My third book is now available as an ebook. The paperback should be out by first week of September.
It is the story of eight airmen as they grew up during the Great Depression and then joined the US Army Air Forces and took to the skies over Europe. Each man held a different crew position on the ‘heavies’, the B-24 Liberator or the B-17 Flying Fortress. Most had a connection to ‘Hometown USA’, a name coined during WWII for Glens Falls, NY and the surrounding environs and small communities that lined the Hudson River 200 miles north of New York City.
Here is a story from Chapter Five.
The Navigator
Kenneth R. Carlson was born in 1921 in New York City. As a boy in the Great Depression, he spent his summers at Glenburnie at the Lake George Camp, the northern fringe of the communities surrounding ‘Hometown USA’. He called me at home one evening, shortly after I had returned from swimming near there.
‘Tell me about yourself, your family. I myself was from a middle-class family, but we were lucky in that I was able to attend what was probably the best private school in New York City. Incidentally, my tuition in grade school in the ‘20s was $250 a year; today a kindergarten slot is $45,000. I had a terrific education, even though I had to fight my way through the Irish gangs on 69th Street when I came back home from school.’
He tells me that the man who cuts his hair was an 8-year old boy in occupied France. He would look up, see the twin tails of the B-24 Liberators coming or going to attack Germany, and wish them a silent prayer, hopeful that one day he would indeed be free.
‘I think what you are doing is very important. I still go to speak to the students here a few times a year; when we got out of the service, I joined the 8th Air Force Historical Society here in New York and vowed to speak to kids. At 96, I’m still keeping that commitment. Years ago the Smithsonian put out a book, High Honor, of inspirational stories with World War II veterans, myself and twenty-nine other fellows. Get the book, but I wouldn’t try to contact any of the other fellows. I’m the last one left.’
*
I won’t bore you with other missions, but we were on the first three raids on Berlin. March 6, 1944, was referred to as ‘Bloody Monday’ because we sent 600 airplanes up and 69 did not come back. That was not the worst experience I had because our group was not damaged. A lot of groups were, so we were very fortunate. But on our eighth mission we were sent to Freiburg in southern Germany, near the Swiss border. And it was there, just as we were going over the target…
Flak
Let me tell you a little about flak. I have carried this with me ever since, because this is what flak looks like [digs into jacket pocket, pulls out a jagged flak fragment about the size of two fingers].
This is a piece of flak from a German 88mm artillery shell, which is fired from the ground and explodes at 25,000 feet, which is where we were flying. It is designed to destroy the plane or the engines or blow up the gas tank. And on my eighth mission, just as we were flying over the target, through these black clouds of exploding shells that you had to fly though, and just as the bombardier released our bombs I hit the salvo handle, a handle right next to the instrument on the navigation table. That would release the bombs in the event that the bombsight did not release the bombs. The second the bombardier says, ‘Bombs are away’, the navigator hits the salvo handle so if any bombs did get hung up, they would automatically go when you hit the salvo handle. So as I hit that handle this piece of flak nearly took my right arm off. And all I felt was no pain, just the feeling that someone had hit me with a sledgehammer. I felt total peace. It was the most unbelievable experience I’d ever had in my life. I didn’t talk to God or see God, but I had absolutely no fear.
I looked down and there wasn’t much left of my right arm; I saw it hanging there. I called the pilot and asked him to send somebody down to put a tourniquet on. Meanwhile I was checking instruments, because now we were on our way back and navigating was part of what I had to do, and I was still capable of doing it; I had no problem with it. The radio operator came down, took one look at it, and fainted. So I called again and the engineer came down. He revived the radio operator and sent him back with his portable oxygen mask. He then put the tourniquet on and stayed with me for the three or four hours it took to get back to base. An engine was on fire. Joe put the fire out and we lost a second engine. He brought it back, we landed, and I was brought to the hospital. They repaired my arm. I was on the operating table for eight hours. I didn’t wake up for 72 hours due to an overdose of pentothal, which was the drug they used in those days.
