WW II

LESTER P. JOHNS, JR.

Aviation Background with Naval flying & POW

Feb 1994

Born 15 Mar 1917                                                                                                                                                                           6 yrs old 1924  started grade school E. St. Louis Ill.                                                                                                                14 yrs old 1932  Sept Start high school                                                                                                                                     18 yrs old 1938  Sep Graduate from high School & started Wash. Univ., nights.

Flying interest.

1931: Rode bike 12 miles to Curtiss airport (with one hanger built by Curtiss Wright with their name plaque on hanger) to wash aircraft for rides in Great Lakes Trainer, Laird LC-b & Travelaire.

1932: New Corporation built two new brown brick hangers on the field & changed name to Curtiss Steingerg airport. Doolittle flew GB at clocked 294 miles per hour here. Located on airport was Shell Oil's G Bee piloted by Jimmy Doolittle & the Union Electric Co. hangered their Ford Trimotor in which I was lucky in to get a ride.

1933: Biked to airport with 5-gal gas & washed A/C for 1 hour Instruction. Did this each week for 6 months. Got to fly Waco Model 10, Great Lakes & eagle rock biplane with Chubby Wheeler Instructor #35908.

1934: (17yrs old) Ditto above & soloed an Eagle rock. Went to Lambert Field NW of St Louis & joined Naval reserve as apprentice aircraft (Seaman) mechanic. Hanger was at NW Corner of field just west of the Monocupe Factory. I saw a Navy F2F BI-plane fly at 300 MPH. Flew at Curtiss Wright airport at E. St. Louis Ill., in Eagle Rock & Travelaire. Chub Wheeler & Bill hart acquired a Curtiss Robin Radial in Which I got lessons & eventually soloed.

1935: Flew Eagle rock & Great Lakes trainer solo & with some instructions earned by gassing & washing planes. Bill Hart, owner, & C. Wheeler, instructor #35908.

1936: Graduated from High School & Went Nights to Washington Univ. St. Louis Mo. continued to fly at Curtiss Steinberg Airport (formerly Curtiss Wright Airport) SW of E. St. Louis Ill. north of the new Parks Air College. Attended QB meetings at hotel in St. Louis Mo., as guest.

1937: Worked as carpenter days & Wash U. nights. Flew 3 week ends a Curtiss Steinberg Airport & 1 week end was with USNR at USN Air Station Lambert Field, St. Louis Mo. Worked on N3N and F3b-1 (Boeing)  Note: The Navy flew the F4F-4 wildcat for first test flight in the USA.

At Curtiss Steinberg Airport I flew a new Waco UPF 7 & a new Luscomb Model L-8. Was introduced as Candidate to Q B Hanger in St. Louis by Bob Nash & Bill Hart at Jan Meeting. Initiated into QB Hgr Jan 1938. Lindberg & Jim Doolitle were at initiation.

1938: Const. Work & Nights at Wash U. Private flying with USNR flying instruction given me in N3N at NAS., St. Louis, Mo. Still flying Waco UPF-7 and soloed a Stinson Reliant. I flew everything I could including a Taylorcraft, Aeronica C-3(bathtub), Cub J-3 with Noble MIles instructor #43885 Each weekends at Curtiss Steinberg Airport. Admitted to the St Louis Hanger of QB's in Jan 1938 at age 21. QB Serial #8664 Art Romaine was CAA officer for the area.

1939: Dropped Wash U. Made temporary Chief in USNR & signed up for 4 years in the Navy flight training course and after 6 months was sent to Pensacola for flight training. Flew N3N, FF-1 dual control, & F2F single seated fighter. (F2f-1 plane was assigned to fleet in 1935 & was used up to Pearl Harbor.) I Carr-Qualled in f3f-1 Nov. 1939. The f3f-1 was unstable at first (Spin & dive recovery problems). I was Rated Chief AP March 39.

