Aviators From The United States

"In the interim, Halsey was sent on an inspection trip of the Southwest Pacific, or so he thought. At the time, the navy and marine corps were fighting desperately to retain their toehold on Guadalcanal and thus prevent the Japanese from cutting their line of communications from the United States to New Zealand and Australia. As mentioned in previous chapters, the commander of this mission, Admiral Ghormley, was not up to the job. So just as Halsey's seaplane landed at Ghormley's headquarters, Halsey was handed a classified message telling him to assume command immediately. Morale shot up, and sailors were sometimes overheard arguing whether Halsey was worth two or three carriers. That hyperbole is not as fanciful as it seems and comes under the expression "leadership as a combat force multiplier." A competent admiral will make much better use of his fleet, inflict more damage on his opponent, and suffer less damage to his own. Hence, in a very real way, Halsey was worth a carrier or two, if not three. It all depends on the consideration given to the factor of time. This is not to say that his leadership in the Solomons was perfect. He lost too many ships in various tactical battles without exacting a commensurate price on the Japanese. Yet like Grant at the Battle of the Wilderness, he persevered and that meant success."

"Halsey was dubbed "Bull" by the press, but he hated that nickname as much as he hated all pretense and showmanship. What he did not hate, he loved, and chief among the latter were his men."

"Then we got the news: the Old Man had been made COMSOPAC. I'll never forget it! One minute we were too limp with malaria to crawl out of our foxholes; the next, we were running around whooping like kids. I remember two Marines working up to a brawl. One of them was arguing that getting the Old Man was like getting two battleships and two carriers, and the other was swearing he was worth two battleships and three carriers. If morale had been enough, we'd have won the war right there."

"On the afternoon of 28 February 1939 King and Halsey went together on board Houston where some twenty or more flag officers of the United States Fleet had been summoned to pay their respects to the Commander in Chief of the Army and Navy. President Roosevelt was in high spirits, for he loved the Navy and always visibly expanded when at sea. As the admirals greeted him, he would have some pleasant, half-teasing personal message for each. King, when his turn came, shook hands and said that he hoped the President liked the manner in which naval aviation was improving month by month, if not day by day. Mr. Roosevelt seemed pleased by this, and, after a brief chat, admonished King, in his bantering way, to watch out for the Japanese and the Germans. King made no attempt to hold further conversation with the President, even though Admiral Bloch urged him to do so. He had never "greased" anyone during his forty-two years of service and did not propose to begin, particularly at a moment when many of the admirals were trying so hard to please Mr. Roosevelt that it was obvious. He had paid his respects civilly; he was in plain sight, and felt that the President could easily summon him if there were anything more to say. He believed that his record would speak for itself, and that it was not likely to be improved by anything that he might say at this moment. It seemed that the die was already cast, although the President's decision would not be made known for some weeks."

"I marveled that Halsey could remember the personal lives of all 2,200 sailors. He never forgot anything, or so it seemed. Halsey had a different approach with the officers. If he saw a khaki-uniformed officer, he saluted and said, "Welcome aboard." However, he confronted white-uniformed officers, asking them, "You're in whites. Why is that?" If they offered a reasonable excuse, Halsey grunted and let them pass. If they said something like, "I thought that was the proper uniform, sir," he'd snarl, "This is a working ship! Go back and change!" I instantly liked his command style. He got right to the point and noticed everything. I used to think that admirals were horrible people and they should be avoided like crazy dogs. But Halsey had the habit of appearing everywhere, and he looked out for us pilots. Once he watched while a SBD was being launched by the hydraulic catapult on the hangar deck. During the launch, the catapult malfunctioned. The pilot received no "jolt" but stopped his plane before it reached the edge of the ship. The next day the catapult had been removed for repairs under Halsey's orders."

"Bill, when you leave, the Pacific will become just another ocean."

"History gives us ample precedence for making decisions at the speed of relevance. In 1941, General Douglas MacArthur was planning a landing in the Southwest Pacific. He wrote to Admiral William Halsey, in charge of the South Pacific, asking for a naval campaign to divert the Japanese forces. Only two days later, Halsey wrote back, pledging his support. There was no need for extended exchanges between staffs. The shared objective was to shatter the Japanese forces. All else was secondary. Two strong-willed commanders collaborated to unleash hell upon the enemy."

