WORLD WAR II (THE BIG ONE)
1941 - 1945
In order to express my war time career, there has to be a point of beginning.
On December 7, 1941, I was visiting with my girlfriend in her home in Germantown, Pennsylvania. The radio was playing and then came an interruption. The Japanese attacked Pearl Harbor. President Franklin D. Roosevelt spoke to inform all of us that we are now at war. My mind turned flip flop as to my involvement in the war.
The country proceeded to establish draft boards. I registered as soon as possible. I expedited my involvement by trying to enlist in the Naval Air Force. My educational requirements were submitted, but I failed the physical, as my right eye was 25/20 in lieu of the passable 20/20. I was told to return in two weeks for a recheck. That same day I was accepted for Cadet Training in the US. Army Air Force to later become a pilot. The educational requirements and physicals were the same as the Navy. All of this took place on August 1943.
The pilot training classes were full; therefore, I had a choice of going to Fort Meade, Maryland or wait in civilian life until I was called. I chose the latter.
March of 1944 was called to active duty and sent to the Classification Center in Nashville, Tennessee. More tests and physicals were taken to qualify for pilot, bombardier or navigator. I spent my time exercising, drilling and visiting Vanderbilt University while waiting for the next preflight school to become available. That being said, I was sent for nine weeks to Preflight School in Santa Ana, California in May 1943. There were 48 of us in our class and only 38 made it to graduation. Upon graduation, we had a squadron party at the Ambassador Hotel. We all had individual starlets from Warner Brothers Studio. A gentleman from New York by the name of Blankenship had a connection with Warner Brothers, which made this possible. My starlet did not show up, so I ended up with Ms. California.
My further training was accomplished at Oxnard (Primary) and Lancaster, California (Intermediate) and then I was commissioned a Second Lieutenant at Phoenix Army Air Base in Phoenix, Arizona (January 1944).
My next move was to Colorado Air Force Base in Colorado Springs where I became familiar with the B-25 Airplane. I was then off to Greenville Army Air Base in South Carolina. Six of us that had been through our pilot training together became close. We picked our crew and commenced flying practice missions, which included long navigational trips, day and night. For example, we flew from Greenville to Richmond, Virginia; Greenville to Tulsa, etc. Bombing missions took top priority - low level flying. For example, we flew 20 feet over the ground performing bombing runs and our medium altitudes were 9,000 - 11,000 feet. We used Myrtle Beach quite often as a bombing range for these exercises. It was now time to leave the air base, since we have been in training for four months.
The latter part of May 1944 I departed by train to Savannah, Georgia. The purpose was to pick up a new B-25 and transport it to McClellan Air Force Base in Sacramento, California. We had to endure our stay at the Senator Hotel (individual rooms for Seven days) while on per diem, which was $7 per day that paid for our meals. Why seven days? It took that long to strip the airplane in order to make it lighter and then strap on additional tanks for gasoline, so we could fly to Hawaii. Our next move was to Hamilton Air Force Base in San Rafael, California for two days of training on flying tactics to Hawaii.
Two days later on June 6th we were given sealed orders to stop at Hickam Field in Hawaii. The day of departure we flew under the Golden Gate Bridge en route to Hawaii, I was hoping we could join the 7th Air Force, because they were stationed in Hawaii. No such luck.
We were then on our way to Townsville, Australia by the way of Christmas, Island, Canton Island. Fiji’s, New Caledonia and finally Brisbane, Australia. All our stops were for refueling. We spent three days in Townsville, Australia. For overseas and combat information, the meals were excellent; steak and eggs. Two days later we were sent by Liberty Boat to Port Moresby where we were assigned to the Personnel Processing Center at Port Moresday in New Guinea. The Center was huge. It had several acres of tents, chow lines and of course, administrative areas. The net impact was boredom, except for an evening movie. There was no leisure activity and only a limited library.
Our last assignment was to choose which squadron we would live and fly with. I had a choice of the 71st Squadron, #40, #822 or #823. Our crew decided on the 71st because that was our squadron number in Greenville. We are now officially under the guidance of the 5th Air Force - 38th Bombardment Group and 71st Air Force Squadron.
Finally, we left Port Moresby by jeep with our destination Nadzab, New Guinea. Upon arriving this was the 71st Squadron Headquarters. We were given a straw roof hut to live in. We soon got acquainted with squadron headquarters mess hall for so-called meals with the likes of powdered milk, dehydrated butter and potatoes, etc. Refrigeration was unheard of. Every day the meal was Australian bully beef with catsup, pancakes with syrup, and powdered eggs. When I left for overseas I weighed 174 and nine months later I weighed 156.