1940: Transferred to NAS San Diego for advanced training and Navigation Work. Assigned to CV6 ENTERPRISE (CV6), VF Sqdn. in fall of 1940. We were assigned training in the f4f. Wildcat

1941: Enterprise operated out of Pearl Harbor. On Dec 7th we were out on patrol west by south west of pearl when the Attack on pearl happened. Our flight of 18 TBM’s was on its way to Ford Island at Pearl Harbor and the Japanese shot down 6.

1942: Feb. Big"E"(CV6) under Halsey engaged enemy in the Gilbert & Marshall Island campaign. We moved up North and on the 20th of Feb we bombed the Japanese on Wake Island. March we attacked the Marcus Island group (900 miles NW of Wake). It was a stand off.

April: We escorted the HORNET with Doolittles B25’s for the flight to bomb Japan.   (NOTE: The Japs killed over 225,000 Chinese who helped the survivors of the Doolittle raid.)

May Halsey got sick & had to be transferred to Pearl & Adm. Spruance took over task force 16. May 28 in Battle Coral Sea, Yorktown damaged & repaired @ Pearl.

June 4/6 Big E (CV6) engaged in Battle of Midway with 57 planes in the air, 24 dive-bombers & 30 fighters. We shot down 147 Jap planes and sank the Jap carrier HIRYU & the Heavy cruiser MIKUMA. It was here that on June 7th we lost the Yorktown. We assisted in sinking carriers Soryu, Kaga & the Akagi with all its planes on the deck. All told the Japs lost 332 planes & over 3,500 sailors.

Last week of June & 1st week in July.

The Japs attacked Guadalcanal. Adm Fletcher with "Operation Shoe String" comprised of 89 ships and 23

Transports with 19,000 marines went to the canal area supported by US Carriers, Wasp, Saratoga & Big E.

Aug. Big E Engaged in Eastern Solomon Island battle with the N. Carolina escorting us. Covered the Tulagi landings from 25,000 feet & surprised the 30+ Betty bombers from Rabaul (500 miles north) & the Zeros escorting them. 32 Jap planes shot down. The Canberra was lost on 9 Aug 42 and we also lost the USS Chicago, Juneau, Quincy, Vincinnes & Astoria in this campaign.

In knocking down a betty (Twin engine bomber) one of three I put down, I was caught in the cross fire of two zeros and used the Nylon elevator to land on an isle near Guadacanal. After two days of survival using my machete for defense several times, I was found by the Austrailian (New Zealand) Solomon Islander Coast Watcher's under Chief Vousa. (Who had 9 Jap Scalps on his belt). I was with them when they found Lt. Sutherland who was off the WASP. They transported us from Isle to Isle by dug out canoe for days & finally transported us safely to our forces. (Chief) Jacob Vousa was a converted native Christian.) He and his men saved many fliers during the campaign. Pres. Roosevelt & Great Britain gave him the Silver Star  Presented him with the George Medal for his efforts.

The Enterprise was hit 3 times causing extreme damage that forced it to Pearl Harbor for 5 weeks repairs without me. Its pilots had downed 90 Jap Planes in this encounter.

Sept: The Japs started their efforts to recapture Henderson field. Our Cactus Air Force (Navy, Marine & Air force) pilots gave them hell from Henderson Field. Fuel was in 55-gal drums. The rule for the Cactus A/F was to make one good run on the Japs & get the hell out of there as we were no match for the Zeros. Chief Vousa’s men to returned me to Henderson field fight from there until sent to the Big E..

Oct.: We (the Big E) were repaired & met the Japs in the battle of Santa Cruz Islands. This is where the HORNETwas lost. The Big E was hit again & had to go to Nomea for repairs. Here again the Japs lost 95 to 100 planes to the joint planes of the E & the Hornet before she went down. The Hornet's planes were partially recovered by the Big E.

Nov.: The Big "E" was back in service & we engaged in stopping the Tokyo Express north of Guadacanal. Our TBM'S with fighter escorts sank the Jap Battleship HIEI, & heavy cruiser KINGUASA along with 6 troop transports. We lost our Marine Ace Joe Bauer in this fight. Les was wounded here but he survived and was sent back to San Diego Hospital. This area was referred to as IRON BOTTOM SOUND (or Bay) due to the number of ships sunk here.

