By Raymond C. Kerns
An outstanding memoir of an aviator's carrier within the Pacific Theater — "If you are looking for macho, fighting-man speak, you will have picked up the incorrect ebook. . . . this is often simply a decent narration of a few of my reviews . . . in the course of my carrier within the U.S. military among 1940 and 1945." —Raymond C. Kerns — The son of a Kentucky tobacco farmer, Raymond Kerns dropped out of highschool after the 8th grade to aid at the farm. He enlisted within the military in 1940 and, after education as a radio operator within the artillery, was once assigned to Schofield Barracks (Oahu) the place he witnessed the japanese assault on Pearl Harbor and took part within the resulting conflict. within the months sooner than Pearl Harbor, Kerns had handed the Army's flight education admission examination with flying shades. yet simply because he lacked a highschool degree, the military refused to provide him flying classes. Undaunted, deepest Kerns took classes with a civilian flying university and used to be really scheduled for his first solo...
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Additional resources for Above the Thunder. Reminiscences of a Field Artillery Pilot in World War II
The Piper Cub, with its long, thick, high-lift wing, forgave such transgressions of ordinary flying safety, and obediently did as it was asked, while other planes, such as the Taylorcraft L-2, might whip over into a stall and kill a pilot who tried such things (which in fact occurred, so that the L-2 was eventually shelved as an Army trainer). Student pilots had to fly for miles one foot above the ground. They took off and landed on one wheel, while turning, and around corners. Pilots began short, maximum-performance by first towing the airplane back to the very end of the strip, to gain every inch of takeoff room, then revving up the engine to full throttle while holding the wheels braked, then releasing brakes for the quickest possible acceleration, and horsing the airplane off the ground at the lowest possible flying speed.
Its final version, the Super Cub, was produced up until 1981, and those still flying today are in demand as bush planes in Alaska and other rugged parts of the world. It was these stellar flying characteristics that resulted in the L-4 being chosen by the Army over its competitors for use overseas (for simplicity’s sake, and to standardize overseas shipments of planes and parts, the Army wanted to settle on just one aircraft), while the Taylorcraft L-2 and L-3 Aeronca remained mostly stateside in training roles.
They all eventually got caught. ”9 My father, an athlete with quick reflexes, was a natural for this stunt. The only thing that made it a bit tricky at first, he said, was that there wasn’t much separation between the top of the propeller arc and the hook above the wing, and the nose-high approaches pilots made to the loop narrowed it even more. Another complication arose when the flat-bottomed LSTs rocked in the sea, for then the booms supporting the cables could swing up and down vertically in an arc of as much as twenty or thirty feet.