While I was in the hospital, our plane had 150 holes in it [to be patched up], and the crew was given a leave to go to London and relax. Joe came in and brought this piece of flak to me. [It had been lodged] in the instrument panel and it had a piece of my wire suit and my blood on it. So it took part of my arm and then went on to demolish part of the instrument panel. Joe said to me, ‘Sorry you are so unlucky, Navigator. We’re going to miss you’, because there was no way I was going to fly again.
They came back from leave to fly the repaired airplane on the next mission, and they flew and they never came back. The crew next to them saw them explode, just like the Space Shuttle did on my 65th birthday. They were officially declared missing; [only] one parachute was seen coming out. For years I assumed they were missing rather than the fact that they were killed. About two years later, the government declared them killed in action. But up until about four or five years ago, [it was assumed that] there were no bodies ever recovered, because there was no indication otherwise. Then, through a German internet source, I discovered that they had been found by the Germans and were buried in a small German-occupied cemetery just north of Paris, but there were only body parts and one piece of wing that had a star on it. That was their identification. So they [turned out to be] in a cemetery in a little town northwest of Paris.
That was the end of my combat career. My arm was repaired by a doctor who, by fate, I met thirty years later. When my hand began to contract again I was sent to an orthopedic man. As I was sitting across from him he was questioning me about where this had happened, and he was the doctor who originally had put my hand back together again. He was the only doctor in that hospital which had just opened the week before I was shot.
*
[After the war, I did not go to reunions.] I had lost my crew and it was something I didn’t talk about for many years. I had no desire to go back and share memories with crews that had survived. It wasn’t until much later that I decided to do this book for reasons that it would be helpful to young people in understanding what World War II was like. Not so much understanding it in its entirety, but how it affected individual people’s lives. It wasn’t until then that I had any real reason to try and recapture people who had been there. Then I joined what is called the 8th Air Force Historical Society. And through that I have maintained contacts at both the national level and at the local level in New York City. I found that very rewarding.
[I think my time in the military affected me] in a very dominant way. People talk about religion and believing in something; the moment of truth comes to you. I was raised and schooled in the Christian church. I don’t go to church anymore, but I do have the faith that came to me when this piece of flak hit me. There was just no question in my mind that I was coming home, and that I was going to be safe and go to work and just do the job that I had to do. It is a feeling that has stayed with me all my life. So, from that standpoint, there is no fear. So many people today seem to be afraid of so many things. The fear of doing things or fear of failing has never been with me since I left the service. I have continued to look at my own life as one of missions, a series of missions and not just adventures, and it has worked for me.
*
Ken Carlson, first row second from right, and the crew of ‘Myrtle the Flying Turtle’. Credit: Ken Carlson.
There is a photo of me and my crew taken in 1943. [Pointing out crew]—Frank Caldwell was the bombardier, from Anderson, IN; ‘Johnny’ Johnson, the co-pilot, from Houston, TX; Joe Roznos, the pilot, my greatest friend, from Hollywood, CA; ‘Wally’ Waldmann, waist gunner, from Houston, TX; Hal McNew, waist gunner, from Montana; Ed Miller, tail gunner, from Wyoming; Frank Dinkins, the engineer; John Rose, ‘Rosie’, our ball turret gunner—he could shoot a squirrel, or a German fighter pilot, from his shoulder or his waist, it didn’t make any difference; and Cleo Pursifull, our radioman. He is the one that came to help me and fainted. And he failed to go on that last mission. He had just had enough.
The thing that haunts me is that I can’t put a face to the guy who replaced him. He was an 18-year old Jewish kid named Henry Vogelstein from Brooklyn. It was his first and last mission. And when you think about it, an 18-year old boy was put as a replacement in a crew that he did not know; we were an all Christian crew. We all had our little New Testament that the Air Force gave us and he would have been given an Old Testament. He made his only mission with a crew of strangers. Now that’s bravery!
We all want to be free, but very few of us want to be brave. For all of us to be free, a few of us must be brave, and that is the history of America.
Teaching History Matters 
very moving