NATIONAL VIETNAM WAR VETERANS DAY

 The unexamined life sucks.

As a little kid, the idea floated around the playground that, if all the Chinese people on earth lined up and jumped off a cliff, the line would never end.

The reason was (obnoxiously) simple: births in the cue would exceed the deaths at the ledge.

It’s a stupid idea, for a thousand reasons. But for a child, it sparked many questions — “What did all those people do while shuffling forward?” “Why would people line up that way? And the “Why wouldn’t the people stop and leave the line?”

Time passed, I evolved, but the questions stuck with me.

Last year, I interviewed a (highly) decorated Army helicopter pilot that served during the Vietnam War. It was typical of my style; resource intensive. But input and output have a relationship - we reap what we invest, right?

For sure, his stories of combat were riveting. But to take them on face value and not go deeper was/is akin to skipping dinner and feasting on the dessert.

Through this kind of work, I've learned 'good nutrition' is complex, dynamic, and requires disciplined intention.

Studying the man’s DD214, his award citations, and even learning of his wife's adoration gave me great insight into the man he was, the man he became, and now is.

"The war" was only a chapter in a much greater book.

And yet, I was stunned to hear…

“So what do people think when they learn about what you did? What you accomplished?”

“Think?” He questioned rhetorically. “I really don’t know.”

“Then what do YOU think when you’re asked about your life?”

“Not sure about that either!”

“Why not?”

“Because... no one’s asked.”

Two thoughts.

1. Today is a good day to commit to a life of significance by realizing that life, great or small, has significance to positively affect the lives to come. What we do, matters.

2. Today, 29 March, is National Vietnam War Veterans Day. Chances are good that you know someone who served during the time. Pick up the phone, walk across the street, write the email… and ask: “Will you describe for me how the Vietnam War shaped you?”

Socrates supposedly said, “The unexamined life is not worth living.”

Yet, just one question can lead to a new and extraordinary life.

I'll get around to filling in the details of the man in the circle... I hope.

ROYCE WILLIAMS - MEDAL of HONOR RECIPIENT (finally!)

 

Well, it's done.

CAPTAIN Royce Williams, USN (ret) has been awarded the Medal of Honor.   On 24 February, he received this supreme military award at the State of the Union address in Washington, D.C.   President Trump's wife, Melania, presented the award.

To say that 'this' is well deserved, "about time!" or any other positive superlative statements are understatements.  Though every Medal of Honor story is gobsmackingly humbling, Royce's is of particular interest because of the depth, breadth, and time invested to make it so — many, many people rallied to see the award through including an enormous list of flag-rank officers, elected service people, media pundits, celebrities, and of course, History Geeks.

I was a teeny cog in that complex effort; for me, being such a 'teeny cog' is a life highlight!

It's one thing to meet a hero who answered circumstance's call so powerfully, it's another for that hero to continue on with a life of humility, excellence, integrity, duty, faith, hope, love... Royce is 'the best of us.'

Links to work I've been involved are below, but please don't take my word for it.  Search/Research yourself and see where it takes you. 

If you'd like a start, go here:

Prior post - click here.

OGTA film on Royce - click here.

DFC Society interview + OGTA film - click here.

Timeline of Royce's 18 Nov 1952 combat action - click here.

My substack on Royce - click here.

Profile 170: Bell AH-1G "Cobra" as flown by Michael O'Neil, F Troop 1/9 Car

 

So, the last post on Michael O'Neil's Cobra was nearly TWO YEARS AGO.

There's a point to this — if I were simply 'drawing airplanes,' this finished piece would have been posted earlier in 2024 when I finished the man's Vietnam War(bird).

But, the story - the very thing I care most about - was hardly complete.  Frankly, I had a pretty good idea that there was 'more to the story.' and whatever comprised 'more,' was also going to be, at best, uncomfortable.

So, I waited.  Not necessarily because of any vibe Michael was giving.  It was more about figuring out what to do next.  Kind of like how someone might think-through what to do next when discovering a large rattlesnake coiled up in the far corner of the tool shed...

Fast forward to earlier this summer (2025), I got a call from Michael from, of all places, his hospital bed.

If you've ever heard a Boston accent, try to put that into your mind as you read my recollection of the dialogue...