"Halsey, the public's favorite in the Navy, will always remain a controversial figure, but none can deny that he was a great leader; one with the true "Nelson touch." His appointment as commander South Pacific Force at the darkest moment of the Guadalcanal campaign lifted the hearts of every officer and bluejacket. He hated the enemy with an unholy wrath, and turned that feeling into a grim determination by all hands to step up to hit hard, again and again, and win. His proposal to step up the Leyte operation by two months was a stroke of strategic genius which undoubtedly shortened the Pacific war. Unfortunately, in his efforts to build public morale in America and Australia, Halsey did what Spruance refused to do- built up an image of himself as an exponent of Danton's famous principle, "Audacity, more audacity, always audacity." That was the real reason for his fumble in the Battle for Leyte Gulf. For his inspiring leadership in 1942-1943, his generosity to others, his capacity for choosing the right men for his staff, Halsey well earned his five stars, and his place among the Navy's immortals."

"On Wednesday, January 7, the Enterprise force returned to Pearl from patrol, and its commander, crusty warrior Vice Admiral Halsey, came ashore. Halsey's ferocious scowl, which announced to all that he hated the enemy like sin, could not conceal the twinkle in his eye that bespoke his affection for his fellow sailors, particularly those who served under him. We lack eyewitness records of what happened next, but we know that Halsey barged into the CincCPac conference that day or the next and cleared the air by sounding off loudly, and no doubt profanely, against the defeatism he found. He then and there permanently endeared himself to his commander in chief by backing him and his raiding plan to the hilt. Because he was a vice admiral and Commander, Aircraft, Battle Force, and was liked and respected by all, his words carried decisive weight. Long afterward, when Halsey came under criticism, Nimitz recalled this difficult period and refused to participate in the general censure. "Bill Halsey came to my support and offered to lead the attack," he said. "I'll not be party to any enterprise that can hurt the reputation of a man like that.""

"Halsey was perhaps the Navy's nearest analogue to the Army's General Douglas MacArthur, a towering personality to whom the ordinary rules did not consciously apply. Halsey was never as overbearing as MacArthur, nor did he cross the red line into domestic US politics, but he was a political and strategic asset to Admiral Nimitz and the Navy's top commanders in Washington throughout the war. No one better exemplified the warrior spirit of the US Navy during the greatest trial by combat in its history."

"The decision to invade Leyte directly and skip the Mindanao operation was bold. It undoubtedly sped up the pace of the war. Halsey must be given primary credit for this. It was bold because it was the first time MacArthur had conducted an operation beyond the range of land-based air cover. The size of the operation required that Nimitz provide significant reinforcement's to MacArthur's Seventh Fleet and task the Third Fleet with providing overall cover to the invasion. This was the cause of the divided command structure that bedeviled the Americans during the battle. The USN's principal weakness going into the battle was the divided command structure and unresolved command relationships between supported and supporting commanders. This laid the foundation for the troubles to come."

"William F. Halsey was Commander of the South Pacific Fleet and the war's most colorful admiral."

"Halsey was a navy junior who spent three boyhood years at the academy while his father was an instructor there. His application for appointment was automatic."

"Halsey, who belonged to the last class to enter the academy less than 100 strong, was the most athletic [of the future five-star admirals]. A winner of the Thompson Trophy Cup, he was elected president of the Midshipmen's Athletic Association and was the starting fullback on the Navy teams of 1902 and 1903. In later life he liked to say he was the poorest fullback on the poorest teams Navy ever produced (their two-year record was 8-14). He also took an active part in class activities, serving on the class supper, crest, Christmas card, graduation ball, and cotillion committees. He was less active in the classroom and finished forty-third of sixty-seven, wearing the stripes of Second Battalion adjutant. At graduation, the academy's chief master-at-arms congratulated him with the words, "I wish you all the best luck in the world, Mr. Halsey, but you'll never be as good a naval officer as your father!""