Within a few days I flew my first combat mission. It was to Rabaul Harbor. The Japanese Island was well fortified with Jap Soldiers and aircraft. We encountered a lot of flax which rocked my plane when it exploded nearby. The raid was successful, even though we lost Major Cheli of the 405th Squadron. Later it was learned that he was taken prisoner and killed in the Rabaul area. This was the beginning of my 43rd combat mission. Following this I completed two more visits to Rabaul with very little damage to my plane. I neglected to tell you the nick name
of our squadron was “Wolf Pack”, a green headed wolf with a red/orange tongue sticking out. This emblem was painted, on the nose of all planes (24) of the 71st Squadron.
The next mission included bombing air fields, ground installations, harbors and shipping. We liberated Morotai Island in the Celebes. My first mission was to bomb the area held by the Japanese, which turned out to be very successful.
The second strike was to strip the area so we could make room for a landing strip, which was a spring board to take over the Philippines. Detail is worth noting as I approached the island. We were at low level (20 feet above the ground) with my 50 caliber machine guns (five) blazing and before I knew it my plane was riddled with enemy fire. I felt my plane going down (I said, “No, not now!”). Luckily I was able to pull up and escape any further enemy fire. My co-pilot was hurt, so I gave him a shot of morphine to ease the pain. I received a lot of glass in my face and a good bit in my right shoulder. I noticed a Japanese shell long side of my leg. It fortunately turned out to be a dud. My entire crew received a Purple Heart.
After Morotai Island was secured, the Navy Sea-Bees built a beautiful air strip there. This enabled us to fly shorter missions. We had previously moved our unit to Biak in October 1944 and now to Morotai. The city of Cebu in the Philippines was without a doubt the heaviest stronghold the Japanese had. Namely due to plenty of planes and lots of soldiers, which were well protected.
My first mission was dropping 20-pound para-frags 20 feet apart with delayed fuses. My plane stood up well, despite the hits we took as we returned to base. My second mission was to Cebu where we were hard hit, which necessitated feathering our right engine. As a result of this, our engine on the left side used more gasoline. Therefore, we could not return to base. We always had an auxiliary landing strip available. We found it, landed and the underground picked us up and kept all of us well hidden. Japanese soldiers were all over the lot. They got the message to my headquarters; we were picked up and returned to base.
Next mission: Borneo from Morotai, a part of the Celebes Island. This was a medium bomb mission on the outskirts of Borneo at night and we were to bomb the Japanese Air Strip. Several other crews were on the same mission. We all returned safely around 2:00 am. After the usual briefing we got to sleep about 3:30 am.
As I cover my Air Force missions in the Pacific, Theater of Operations, please note there are no dates available, therefore I am using my memory for the months only from June 1944 to March 1945 - sorry.
My final and most dangerous mission from Cebu was as follows: As a group of 12 B-25’s we departed from Morbtai, our home base at approximately 6:00 am. It was a cloudy day and as soon as we reached flying altitude of 6,000 feet we broke formation to test fire our 50 caliber machine guns. We then rejoined our formation. To give you an example of formation flying; my plane was so close to the lead aircraft I could read his instrument. panel. We later saw Cebu in the distance. Our plan was to break formation and precede one plane at a time 20 seconds apart. They had a small mountain west of the city, which we used to hide us momentarily. It was now time to skip the mountain and dive toward their airport, which we calculated to be around 40 planes. My plane was flying 275 mph 20 feet over ground dropping 20 para-frag bombs with delayed fuses of 20 seconds before they detonated. This was for the benefit of planes following. I was using evasive action until my right engine was knocked out. Flying at this low of an altitude - there was nothing I could do, but ditch the plane in the Philippine seas
close to 300 feet from shore. We had to act quickly because a B-25 will last only about 20 seconds before it sinks. My co-pilot pushed a button which released a dinghy, so called life raft. The three of us (two pilots and navigator) climbed out onto the wing and jumped in the yellow dinghy. We had a can of shark repellent, which we dumped into the water (turned the water red). The Japs were constantly firing at us from shore. One of the surviving pilots saw our dilemma and called “May Day”. Within minutes a Navy PBY appeared (Air Sea Rescue), picked us up and returned us to our base. Needless to say, our hearts returned to normal. It was so good to see land again. Sad note: The gunner, engineer and radio operator in the tail section did not make it. Due to the results of the mission, our flight surgeon sent me to Sidney, Australia for R & R for a ten-day period.
It was now November 1944. Along with others we picked up a new 325 at Townsville, Australia and filed a flight plan for Mortai. It was dark when we crossed the mountains with a bright moon above and a cloud layer below. When we arrived over Mortai there wasn’t a light visible to assure us. We could not raise the tower on the radio.