"John?!  It's Michael.  I'm in'd'hospital.  Eye'godda question..."

"Huh?!"

"When y'gonna finish my story...?"

So.  The rattlesnake moved and I realized I couldn't ignore it any longer.  Click the picture below or click here for what's happening next...

btw - the film will Premiere at a Veteran's event on 20 November, some time after that, it'll be live on my "Old Guys and Their Airplanes" Vimeo channel.

In the meantime, the Teaser/Trailer in the above links will set the tone.  You might want to stand back a little as it strikes people differently...

Profile 180: Sikorsky HH-3F Pelican as flown by Jimmy Ng and Patricia McFetridge, U.S. Coast Guard

 

The picture above contains the HH-3F helicopters as flown by USCG aviators Jimmy Ng and Patricia “PattyMac” McFetridge.

Of course, there’s a story behind the signatures - I’ll get to that in a paragraph or two.

Both helicopters carry extraordinary history.  The one above and to the rear is #1471.  The one in front is #1467.  

So, have you read a military citation?  If not, please do the memory of 1471 a favor (if inanimate objects are truly worthy of such a thing) and read the Distinguished Flying Cross citation involving 1471 and pilot  Jimmy Ng.

***

CITATION

The President of the United States of America takes pleasure in presenting the Distinguished Flying Cross to Lieutenant Jimmy Ng, United States Coast Guard, for extraordinary achievement while participating in aerial flight on the evening of 17 August 1980.

During this period he was serving as pilot and aircraft commander of Coast Guard HH-3F 1471 engaged in the rescue of 17 seamen from the merchant vessel Theresa Lee which was filling with deadly ammonia gas, disabled, and sinking in Bristol Bay, Alaska.

Dispatched from Coast Guard Air Station, Kodiak, Alaska, Lieutenant Ng flew the aircraft through the remnant of one of the worst typhoons of the season to the scene. Upon arrival and despite darkness, poor visibility and turbulence in rain showers, Lieutenant Ng maneuvered the helicopter to a position over the violently pitching vessel as two dewatering pumps were lowered to the survivors. These pumps eventually saved the ship from sinking. Lieutenant Ng was now into his third launch of the day having accumulated 4.3 hours of flight time and eight hours of crew mission time on another SAR case. Facing fatigue and wind gusts of 65 knots and 40 foot seas combined with minimal visual references in the rain, Lieutenant Ng maintained his position above Theresa Lee until the 17 seamen had been hoisted to safety.

With the fuel now a critical factor, Lieutenant Ng proceeded to the closest landing area, Port Heidon, Alaska. While en route, the cockpit filled with dense smoke accompanied by the acrid odor of an electrical fire. Reacting immediately, Lieutenant Ng directed the performance of the appropriate emergency procedures which successfully resulted in the elimination of the problem. The helicopter was then safely landed at Port Heidon. Lieutenant Ng’s innovative actions, expert aeronautical skill and valor throughout this mission were instrumental in the successful rescue of the 17 seamen.

His courage, sound judgment and unwavering devotion to duty are most heartily commended and are in keeping with the highest traditions of the United States Coast Guard. 

***

If you're like me, you were at once stunned by audacity of the moment and perfunctory explanation of the act.  It all seems so clinical...and gobsmackingly impossible at the same time.  

When talking with Jimmy about this particular event, he was (as I perceived) unconsciously dismissive, reminding me any number of times that, he'd "... lost (four) good friends on 1471."  Indeed, just under a year later, on 7 August, 1981, 1471 would be wrecked during another rescue.  Have a read about it here.

"That Others May Live" by Arden Von Dewitz

It was as if anything to do with his amazing action was simply insignificant to the later loss.  That is a point that I'm still sorting out, but it struck me as painfully awkward.  As Jimmy was awarded two DFCs for his service, I offered that I could draw the other, (1469).  "No...no.  You can do 1471.  But just know, "...lost friends on it."

Hold that thought.

The second HH-3F, 1467, was flown by Patricia McFetridge, another DFC recipient.  You should read her Distinguished Flying Cross citation:

***

CITATION:

The President of the United States takes great pleasure in presenting the Distinguished Flying Cross to Ensign Patricia A. McFetridge for extraordinary achievement while participating in aerial flight on the morning of 22 September 1990 while serving as Co-Pilot of Coast Guard helicopter HH-3F CGNR 1467.