1943: Les sent to NAS New Orleans Flight Instructors school and assigned to NAS Norman as flight instructor. After 10 months was considered too safety conscious & assigned to American Airlines Multi engine school in Ft. Worth Texas Meacham Field to qualify for Multi Engine Aircraft.

1944: Assigned to NATS flying supplies to the Pacific & bringing back wounded. While evacuating wounded from Palau Atoll was forced to land by beach losing 27 stretcher cases & co pilot who was trapped in seat by dash & yolk & was lost. Les was captured & spent 45 days in POW camp on an atoll in the Peleliu group. The Marines attacked these islands 15 Sept 1944 under devastating Jap crossfire suffering severe losses. They captured the Prison Camp and released all prisoners. We secured Peleliu 30 Oct 1944. The cruel Jap Commander was dealt with by Marines. Les was sent to Pearl for R&R & medical review.

1945: Flew with the Naval Air Transport Squadrons for the duration of the war. Japs surrendered 15 Aug 1945. On returning home joined the Illinois Reserve Military Guard on 12 Dec 1945 and was designated Command Pilot 29 Jan 1946.   He resigned from the IRMAC to rejoin The Naval Reserve Transport Squadron VR 56 that was being activated at Lambert Field NAS. in Oct 1946.

1946: Les transferred to the active reserve USN at NAS Lambert Field St. Louis Mo. and was Attached to VR Sqdn 56 Also did civilian flying from LAKESIDE AIRPORT East of E. St. Louis Ill. & Owned a Surplus Navy SNV. He flew many types of civilian aircraft in this period. Attended Washington U School of Engineering, St. Louis, MO.

1947: Attended Washington U School of Eng. & remained in NAS St. Louis VR Sqdn 56.

1948: Feb was transferred to VR6 for refresher training in the R5D and went into active flying the BERLIN AIR LIFT with Naval Air Transport Squadron VR 6 from June 1948 to May of 1949 hauling coal in surplus GI Duffel bags. On the landing approach we always dropped Candy to the kids by the perimeter fence. This was started by "Army pilot Halvorsen and he got the name "The Candy Bomber" & we inherited it by doing the same. We also hauled quantities of Berlin made goods out on return trip. Two NAVY Squadrons participated in this endeavor VR 6 & 8 with a total of 24 R5D’s. (PLEASE SEE ADDITIONAL ON LIFT AT END OF THIS BIOGRAPHY.)

1949: Returned & transferred to VR 56 at NAS St. Louis Mo. Resumed Wash U Eng. School.

1950: Squadron VR 56 re designated VR 921. Activated for 90 days to fly with NATS out of Moffit Field Sunnyvale Ca., Flew R5D to Japan by way of Pearl & Wake Island transporting Marine reservists called up for Korean Conflict. Resumed Wash. U. Day & night school to make up credits & Graduate.

1951: Transferred to NAS Los Alimitos Calif. to VR 772 Which was assigned to fly several Mediterranean Runs, out of Port Lauete Morocco to Naples Italy with runs to Cairo, Ankara and Rota Spain.

1953: Transferred to VR 774. NAS Los Alimitos and flew with them until transferred to U.S. Navy Bureau Of Weapons.

1960: Assigned Bureau of Weapons Dept of the Navy. Specialty was air to air missile specialist.

1968: Retired from the Navy with rank of Commander

NOTE: Planes that Les Johns has flown both civilian & Naval are listed below.

Civilian: Great Lakes Trainer, Laird LC-B, Travelair, Waco Model 10 & Waco Model UPF-7, Eagle Rock Biplane, Curtiss Robin (Round Engine), Luscomb Silveraire Model L8, Stinson 105 & Stinson Reliant (SR10), Taylorcraft 65 HP., Aeronica C3, Cub J3 & Cub Cruiser, Fairchild 24 Ranger InLine Eng., Interstate Cadet, Bellanca Air Sedan, Ercoupe, Howard, Buhl Pup (w/cable around jugs.)