I flew east until I was sure I was over the Huon Gulf. Finding a small hole in the clouds, I started my descent, keeping an eye on the walls of the hole and my instruments. Suddenly, I saw the moon in an unexpected angle over my right wing. I started to adjust my plane altitude by gut feeling. Almost instantly I felt the plane I increasing speed and losing altitude. I glanced back at the panel and realized I was in a left spiral and had to correct my altitude. I nailed my eyes to those instruments and everything soon came back to normal. We shortly found ourselves in clear skies and could see the ocean and coast by filtered moonlight.
In a few minutes, we were back over Mortai. We still could not raise the tower. I made a landing on the runway marked with very dim boundary lights. We taxied over near the tower and found a parking spot. Out of the darkness, a jeep came to us and carried us to a place where we could bunk for the night. Where were they when I called on the radio? I had filed a flight plan. I don’t think any of the rest of the crew ever knew how close we had come to disaster. No one ever mentioned it and they all flew missions with me later.
We were stationed on Mortai Island in mid-October 1944 with a few more missions to fly before moving on. Christmas Day was a quiet one except for my voluntary mission to Mindanao, a large island which makes up part of the Philippines islands. One plane only from the 38th Bomb Group with a full crew, objective was at a low level to drop thousands of surrender leaflets. I thought this would be a milk run until I returned to base. Upon examining the fuselage, I found many bullet holes. Amen - mission completed.
My final mission as it turned out was a medium altitude bombing of Borneo dropping 500 pound bombs. On my way home for some reason my gauge showed only a little gas. With this knowledge, it would be impossible to return to Mortai. The Army had just established a foot hold on Leyte that also while establishing a return of General D. Mac Arthur. They built a temporary landing strip, which I shall attempt to make. The situation called for making the B-25 lighter by dumping all guns on the inside, rid of the radio etc. We made the landing strip and taxied to a parking area. Upon leaving the plane air raid sirens went off. We were told to hit
a fox hole nearby. No sooner said than done, Japanese planes strafed the area including blowing up my aircraft.
The middle of January 1945 and we are located in Lingayen, Luzon. 1st Mission: Fly over the city of Manila and give support to Army Ground Forces fighting the Japanese Army to keep them out of the city. The US. Army called us to strafe their forces as they were leaving by truck and foot. I told the co-pilot to fly the plane as low as possible. Meanwhile, yours truly was in the nose firing away with a 50-caliber machine gun at all Japanese in sight. What a field day I had killing all I could see. I didn’t miss as my 50-caliber machine gun had tracers.
Target: Shipping, South China Sea
The low-level attack planes of the 38th Bomb Group played a primary role in sealing off the flow of raw materials from Borneo, the Netherlands East Indies and French Indo—China to Japan. This was “another routine mission”. 12 planes including mine took off from the strip along the beach at Lingayen. We were to intercept a small convoy (Japanese) moving along the China Coast to Japan. We soon sighted the barren coast of China. We were between Amoy and Swatow. Our formation turned south and then there they were; three ships headed north, two
freighters and a large destroyer cruised on the seaward side of the merchant ships. We then positioned ourselves to strike from land to sea. We dove down toward the cargo ships, the nearest one -- bomb bay doors were opened, two 1,000 pound bombs hung on their shackles ready to drop. Their eight to ten second delay fuses would allow enough time to penetrate the hull before exploding. Flying 300 mph we passed over the freighter and the first bomb was released, and then the second. The First bomb crashed into the cabin through it and across the deck, and then it knocked a life boat off its davits. The second bomb missed the ship completely.
My plane was now level skimming along at 300 indicated air speed. We raised our nose guns (50 caliber) to point directly at the deck of the Japanese warship. The Japanese replied with exploding guns, pressing the trigger button and our tracers worked their way from one end of the ship to the other.
But there was one large gun among those flashing on the stern of the ship which we never seemed to hit. It fired constantly with its blast of smoke directly at us. To our right was one of our planes right down on the water. The destroyer was throwing heavy shells at it. Just then we were hit. A 20-mm shell had passed beside the head of our tail gunner, through the fuselage and passed out of the plane an inch or two above my head. It had missed everyone.
We totaled four planes lost due to the mission. The final analysis the 38th Bomb Group sank two freighters. Unfortunately, we had not sunk the destroyer.
MY FINAL COMBAT MISSION
To determine whether or not one becomes eligible to cease all missions or “sorties”
and return to the states, it is determined by a point system. 100 or more points are
necessary, which is calculated as follows:
a. 2 points for every Combat Mission
b. 5 points for every Purple Heart
c. 5 points for every Air Medal
I had the points fortunately as follows:
43 Combat Mission (2 each) = 86
2 Purple Hearts (2 each) = 10
2 Air Medals (2 each) = 10
Distinguished Flying Cross = 5
Total: 111 Points
My final flight was to bomb factories on. Formosa. Just arrived for the mission was a new Sparkling B-25, not enough time to have it camouflaged. No pilot wanted to fly it, except Bill Genz who hails from Wisconsin. That morning he and I had coffee together. I told him he was foolish to fly it, as it stood out like a sore thumb.