The aircrew was dispatched to search for the fishing vessel JANICE N which was reported to have caught fire. Ensign McFetridge flew at an altitude of 100 feet through heavy rain, 75-knot wind gusts, severe turbulence, 30-foot seas, and visibility less than one-quarter mile. After an exhaustive two and one-half hour search, until fuel ran low, with visibility reduced to one-eighth mile, the aircrew sighted a raft with three persons onboard.

As the survivors were hoisted, Ensign McFetridge carefully monitored the seas, and her quick reaction on several occasions kept the aircraft from striking the water. Demonstrating great composure under pressure, during the hoists, Ensign McFetridge provided communications between the Pilot and crew when the intercom system was disabled by the driving rain.

Relieving the exhausted Aircraft Commander, she skillfully flew the aircraft, while making arrangements for medical assistance for the survivors. Ensign McFetridge's actions, aeronautical skill, and valor were instrumental in the rescue of three victims.

Her courage, judgment and devotion to duty are most heartily commended and are in keeping with the highest traditions of the United States Coast Guard.

***

Having read many DFC citations, the ones awarded to Coast Guard aircrew have a timbre of their own as they're almost always awarded for "humanitarian" reasons as opposed to those awarded for service during times of combat.  I am not stating that one category  is better/more than the other.  It's just that they're different — that people can show the greatest of human courage & sacrifice in times of war and peace says everything about the sheer value of the word, "Character."   Indeed, the measure of our life is not in years, but actions. 

"PattyMac," as she is called by friends, was the first woman Coast Guard officer awarded the DFC.  Having worked with her on a number of service-related projects, I'd needled her periodically about letting me interview-her properly, and all the while, she'd defer the intention with the idea that somehow, the combat veterans from the wars preceding her peace-time action needed to have their stories told before hers.  This was not a polite deferment, btw.  I distinctly recall her explaining with a laugh, "It was (one of) my first real mission!  I didn't know any better!  I just did it!"

An accidental act of bravery?  Hardly.  Again, reading these citations always has a common thread of extraordinary preparation, practiced skill, and a disciplined sense of Character (capitalization, mine).

The Smithsonian Institution interviewed Patty in 2019.  I was able to find a complete transcription of that interview a while ago and took the time to read it.  There's no way her DFC was a result of some "right place, wrong time" event (as she joked).  PattyMac was made for such moments.  Proof here.

Ok.  So about the artwork and the signatures.

Drawing airplanes is not that hard.  In fact, I figure in another year or so, AI will be doing a great job of it and, in terms of effort, the human-act of drawing/painting/rendering will be a pure vanity.   If one is looking for a perfect illustration of a machine, it only makes sense that the machines themselves take care of each other.

But one thing AI will never be able to do is to take on flesh, blood, grasp a pen/brush/pencil/digital tool and scrawl the thing that identifies each of us - a name.

Indeed, it's the names and physical signatures that really bring life to (my) artwork.  At once, the signature brings historic value to the ink on paper.   Most importantly though, the signature says, "I, a human, made this moment.  The machine was only a tool."

So, after presenting the art to Jimmy and PattyMac at the September 2025 Reunion of the Distinguished Flying Cross Society, the audience was invited to come up and sign the artwork, in addition to Jimmy and PattyMac, and of course, my quirky initials.

I haven't counted the signatures - the picture at the top of the page was taken about 75% through the signing event.   But every signature represents a personal connection to the medal, the greater history, the relationships... and therefore, the humanity of it all.

May each of us write our lives realizing that our actions are being recorded, and live in enough of a community that we can all share in the glory of the best ones. 

Left to right (right of picture) Joy and Jimmy Ng, Patricia McFetridge, John Whiddon (2x DFC recipient, DFC Society Chairman and USCG pilot).  And I am holding the microphone.

Photo courtesy Byron Derringer.

PS -  About John Whiddon (in photo above).   He was awarded the first of his DFCs in 1469, the HH-3F that Jimmy Ng deferred.  In honor of John's leadership of the DFCS, the citation involving 1469 is below.