In 1990 I Rebuilt a 1954 Tri Pacer and flew it for five years until I thought it better to sell it and retire from flying at the age of 79. Had a wonderful time flying this plane.

Naval A/C N3N, N2S, SNV-2, SNJ, FF-1 (dual)                                                                                                                     F2F, F3F, F4F, F6F, F7F, R4D & R5D.                                                                                                                                       N3N 235 HP, Wright R-760-2 Naval A/C Factory.
N2S 280 HP, Lycoming R-680 Boeing.                                                                                                                                         SNV-2 450 HP, P/Whitney R-985-AN-1                                                                                                                             SNJ-3 550 HP, P/Whitney R-1340-AN-1                                                                                                                                     FF-1 675 HP, Wright Cyclone                                                                                                                                                 F2F 650 HP, P/Whitney R-1535-72 240MPH                                                                                                                         F3F 650 HP, P/Whitney R-1535-84 270MPH                                                                                                                             750 HP, Wright Cyclone.                                                                                                                                                             F4F-4 1,200 HP, P/ Whitney R-1830-86 315MPH                                                                                                                 F6F-5 2,000 HP, p/Whitney R-2800-10W 370Mph                                                                                                                 F7F-3 Two 2,100 HP P/Whitney R-2800 425MPH                                                                                                                 R4D Two 1,450 HP P/Whitney R-2000 170MPH                                                                                                                 R5D four 1,450 HP P/Whitney R-2000-11 225MPH

Berlin A/Lift details. Berlin buildings were 70% destroyed. Over 3 ½ million people were hungry & without life support. When Russia decided to cut all traffic to Berlin and cut our forces in the 3 sectors of Berlin from all supplies it was decided to set up 3 air corridors into Berlin; two going in & one going west out of Berlin.

1Apr 1949 Gen. Clay made test runs with the R4d (C47) to see if it was possible.

June 1949 Gen. Curtiss Le May prepared to start lift with 100 R4D’s (C47) and we were to haul 4000 tons per day. June 26th Saturday 1949 the lift officially started from Weisbaden to Templehoff in Berlin. Planes were to fly 3 flights per day approx. 300 miles each way WITH A TOTAL OF 450 FLIGHTS PER DAY. This meant pilots got 6 hours sleep per day until relieved. All flight’s were IF regulations.

Flights in the corridor ranged from 3000’ to 10,000’. A distance vertically was set at 500 feet and a set speed to be maintained at 170 knots with no +or- allowed. A special P51 was assigned to fly in the corridor and check the speed of transports and keep them at the assigned speed.

The Russians were determined to stop us if they could so their Yak’s would fly up and slip in alongside of us and try to force you out of the corridor even if it meant hitting your wing tip. They also as you neared Berlin would jam the navigation as much as possible and even set up barrage balloons close to Berlin and the downwind leg.

Lt. Earl Moore, one of our USN pilots on downwind leg, suddenly lost two engines and barely made it in to Templehoff. They found he had hit the top of a barrage balloon and the fabric was chewed up to small bits and sucked into all the intake ports and caused engine failure.

If you missed your approach to Templehoff you took off and returned to Rein Main as you did not go around due to tight traffic schedule. The Navy did all their engine repairs & changes at Rein Main as there were no facilities in Berlin for this.

On landing with our loads of coal the ground crew would race to see which crew could have the fastest unloading time for the day and get the single cigarette given them as a reward for the fast time. The average unloading time was 20 minutes.(NOTE a carton of cigarette’s could get you almost anything even a used piano.) As soon as the crew had the load unloaded a group of women came aboard and swept up 90 % of the pieces spilt and the dust and saved it in containers for use at home. Nothing was wasted.

19 Jan 49 with 7 months into the lift the flights per day were constantly upped until 800 flight’s per day was common meaning a takeoff and landing interval of 1 ¾ min was the rate of the day. "Tunner" (nickname set up control for the man who was in charge.) There were approx. 59 men killed in the operation of the Lift.

30 Sept 1949 was the last day of the lift having made a record of 275,000 flights into & out of Berlin.