We took off the following morning at 7:00 am for Formosa kept thinking en route, this is my last flight having already completed 42 - please God get me through my 43rd. As we approached the main land I looked to my right and about 200 yards below me was the Silver B-25 on fire and nose diving toward the water. My pilot friend and crew didn’t have a chance for survival. It could have been me.
Upon returning to Lingayen I was grounded until such time that orders would come from the 5th Air Force sending me home.
While waiting, I spent time reading Atrocities stories committed of course by the Japanese. I was requested to censor all enlisted men’s mail. Very interesting when a good part of the letters revealed that their wife’s or girlfriends would only get to see the ceiling in their bedrooms as soon as they got home.
Time went slowly while waiting for orders and finally they came by the end of March 1945. Flying home in early April we stopped at Hickam Field Air Force Base, Hawaii, where I had my first good meal in nine months. Next stop was Hamilton Air Force Base, San Rafael, California. I listened to the radio quite often. Tokyo Rose frequently told our Armed Forces “Your wife and girlfriend are home getting theirs. Are you getting yours?”
Here my records were updated all medals (DUC) Distinguished Unit Citations and Campaign Ribbons were issued, including the Philippine Liberation Medal.
DUC=Distinguished Unit Citations:
1. New Guinea -- June 1944
2. Leyte -- Philippines -- November 1944
a. Two mission over New Guinea against Japanese Airfields, Merchant
ships and naval vessels.
b. Moved to the Moluccas in October 1944 and bombed airfields, ground
installations, harbors and shipping in the Southern Philippines in support
of the US invasion of Leyte. Struck a large enemy convoy in Ormoc Bay
in November 1944 to prevent the landing of reinforcements. Awarded a
DUC for the mission.
c. After moving to the Philippines in January 1945 I supported U.S. ground
forces on Luzon, bombed industries on Formosa and attacked shipping
along the China Coast.
Campaigns:
a. China Defensive
b. Mismark Archipelago
c. Western Pacific
d. Leyte
e. Southern Philippines
f. China Offensive
Medals Received:
2 Purple Hearts
6 Air Medals
1 Philippines Liberation Medal
Distinguished Flying Cross
After all was said and done, I received delay in route orders to report to Claridge Hotel in Atlantic City for R&R by May 1, 1945, which allowed me two weeks at home on April 25, 1945.
Time spent at home with my parents, giving talks to Rotary Clubs, etc. Most of the time was spent with my girlfriend. I happened to be in the Reading terminal with my girlfriend when they announced on public speaker the war with Germany was I over; the station was in shock and joyful. I never had so many kisses and hugs. What a relief! I soon reported to the US. Army Air Force in Atlantic City and was given a private room in the Claridge Hotel.
There were lieutenants, captains, majors and colonels that were well represented as pilots, bombardiers and navigators from all Air Force Corps (8th Air Force, 7th Air Force, 13th Air Force and the 5th). The meals were excellent and entertainment was outstanding; exercise required was one hour per day. That was accomplished by walking on the boardwalk. Girls were plentiful.
The last two days were devoted to interviews to determine where your next assignment would be and why. My orders would read, “Effective immediately you are to report to Midland Army Air Base in Midland, Texas where your duties would be a Flight Instructor.”
Midland is a rich oil city where I would remain until the Japanese surrendered. That came in August and by the time I was to be discharged, which was early October 1945, I was separated from the service at Amarillo, Texas. I took a train to Philadelphia which included a two-day layover in Chicago. My parents were there to greet me, along with my brother who was discharged from the Navy wearing a Purple Heart.
My next step was to join an Air Force Reserve Unit. The unit was stationed at McGuire Air Force Base in Trenton, New Jersey. We met once a month for four days to sharpen our skills, etc. Once a year we spent two weeks active duty at Robins Air Force Base in Georgia. This went on for five years, and then we were called to active duty on June 1, 1951 for two years to help win the Korean War. Prior to the recall I was promoted to Captain.
My active duty assignment was with the Air Defense Command. My duties were to supervise Air Force Filter Centers stationed at Richmond, Virginia; Baltimore, Maryland; White Plains, New York and Hartford, Connecticut.
Occasionally I took a troop by carrier plane to Korea. My two years went quickly and before long I was back home in Haddonfield, New Jersey. The Air Force was a wonderful opportunity for me. I will never forget it. I just wish I had the time to write a book. There are a lot of mission details, including the other combat missions, the people, etc. To say the least, it was a very enjoyable two years.
One week later I was received with open arms by my employers Sun Oil Company.
P.S. My last plane ride in a military aircraft was at Selfridge Air Force Base in Mt. Clemens, Michigan. This was a courtesy ride.
