On
the 28th of September COPAHEE sailed into the harbor at Noumea, New
Caledonia. Just off the entrance we
passed the out-bound USS WASP, our newest carrier. We would not see WASP again because the big
aircraft carrier was sunk a few days later.
We
lay at anchor that afternoon while a contingent of four dozen Marine pilots
came aboard to fly off the airplanes we had brought. They would fly off the little carrier to a
field on New Caledonia for final fueling and arming and would then head for the
battle on Guadalcanal.
The
pilot assigned to my F4F came to the airplane in the evening for his cockpit
checkout. He was a young lieutenant
probably no more than a couple of years older than my twenty. He was a bit nervous because he had made but
one catapult takeoff during flight training and it would be a catapult takeoff
the next morning.
I
gave the young lieutenant a thorough cockpit checkout. He had a chart of New Caledonia with him so I
showed him the map case and the plotting board that pulls out from beneath the
instrument panel. He remained in the
cockpit going over everything after I climbed down off the wing and I did not
see what he did with the long blueprint strip chart of New Caledonia.
The
next morning, we weighed anchor and moved outside the Noumea Harbor to launch
the airplanes. It would be the first
flight operations from the 440-foot long COPAHEE deck. We warmed up the engines, the pilots manned
their planes, the steam catapult was made ready, and the ship was brought
around into the wind to get the maximum wind speed across the deck.
The
first three F4Fs went off without incident, then my airplane was rolled onto
the catapult. We connected the hydraulic
tail hook, connected the belly cable from the catapult, and I check the wing
downlocks to make sure they were engaged.
The young marine nervously
checked that his canopy was locked open, and ran the engine up to maximum RPM. It sounded good. I slid off the flight deck onto the catwalk.
When
the launching officer, kneeling out ahead of the starboard wing, was satisfied
with the sound of the engine he brought his upraised hand down, pointing down
the deck and the catapult fired. As the
little airplane sped down the sixty-foot length of the catapult I almost had a cardiac
arrest—chunks of something came swirling aft in the slipstream. Migawd, I thought, the flaps let go! I dived onto the flight deck for a piece of
the flying material.
Meanwhile,
the F4F went off the end of the deck and dropped sickeningly out of sight toward
the water. I cringed, waiting for the
geyser that would erupt when he hit the water.
It
did not happen. Just as I snatched a
piece of the loose material and discovered to my relief that it was part of the
New Caledonia strip map, the airplane came up into view. It was weaving erratically for a minute, then
it steadied down and climbed away after the others.
(I saw that pilot six weeks later when he
passed through Noumea on his way for some R&R in Australia and asked him
about that takeoff. It seems that he had
not put the strip map in the map pocket alongside that seat but had slipped it
into the slot above the plotting board under the instrument panel. The jar of the catapult shot had fired it
back into his lap. There the slipstream
from the open canopy had caught it, unfolded it, and some of it wrapped around
his head. He had been fliying blind when
he left the flight deck and had ripped the paper away just in time to pull up
the nose and stagger into the air.
I also asked the young marine how he did with
the F4F on Guadalcanal. With a big grin
he told me that he had shot down four Japanese planes, two Zeros and two of the
Nakajima bombers, before he had been hit and bailed out of the burning
F4F. He was not quite an ace (five
victories) but we figured that four for one was a pretty good trade seeing as
how he had parachuted and survived.)
The
rest of the launches went relatively well until we got to the last F4F in front
of the dozen SBDs at the stern. Something
caused the hydraulic tail hook to release prematurely when the F4F pilot, a
tall lanky marine, released his brakes just as the launching officer dropped his
arm. The belly cable from the catapult head
dropped free and the airplane, engine at full power, simply lurched forward and
taxied off the flight deck without flying speed and went nose down into the
water. Meanwhile, without the drag of
the airplane, the catapult head slammed forward and the hook buried itself
eighteen inches into the half-inch steel stopper plate. The catapult was out of commission.
We
paid no attention to the catapult but scrambled forward along the catwalk to
see what happened to the pilot. He was
one lucky man. The impact did not knock
him unconscious and the airplane was
floating for a few seconds held up by the buoyancy of the wing and fuselage that
slowly filled with water.