"At the sea south of Japan, the Third Fleet received Nimitz's ceasefire order at 6:14 a.m. on August 15- west of the International Date Line, and thus one day ahead of the United States. Before dawn that morning, Task Force 38 had launched hundreds of warplanes to hit Tokyo- and the first wave was already over the Japanese capital, dropping bombs and firing rockets. The American airmen found Japanese fighter resistance unexpectedly fierce, calling it "the most determined air opposition since the Okinawa operation." Seven U.S. aircraft went down in air combat on the morning of V-J Day, and another two were lost to accidents. The others turned for home, and were back aboard their carriers by eleven o'clock. At noon, the Missouri sounded her whistle and siren for one full minute. Her battle flags and admiral's four-star flag were broken out at the main. Halsey ordered a signal run up: "Well Done." He told the carriers to stow their attack planes on their hangar decks, so that the flight decks could be reserved for defensive fighter operations. The combat air patrol was reinforced. Halsey was not convinced that the peace would stick- and even if the Japanese government really meant to surrender, there was every reason to expect kamikaze attacks by defiant pilots. In a message that prompted hearty laughter throughout the fleet, he ordered the Hellcat and Corsair pilots to "investigate and shoot down all snoopers- not vindictively, but in a friendly sort of way." Halsey's wariness was well-founded. Twenty minutes later, radar scopes detected inbound bogeys. The combat air patrol and picket destroyers shot down eight Japanese warplanes during the next several hours. The last, at 2:45 p.m. on V-J Day, drew the final curtain on the Third Fleet's war: the fleet did not fire another shot in anger."

"...on October 18 we did receive a greatly needed morale boost: a dispatch announcing Ghormley's relief in favor of Bill Halsey. I held nothing personal against Ghormley, whom I liked. I simply felt that our drastic, imperiled situation called for the most positive form of aggressive leadership at the top. From what I knew Halsey would supply this like few other naval officers."

"On November 8 Halsey flew in like a wonderful breath of fresh air. During a tour of the area he showed extreme interest and enthusiasm in all phases of the operation, concurring with my existent positions and future plans. More important, he talked to a large number of Marines, saw their gaunt, malaria-ridden bodies, their faces lined with what seemed a nightmare of years. I believe then and there he decided to get us out as fast as possible. Halsey's fine sense of humor demonstrated itself that evening when he complimented me on the dinner and asked to see my cook, Butch Morgan. Morgan appeared spick and span in clean skivvy shirt and khaki trousers, his red mustache carefully combed. He stood smartly at attention while Halsey effusively praised his cooking. As the admiral went on and on, Butch looked increasingly uncomfortable and began to twist his skivvy shirt and toe the ground. I knew something was coming from him but I wasn't sure what. Finally Halsey stopped for breath, an opportunity Butch exploited with, "Aw, ...., ...., ...., Admiral." I dismissed him as the group dissolved into laughter. The story quickly spread through the fleet and even reached Washington. The next morning Halsey decorated some of my officers and men before I escorted him to the airfield. At the plane he turned and with eyes twinkling said, "Vandegrift, don't you do a thing to that cook.""

"We lean on our church heavily, and they have helped us a lot, particularly in recent years... I have fame on the level of Marilyn Monroe, John Belushi, or Elvis Presley, but part of the reason I didn't go the way they did was because of my beliefs. People make judgments about Scientology, but often they don't know what they're talking about."

"There are unwanted emotions and pain that goes along with any birth. Preston insists the Scientology-friendly labour doesn't forbid the mum-to-be from yelling out in pain. Screaming is fine... It's the words. If you can avoid saying certain phrases and words... Just try to keep it as quiet as possible. Of course, you are going to groan and yell. It hurts. Just keep it to a minimum."

"It's hard to make a cultural phenomenon every time."

"This must be what God sees. I was absolutely awestruck, not so much at what we had accomplished but at what made the accomplishment possible. A machine produced by more than three hundred thousand Americans was circling the moon with three human beings aboard for the first time in history."

"There was one more impression we wanted to transmit: our feeling of closeness to the Creator of all things. This was Christmas Eve, December 24, 1968, and I handed Jim and Bill their lines from the Holy Scriptures."

"The Earth was the only thing in the world — in the universe — that had any color. Everything else was black and white but the earth was beautiful blue and white and brownish continents. That was the most impressive sight for me of the entire flight."