May 2011 Capt. Bruce V. Hanson
On December 7, 1941, I was visiting with my girlfriend in her home in Germantown, Pennsylvania. The radio was playing and then came an interruption. The Japanese attacked Pearl Harbor. President Franklin D. Roosevelt spoke to inform all of us that we are now at war. My mind turned flip flop as to my involvement in the war.
The country proceeded to establish draft boards. I registered as soon as possible. I expedited my involvement by trying to enlist in the Naval Air Force. My educational requirements were submitted, but I failed the physical, as my right eye was 25/20 in lieu of the passable 20/20. I was told to return in two weeks for a recheck. That same day I was accepted for Cadet Training in the US. Army Air Force to later become a pilot. The educational requirements and physicals were the same as the Navy. All of this took place on August 1943.
The pilot training classes were full; therefore, I had a choice of going to Fort Meade, Maryland or wait in civilian life until I was called. I chose the latter.
March of 1944 was called to active duty and sent to the Classification Center in Nashville, Tennessee. More tests and physicals were taken to qualify for pilot, bombardier or navigator. I spent my time exercising, drilling and visiting Vanderbilt University while waiting for the next preflight school to become available. That being said, I was sent for nine weeks to Preflight School in Santa Ana, California in May 1943. There were 48 of us in our class and only 38 made it to graduation. Upon graduation, we had a squadron party at the Ambassador Hotel. We all had individual starlets from Warner Brothers Studio. A gentleman from New York by the name of Blankenship had a connection with Warner Brothers, which made this possible. My starlet did not show up, so I ended up with Ms. California.
My further training was accomplished at Oxnard (Primary) and Lancaster, California (Intermediate) and then I was commissioned a Second Lieutenant at Phoenix Army Air Base in Phoenix, Arizona (January 1944).
My next move was to Colorado Air Force Base in Colorado Springs where I became familiar with the B-25 Airplane. I was then off to Greenville Army Air Base in South Carolina. Six of us that had been through our pilot training together became close. We picked our crew and commenced flying practice missions, which included long navigational trips, day and night. For example, we flew from Greenville to Richmond, Virginia; Greenville to Tulsa, etc. Bombing missions took top priority - low level flying. For example, we flew 20 feet over the ground performing bombing runs and our medium altitudes were 9,000 - 11,000 feet. We used Myrtle Beach quite often as a bombing range for these exercises. It was now time to leave the air base, since we have been in training for four months.
The latter part of May 1944 I departed by train to Savannah, Georgia. The purpose was to pick up a new B-25 and transport it to McClellan Air Force Base in Sacramento, California. We had to endure our stay at the Senator Hotel (individual rooms for Seven days) while on per diem, which was $7 per day that paid for our meals. Why seven days? It took that long to strip the airplane in order to make it lighter and then strap on additional tanks for gasoline, so we could fly to Hawaii. Our next move was to Hamilton Air Force Base in San Rafael, California for two days of training on flying tactics to Hawaii.
Two days later on June 6th we were given sealed orders to stop at Hickam Field in Hawaii. The day of departure we flew under the Golden Gate Bridge en route to Hawaii, I was hoping we could join the 7th Air Force, because they were stationed in Hawaii. No such luck.
We were then on our way to Townsville, Australia by the way of Christmas, Island, Canton Island. Fiji’s, New Caledonia and finally Brisbane, Australia. All our stops were for refueling. We spent three days in Townsville, Australia. For overseas and combat information, the meals were excellent; steak and eggs. Two days later we were sent by Liberty Boat to Port Moresby where we were assigned to the Personnel Processing Center at Port Moresday in New Guinea. The Center was huge. It had several acres of tents, chow lines and of course, administrative areas. The net impact was boredom, except for an evening movie. There was no leisure activity and only a limited library.
Our last assignment was to choose which squadron we would live and fly with. I had a choice of the 71st Squadron, #40, #822 or #823. Our crew decided on the 71st because that was our squadron number in Greenville. We are now officially under the guidance of the 5th Air Force - 38th Bombardment Group and 71st Air Force Squadron.
Finally, we left Port Moresby by jeep with our destination Nadzab, New Guinea. Upon arriving this was the 71st Squadron Headquarters. We were given a straw roof hut to live in. We soon got acquainted with squadron headquarters mess hall for so-called meals with the likes of powdered milk, dehydrated butter and potatoes, etc. Refrigeration was unheard of. Every day the meal was Australian bully beef with catsup, pancakes with syrup, and powdered eggs. When I left for overseas I weighed 174 and nine months later I weighed 156.
