for refueling or who was on the .50 calibers near his plane. His plane was probably serviced by about twelve 14th Bomb Sqdn personnel. Maybe Ben Farrens can help you on this one. It's possible that three 30th Bomb Sqdn personnel may have been at Deede's plane. Jenkins, Thompson, and Ramey, I believe, were in the second barota (this is only a guess).

Just prior to the two planes taking off for Australia, I remember writing a letter to my mother and giving it to one of the nurses. My mother received my letter in June, 1942 along with a letter from a nurse from a northwestern state (maybe Idaho). Since all the nurses that were on LT JG Pollock's plane were taken prisoner and didn't get home until Sept. 1945, how did my letter get home in June, 1942. I know I never left the island while the planes were on Lake Lanao, so I couldn't have given this letter to any of the nurses on Deede’s plane unless they were on the island.

Here are the addresses of two of the sailors at Lake Lanao, and one Air Corp man.

John Lewis, PT Boats

1906 Dudley Street

Tex-Arkana, AR 71854-6342 1-870-773-0176

William H. Johnson, PT Boats

210 Maryland Ave.

St. Cloud, FL 32760 1-407-892-6360

Lyle G. Knudson, 30th Bomb Sqdn.

1411 Paramount Street

Pocatello, ID 83201

I just received your letter about arrival at Lake Lanao, Corregidor and return, stow aways, and Lt Col. W. W. Fertig.

I will elaborate a little more about messages that were sent and received prior to "The Mariannas Turkey Shoot."

About two days before the U.S. Navy was to attack Guam, Col. Fertig received a message from General MacArthur that went something like this:

MESSAGE: Admiral Spruance and the Task Force will attack Guam in June 1942. The U.S. Navy does not know the location of the Japanese task forces. It is imperative that you devote 100% effort to locate same.

The next day, Negros received a message from a Palawan watcher station, and then sent it to the Mindanao station, that a large Japanese task force was traveling north in the South China Sea. We received the message from Negros and relayed it to Australia. Gen. MacArthur sent a reply message saying that the U.S. Navy did not believe us and wanted to get confirmation before they would recognize the message as being factual. By this time, the Japanese had moved north near Mindoro. We received another message from southwest Luzon that a Japanese fleet was passing between Mindoro and Luzon heading east, towards the St. Bernardine Straits. This message was sent to Australia, and again we received another message from Gen. MacArthur saying that the Navy wanted to get confirmation from another source. By this time, the Japanese were passing Gerald Chapman's watcher station and this was relayed to Australia. Again they wanted confirmation, only this time, they sent some scout planes and a submarine to confirm our information. Result: The Mariannas Turkey Shoot.

During this three day period, we were all a nervous wreck. We did not know what we had to do to convince the U.S. Navy that this Japanese fleet was real and heading towards Guam.

There were two more times that we had a difficult time convincing the Navy that the Japanese Navy task forces were in the locations said. Each time they wanted confirmation, only this time a scout plane verified the Japanese position. They were the Sibuyan Sea Battle and the Samar Sea Battle.

It was after we got to Leyte that a Navy officer told us that they needed confirmation of each message to be sure the enemy fleet locations were not decoys. Makes sense – but in the meantime we were going out of our minds, trying to figure out how to get the Navy to believe us. Our greatest concern was that the Japanese planes might strike the first blow, thus increasing the number of U.S. casualties. Thank God this did not happen around Leyte and Mindoro. As you know, in the Sirigao Sea Battle, the U.S. lost three PT boats, one destroyer, and a third vessel. In this battle, the Japanese fleet was almost wiped out. I believe only one battleship and a couple of small ships escaped, all others were sunk.

Regards.

Yours Truly,

Tom