The
F4Fs life raft had popped out of the camelback behind the cockpit. The marine pilot flipped his seat belt loose,
stood up in the seat, and stepped out into the little rubber raft without even
getting his feet wet. The DE, acting as
plane guard for the launches, took him aboard. He later re-boarded COPAHEE and flew another
airplane off successfully.
With
the catapult out of commission, we had to fy the rest of the airplanes, a dozen
SBDs and the rest of the F4Fs, from the angar deck, off the short flight deck
with running takeoffs. It had never been
done before but the senior marine officer present said they would do it and
that he would fly the first SBD off.
We
started the colonel from as far aft as the other airplanes would permit. He had something less than four hundred feet of
flight deck in front of him. To run the
Wright engine up to full power, we tied down the tail with white line to help
the brakes hold the airplane. When the launching
officer gave the ‘go” signal, a sailor cut the line and the colonel released
the brakes. The SBD seemed to start very
slowly and we all held our breath when he went off the deck.
The
SBD, like my F4F, dropped out of sight toward the water and we waited for the
splash. Again, it did not happen. After several seconds, the SBD climbed into sight. There was water trailing from the tail wheel—he
had come that close to going into the drink and had bounced the tail off the
top of a wave!
With
the precedent set, we got the other airplanes off with only one more
casualty. It was an SBD and was carrying
a gunner in the rear seat. It went fine
down the deck but just as the airplane got airborne the engine torched,
sputtered, and the SBC nosed into the water out ahead of the ship.
The
tail of the airplane was sticking out of the water as the momentum of COPAHEE
carried the ship past and we could see the gunner out of his seat on the wing
trying desperately to get the pilot’s cockpit canopy open. The force of the impact had slammed it shut
and the pilot had hit his head on the gunsight and was unconscious. The gunner went under water still tyring to
get the canopy open. He did not make it
but came to the surface alone after a couple of minutes. The pilot went to the bottom still strapped
into the SBD.
(Something useful often stems from
tragedy. As a result of that incident,
and others during the battle of Midway that were similar when pilots of SBDs
were knocked unconscious during ditching by hitting their heads on that optical
gunsight located atop the instrument pane., shoulder harnesses soon became
standard in all airplanes. Up until
then, we had only a seat belt in the cockpits.)
When
the COPAHEE again dropped anchor in Noumea Harbor, it was time for we
passengers to be transferred to our assignments. Mine was to be with the engine change shop of
Patrol Wing One Headquarters Squadron based there at Noumea.
We
found that our headquarters PBY repair base would be on a small island that
forms part of the northeast side of Noumea Harbor. It is called “Ile Hou” and is a narrow island
about a mile long. There were two hills
on the island separating it roughly into thirds. On the end nearest the city of Noumea there
was an old French prison that we learned was known as “the Devil’s Island of
the Pacific”. On the far end was a leper
colony. The little island was almost
barren and covered with brown grasses, boulders, and some scrub brush.
Our
base was located in the valley in the center of the island half way between the
prison and the leper colony farm. From
the COPAHEE we could see that a concrete launching ramp and paved parking area
were in place, however, buildings for the little base were still under
construction. They were not yet ready
for us so we remained aboard COPAHEE for a few days.
That
gave us an opportunity for our first liberty in a foreign port (New Caledonia
was a French possession). Troy Anderson
and I got liberty one day and went ashore.
Wartime Noumea had very little to offer.
The “city” was a conglomeration of low tropical buildings with little in
the way of amusements other than a few small bars that had little to offer besides
wine or absinthe. It was not the South
Pacific that we had seen in the Sidney Greenstreet/Peter Lorre or Bing
Crosby/Bob Hope/Dorothy Lamour movies.
We
did find the most notorious cathouse in the South Pacific, “The Pink House”. It was a large rambling house with peeling
pink paint on the outskirts of Noumea.
It was not an inviting prospect and the women we saw on the wide verandas
that circled the building were not our idea of appealing womanhood. We did not go inside but surveyed it form a
distance then gave up and went back to the ship. Liberty cold wait.
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