Within a few days I flew my first combat mission. It was to Rabaul Harbor. The Japanese Island was well fortified with Jap Soldiers and aircraft. We encountered a lot of flax which rocked my plane when it exploded nearby. The raid was successful, even though we lost Major Cheli of the 405th Squadron. Later it was learned that he was taken prisoner and killed in the Rabaul area. This was the beginning of my 43rd combat mission. Following this I completed two more visits to Rabaul with very little damage to my plane. I neglected to tell you the nick name
of our squadron was “Wolf Pack”, a green headed wolf with a red/orange tongue sticking out. This emblem was painted, on the nose of all planes (24) of the 71st Squadron.
The next mission included bombing air fields, ground installations, harbors and shipping. We liberated Morotai Island in the Celebes. My first mission was to bomb the area held by the Japanese, which turned out to be very successful.
The second strike was to strip the area so we could make room for a landing strip, which was a spring board to take over the Philippines. Detail is worth noting as I approached the island. We were at low level (20 feet above the ground) with my 50 caliber machine guns (five) blazing and before I knew it my plane was riddled with enemy fire. I felt my plane going down (I said, “No, not now!”). Luckily I was able to pull up and escape any further enemy fire. My co-pilot was hurt, so I gave him a shot of morphine to ease the pain. I received a lot of glass in my face and a good bit in my right shoulder. I noticed a Japanese shell long side of my leg. It fortunately turned out to be a dud. My entire crew received a Purple Heart.
After Morotai Island was secured, the Navy Sea-Bees built a beautiful air strip there. This enabled us to fly shorter missions. We had previously moved our unit to Biak in October 1944 and now to Morotai. The city of Cebu in the Philippines was without a doubt the heaviest stronghold the Japanese had. Namely due to plenty of planes and lots of soldiers, which were well protected.
My first mission was dropping 20-pound para-frags 20 feet apart with delayed fuses. My plane stood up well, despite the hits we took as we returned to base. My second mission was to Cebu where we were hard hit, which necessitated feathering our right engine. As a result of this, our engine on the left side used more gasoline. Therefore, we could not return to base. We always had an auxiliary landing strip available. We found it, landed and the underground picked us up and kept all of us well hidden. Japanese soldiers were all over the lot. They got the message to my headquarters; we were picked up and returned to base.
Next mission: Borneo from Morotai, a part of the Celebes Island. This was a medium bomb mission on the outskirts of Borneo at night and we were to bomb the Japanese Air Strip. Several other crews were on the same mission. We all returned safely around 2:00 am. After the usual briefing we got to sleep about 3:30 am.
As I cover my Air Force missions in the Pacific, Theater of Operations, please note there are no dates available, therefore I am using my memory for the months only from June 1944 to March 1945 - sorry.
My final and most dangerous mission from Cebu was as follows: As a group of 12 B-25’s we departed from Morbtai, our home base at approximately 6:00 am. It was a cloudy day and as soon as we reached flying altitude of 6,000 feet we broke formation to test fire our 50 caliber machine guns. We then rejoined our formation. To give you an example of formation flying; my plane was so close to the lead aircraft I could read his instrument. panel. We later saw Cebu in the distance. Our plan was to break formation and precede one plane at a time 20 seconds apart. They had a small mountain west of the city, which we used to hide us momentarily. It was now time to skip the mountain and dive toward their airport, which we calculated to be around 40 planes. My plane was flying 275 mph 20 feet over ground dropping 20 para-frag bombs with delayed fuses of 20 seconds before they detonated. This was for the benefit of planes following. I was using evasive action until my right engine was knocked out. Flying at this low of an altitude - there was nothing I could do, but ditch the plane in the Philippine seas
close to 300 feet from shore. We had to act quickly because a B-25 will last only about 20 seconds before it sinks. My co-pilot pushed a button which released a dinghy, so called life raft. The three of us (two pilots and navigator) climbed out onto the wing and jumped in the yellow dinghy. We had a can of shark repellent, which we dumped into the water (turned the water red). The Japs were constantly firing at us from shore. One of the surviving pilots saw our dilemma and called “May Day”. Within minutes a Navy PBY appeared (Air Sea Rescue), picked us up and returned us to our base. Needless to say, our hearts returned to normal. It was so good to see land again. Sad note: The gunner, engineer and radio operator in the tail section did not make it. Due to the results of the mission, our flight surgeon sent me to Sidney, Australia for R & R for a ten-day period.
It was now November 1944. Along with others we picked up a new 325 at Townsville, Australia and filed a flight plan for Mortai. It was dark when we crossed the mountains with a bright moon above and a cloud layer below. When we arrived over Mortai there wasn’t a light visible to assure us. We could not raise the tower on the radio.
I flew east until I was sure I was over the Huon Gulf. Finding a small hole in the clouds, I started my descent, keeping an eye on the walls of the hole and my instruments. Suddenly, I saw the moon in an unexpected angle over my right wing. I started to adjust my plane altitude by gut feeling. Almost instantly I felt the plane I increasing speed and losing altitude. I glanced back at the panel and realized I was in a left spiral and had to correct my altitude. I nailed my eyes to those instruments and everything soon came back to normal. We shortly found ourselves in clear skies and could see the ocean and coast by filtered moonlight.