"A superior pilot uses his superior judgment to avoid situations which require the use of his superior skill."

"Capitalism without bankruptcy is like Christianity without hell."

"Give us, O God, the vision which can see Your love in the world in spite of human failure. Give us the faith to trust Your goodness in spite of our ignorance and weakness. Give us the knowledge that we may continue to pray with understanding hearts. And show us what each one of us can do to set forward the coming of the day of universal peace."

"When you're finally up at the moon looking back on earth, all those differences and nationalistic traits are pretty well going to blend, and you're going to get a concept that maybe this really is one world and why the hell can't we learn to live together like decent people."

""God called the dry land Earth; and the gathering together of the waters called he Seas: and God saw that it was good." And from the crew of Apollo 8, we close with good night, good luck, a Merry Christmas, and God bless all of you — all of you on the good Earth."

"Borman had a Tolstoy quotation on a wall in his office: "The only legitimate happiness is honest hard work and the surmounting of obstacles.""

"Long before the moon mission, I had told NASA that Apollo 8 would be my last flight. It was a decision reached after a long talk with Susan, although the decision was strictly mine."

"It impressed me that Thomas Edison and the Wright brothers were so single-minded in figuring out how to make a light bulb or an airplane. They spent lots of time obsessively perfecting their inventions."

"On July 20, 1969, when Neil Armstrong, another American born and raised in southwestern Ohio, stepped onto the moon, he carried with him, in tribute to the Wright brothers, a small swatch of the muslin from a wing of their 1903 Flyer."

"Wilbur started the fourth and last flight at just 12 o’clock. The first few hundred feet were up and down as before, but by the time three hundred feet had been covered, the machine was under much better control. The course for the next four or five hundred feet had but little undulation. However, when out about eight hundred feet the machine began pitching again, and, in one of its starts downward, struck the ground. The distance over the ground was measured and found to be 852 feet; the time of the flight 59 seconds. The frame supporting the front rudder was badly broken, but the main part of the machine was not injured at all. We estimated that the machine could be put in condition for flight again in a day or two. While we were standing about discussing this last flight, a sudden strong gust of wind struck the machine and began to turn it over. Everybody made a rush for it. Wilbur, who was at one end, seized it in front, Mr. Daniels and I, who were behind, tried to stop it by holding to the rear uprights. All our efforts were vain. The machine rolled over and over. Daniels, who had retained his grip, was carried along with it, and was thrown about head over heels inside of the machine. Fortunately he was not seriously injured, though badly bruised in falling about against the motor, chain guides, etc. The ribs in the surfaces of the machine were broken, the motor injured and the chain guides badly bent, so that all possibility of further flights with it for that year were at an end."

"Twenty minutes later the third flight started. This one was steadier than the first one an hour before. I was proceeding along pretty well when a sudden gust from the right lifted the machine up twelve to fifteen feet and turned it up sidewise in an alarming manner. It began sliding off to the left. I warped the wings to try to recover the lateral balance and at the same time pointed the machine down to reach the ground as quickly as possible. The lateral control was more effective than I had imagined and before I reached the ground the right wing was lower than the left and struck first. The time of this flight was fifteen seconds and the distance over the ground a little over 200 feet."

"At twenty minutes after eleven Wilbur started on the second flight. The course of this flight was much like that of the first, very much up and down. The speed over the ground was somewhat faster than that of the first flight, due to the lesser wind. The duration of the flight was less than a second longer than the first, but the distance covered was about seventy-five feet greater."

"The course of the flight up and down was exceedingly erratic, partly due to the irregularity of the air, and partly to lack of experience in handling this machine. The control of the front rudder was difficult on account of its being balanced too near the center. This gave it a tendency to turn itself when started; so that it turned too far on one side and then too far on the other. As a result the machine would rise suddenly to about ten feet, and then as suddenly dart for the ground. A sudden dart when a little over a hundred feet from the end of the track, or a little over 120 feet from the point at which it rose into the air, ended the flight. As the velocity of the wind was over 35 feet per second and the speed of the machine against this wind ten feet per second, the speed of the machine relative to the air was over 45 feet per second, and the length of the flight was equivalent to a flight of 540 feet made in calm air. This flight lasted only 12 seconds, but it was nevertheless the first in the history of the world in which a machine carrying a man had raised itself by its own power into the air in full flight, had sailed forward without reduction of speed, and had finally landed at a point as high as that from which it started."