In a few minutes, we were back over Mortai. We still could not raise the tower. I made a landing on the runway marked with very dim boundary lights. We taxied over near the tower and found a parking spot. Out of the darkness, a jeep came to us and carried us to a place where we could bunk for the night. Where were they when I called on the radio? I had filed a flight plan. I don’t think any of the rest of the crew ever knew how close we had come to disaster. No one ever mentioned it and they all flew missions with me later.
We were stationed on Mortai Island in mid-October 1944 with a few more missions to fly before moving on. Christmas Day was a quiet one except for my voluntary mission to Mindanao, a large island which makes up part of the Philippines islands. One plane only from the 38th Bomb Group with a full crew, objective was at a low level to drop thousands of surrender leaflets. I thought this would be a milk run until I returned to base. Upon examining the fuselage, I found many bullet holes. Amen - mission completed.
My final mission as it turned out was a medium altitude bombing of Borneo dropping 500 pound bombs. On my way home for some reason my gauge showed only a little gas. With this knowledge, it would be impossible to return to Mortai. The Army had just established a foot hold on Leyte that also while establishing a return of General D. Mac Arthur. They built a temporary landing strip, which I shall attempt to make. The situation called for making the B-25 lighter by dumping all guns on the inside, rid of the radio etc. We made the landing strip and taxied to a parking area. Upon leaving the plane air raid sirens went off. We were told to hit
a fox hole nearby. No sooner said than done, Japanese planes strafed the area including blowing up my aircraft.
The middle of January 1945 and we are located in Lingayen, Luzon. 1st Mission: Fly over the city of Manila and give support to Army Ground Forces fighting the Japanese Army to keep them out of the city. The US. Army called us to strafe their forces as they were leaving by truck and foot. I told the co-pilot to fly the plane as low as possible. Meanwhile, yours truly was in the nose firing away with a 50-caliber machine gun at all Japanese in sight. What a field day I had killing all I could see. I didn’t miss as my 50-caliber machine gun had tracers.
Target: Shipping, South China Sea
The low-level attack planes of the 38th Bomb Group played a primary role in sealing off the flow of raw materials from Borneo, the Netherlands East Indies and French Indo—China to Japan. This was “another routine mission”. 12 planes including mine took off from the strip along the beach at Lingayen. We were to intercept a small convoy (Japanese) moving along the China Coast to Japan. We soon sighted the barren coast of China. We were between Amoy and Swatow. Our formation turned south and then there they were; three ships headed north, two
freighters and a large destroyer cruised on the seaward side of the merchant ships. We then positioned ourselves to strike from land to sea. We dove down toward the cargo ships, the nearest one -- bomb bay doors were opened, two 1,000 pound bombs hung on their shackles ready to drop. Their eight to ten second delay fuses would allow enough time to penetrate the hull before exploding. Flying 300 mph we passed over the freighter and the first bomb was released, and then the second. The First bomb crashed into the cabin through it and across the deck, and then it knocked a life boat off its davits. The second bomb missed the ship completely.
My plane was now level skimming along at 300 indicated air speed. We raised our nose guns (50 caliber) to point directly at the deck of the Japanese warship. The Japanese replied with exploding guns, pressing the trigger button and our tracers worked their way from one end of the ship to the other.
But there was one large gun among those flashing on the stern of the ship which we never seemed to hit. It fired constantly with its blast of smoke directly at us. To our right was one of our planes right down on the water. The destroyer was throwing heavy shells at it. Just then we were hit. A 20-mm shell had passed beside the head of our tail gunner, through the fuselage and passed out of the plane an inch or two above my head. It had missed everyone.
We totaled four planes lost due to the mission. The final analysis the 38th Bomb Group sank two freighters. Unfortunately, we had not sunk the destroyer.
MY FINAL COMBAT MISSION
To determine whether or not one becomes eligible to cease all missions or “sorties”
and return to the states, it is determined by a point system. 100 or more points are
necessary, which is calculated as follows:
a. 2 points for every Combat Mission
b. 5 points for every Purple Heart
c. 5 points for every Air Medal
I had the points fortunately as follows:
43 Combat Mission (2 each) = 86
2 Purple Hearts (2 each) = 10
2 Air Medals (2 each) = 10
Distinguished Flying Cross = 5
Total: 111 Points
My final flight was to bomb factories on. Formosa. Just arrived for the mission was a new Sparkling B-25, not enough time to have it camouflaged. No pilot wanted to fly it, except Bill Genz who hails from Wisconsin. That morning he and I had coffee together. I told him he was foolish to fly it, as it stood out like a sore thumb.
We took off the following morning at 7:00 am for Formosa kept thinking en route, this is my last flight having already completed 42 - please God get me through my 43rd. As we approached the main land I looked to my right and about 200 yards below me was the Silver B-25 on fire and nose diving toward the water. My pilot friend and crew didn’t have a chance for survival. It could have been me.
Upon returning to Lingayen I was grounded until such time that orders would come from the 5th Air Force sending me home.
While waiting, I spent time reading Atrocities stories committed of course by the Japanese. I was requested to censor all enlisted men’s mail. Very interesting when a good part of the letters revealed that their wife’s or girlfriends would only get to see the ceiling in their bedrooms as soon as they got home.
Time went slowly while waiting for orders and finally they came by the end of March 1945. Flying home in early April we stopped at Hickam Field Air Force Base, Hawaii, where I had my first good meal in nine months. Next stop was Hamilton Air Force Base, San Rafael, California. I listened to the radio quite often. Tokyo Rose frequently told our Armed Forces “Your wife and girlfriend are home getting theirs. Are you getting yours?”
Here my records were updated all medals (DUC) Distinguished Unit Citations and Campaign Ribbons were issued, including the Philippine Liberation Medal.
DUC=Distinguished Unit Citations:
1. New Guinea -- June 1944
2. Leyte -- Philippines -- November 1944
a. Two mission over New Guinea against Japanese Airfields, Merchant
ships and naval vessels.
b. Moved to the Moluccas in October 1944 and bombed airfields, ground
installations, harbors and shipping in the Southern Philippines in support
of the US invasion of Leyte. Struck a large enemy convoy in Ormoc Bay
in November 1944 to prevent the landing of reinforcements. Awarded a
DUC for the mission.
c. After moving to the Philippines in January 1945 I supported U.S. ground
forces on Luzon, bombed industries on Formosa and attacked shipping
along the China Coast.
Campaigns:
a. China Defensive
b. Mismark Archipelago
c. Western Pacific
d. Leyte
e. Southern Philippines
f. China Offensive
Medals Received:
2 Purple Hearts
6 Air Medals
1 Philippines Liberation Medal
Distinguished Flying Cross
After all was said and done, I received delay in route orders to report to Claridge Hotel in Atlantic City for R&R by May 1, 1945, which allowed me two weeks at home on April 25, 1945.
Time spent at home with my parents, giving talks to Rotary Clubs, etc. Most of the time was spent with my girlfriend. I happened to be in the Reading terminal with my girlfriend when they announced on public speaker the war with Germany was I over; the station was in shock and joyful. I never had so many kisses and hugs. What a relief! I soon reported to the US. Army Air Force in Atlantic City and was given a private room in the Claridge Hotel.
There were lieutenants, captains, majors and colonels that were well represented as pilots, bombardiers and navigators from all Air Force Corps (8th Air Force, 7th Air Force, 13th Air Force and the 5th). The meals were excellent and entertainment was outstanding; exercise required was one hour per day. That was accomplished by walking on the boardwalk. Girls were plentiful.
The last two days were devoted to interviews to determine where your next assignment would be and why. My orders would read, “Effective immediately you are to report to Midland Army Air Base in Midland, Texas where your duties would be a Flight Instructor.”
Midland is a rich oil city where I would remain until the Japanese surrendered. That came in August and by the time I was to be discharged, which was early October 1945, I was separated from the service at Amarillo, Texas. I took a train to Philadelphia which included a two-day layover in Chicago. My parents were there to greet me, along with my brother who was discharged from the Navy wearing a Purple Heart.
My next step was to join an Air Force Reserve Unit. The unit was stationed at McGuire Air Force Base in Trenton, New Jersey. We met once a month for four days to sharpen our skills, etc. Once a year we spent two weeks active duty at Robins Air Force Base in Georgia. This went on for five years, and then we were called to active duty on June 1, 1951 for two years to help win the Korean War. Prior to the recall I was promoted to Captain.
My active duty assignment was with the Air Defense Command. My duties were to supervise Air Force Filter Centers stationed at Richmond, Virginia; Baltimore, Maryland; White Plains, New York and Hartford, Connecticut.
Occasionally I took a troop by carrier plane to Korea. My two years went quickly and before long I was back home in Haddonfield, New Jersey. The Air Force was a wonderful opportunity for me. I will never forget it. I just wish I had the time to write a book. There are a lot of mission details, including the other combat missions, the people, etc. To say the least, it was a very enjoyable two years.
One week later I was received with open arms by my employers Sun Oil Company.
P.S. My last plane ride in a military aircraft was at Selfridge Air Force Base in Mt. Clemens, Michigan. This was a courtesy ride.
May 2011 Capt. Bruce V. Hanson