"Wilbur, having used his turn in the unsuccessful attempt on the 14th, the right to the first trial now belonged to me. After running the motor a few minutes to heat it up, I released the wire that held the machine to the track, and the machine started forward into the wind. Wilbur ran at the side of the machine, holding the wing to balance it on the track. Unlike the start on the 14th, made in a calm, the machine, facing a 27-mile wind, started very slowly. Wilbur was able to stay with it till it lifted from the track after a forty-foot run. One of the life saving men snapped the camera for us, taking a picture just as the machine had reached the end of the track and had risen to a height of about two feet. The slow forward speed of the machine over the ground is clearly shown in the picture by Wilbur’s attitude. He stayed along beside the machine without any effort."

"For two reasons we decided to use two propellers. In the first place we could, by the use of two propellers, secure a reaction against a greater quantity of air, and at the same time use a larger pitch angle than was possible with one propeller; and in the second place by having the propellers turn in opposite directions, the gyroscopic action of one would neutralize that of the other. The method we adopted of driving the propellers in opposite directions by means of chains is now too well known to need description here. We decided to place the motor to one side of the man, so that in case of a plunge headfirst, the motor could not fall upon him. In our gliding experiments we had had a number of experiences in which we had landed upon one wing, but the crushing of the wing had absorbed the shock, so that we were not uneasy about the motor in case of a landing of that kind. To provide against the machine rolling over forward in landing, we designed skids like sled runners, extending out in front of the main surfaces."

"We dared to hope we had invented something that would bring lasting peace to the earth. But we were wrong ... I don't have any regrets about my part in the invention of the airplane, though no one could deplore more than I do the destruction it has caused. I feel about the airplane much the same as I do in regard to fire. That is, I regret all the terrible damage caused by fire, but I think it is good for the human race that someone discovered how to start fires and that we have learned how to put fire to thousands of important uses."

"Learning the secret of flight from a bird was a good deal like learning the secret of magic from a magician. After you once know the trick and know what to look for you see things that you did not notice when you did not know exactly what to look for."

"If we all worked on the assumption that what is accepted as true is really true, there would be little hope of advance."

"We came down here for wind and sand, and we have got them."

"You can't get good marks if you're popular."

"In the Pentagon, Sherman had the reputation of never having lost an argument. Impressively learned in military history and geopolitics, he was freely acclaimed the J.C.S.'s best geopolitical brain."

"The man in the admiral's uniform spoke only occasionally, and then in a quiet voice, but the words were to the point, and the mind behind them forceful. Fellow members of the Joint Chiefs had learned to listen carefully to the Navy's Forrest Percival Sherman. The U.S., as the Joint Chiefs already knew, had found a fighting man of rare qualities: the man of action who is also reflective, studious, habitually unruffled. The freshman member of the Joint Chiefs, he had stepped into his job four months ago when he became Chief of Naval Operations, in an atmosphere acrid with controversy and resentment. He had brought to the nation's highest military council something that had been too much forgotten in the jealous and unseemly interservice fights over unification — a grasp of international strategy, military history and geopolitics. … The Navy, which in the heat of change of command had whispered that Sherman was ambitious, cold and ruthless, was amazed and delighted. One officer, who had greeted Sherman's advent with "This is a dark day for the Navy," admitted later: "The Navy hasn't seen anything like him in a long time.""

"Right from the beginning, he knew precisely what he wanted. He wanted to get to the top. … Joe wasn't really cocky, he just wasn't uncertain, as most kids that age are."

"He was a grease-lightning operator, a box of brains. He always had a plan — never left anything to chance."

"He was able. He was a patriotic American. He was a fine gentleman. The country's loss is great, and so is mine."

"Sherman never hesitated when things looked worst. He's a realist without being a pessimist."

"His lifetime of service has touched the lives of every Sailor privileged to serve aboard this ship and will continue to do so for many years to come."