CITATION

The Distinguished Flying Cross for extraordinary achievement while participating in aerial flight on the afternoon of 4 October 1980 while serving as pilot and aircraft commander of Coast Guard HH-3F 1469 engaged in the rescue of 20 survivors from the stricken passenger liner M/V Prinsendam which had caught fire 120 miles south of Yakutat in the Gulf of Alaska. The fire had forced the passengers and crew of Prinsendam into lifeboats in the dark hours of early morning.

Dispatched from Coast Guard Air Station Kodiak, Lieutenant Whiddon flew the helicopter to the scene and located a lifeboat being tossed by 25 foot cresting seas. Despite 35 knot winds and visibility often down to one-half mile, Lieutenant Whiddon skillfully guided the aircraft over the stern of the pitching and tossing boat and maintained the position as the rescue basket was lowered.

During one of the hoists the cable became tangled in the rudder of the boat. With excellent crew coordination and precision flying Lieutenant Whiddon maneuvered the helicopter to a position where the cable was freed without shearing. The hoist operations were then completed and the survivors were transported to safety on the T/V Williamsburgh and to Yakutat.

Lieutenant Whiddon's innovative actions, expert aeronautical skill and valor were instrumental in the rescue of 20 victims. His courage, sound judgment and unwavering devotion to duty are most heartily commended and are in keeping with the highest traditions of the United States Coast Guard.

Profile 180: Sikorsky HH-3F Pelican as flown by (name tba) of the U.S. Coast Guard

On a pure aesthetic value, I would not have picked the HH-3F to draw.   It's ugly.   But, celebrating physical beauty is not the point of my work.  Attractive or not, the aircraft depicted in this blog represent something (to me at least) far, far, far beyond 'the machine.'

I'm not terribly religious, certainly not holy.  But — as ridiculous as this might sound to some — there's something of the Divine in each of my experiences "interviewing old guys and drawing their airplanes."  A few years ago, one of my business mentors stated that I may have been rendered 'unemployable' on account of hanging out with so many remarkable people.  As I'm still convinced I'm largely a coward with an outsized ego, I'll always find work.  

Nevertheless...

I have been deeply affected by the stories, friendships, and examples that these drawings represent.

* break break *

This particular HH-3F "Pelican" is being drawn for an event that'll happen this Fall.  Media might even show up, so it's possible the finished piece could make the news.  We'll see about that — if it does, check my Facebook page sometime after October 1, 2025.

On a personal level, this Pelican is fascinating for a number of reasons:

1. It's military, but not martial.  (not everyone wants to see guns/missiles)

2. It's no longer in service. (the last Pelican in Coast Guard service was retired in 1994)

3. It's unique (it could land/takeoff from the water)

4. It's painted with orange (no "SEA Camo" here!)

5. It represents an amazing story that has captured my imagination a hundred times... *snap! snap! earth to John, earth to John!* (distractions also make one unemployable).

Anyway.

A little bit of background on the HH-3F Pelican is in order.  Have a look at the pictures below.

An S-61 (civilian version of the SH-3) helicopter from photographer Chen Peng, courtesy Wikipedia.
Notice the fuselage - it's shorter, stockier than the S-61R/HH-3 version

A "Jolly Green Giant" Sikorsky HH-3E (military version of the S-61R) courtesy U.S. Air Force. I had a USAF F-105 pilot tell me the HH-3E the most beautiful aircraft in the world because it pulled him out of North Vietnam and therefore helped him become a happy husband, father, and citizen.  Fair enough.

The naming & production convention behind the S-61/H-3 helicopter series is an alphabet soup to those unfamiliar with how industry and government develop things.  Civilian markets get one name, military gets another.   But suffice it to state, the Pelican was derived from a late 1950s U.S. Navy request for a helicopter that could perform anti-sub, search and rescue (SAR) and general-purpose roles.  The result was the very successful S-61/SH-3.  

The USAF noticed the success of the SH-3 and wanted one of their own.  Contrary to public opinion that the military industrial complex runs around willy-nilly spending money — especially during the McNamara years of 'efficient' government procurement — the USAF realized it'd be cheaper/faster to adapt the SH-3 to their needs than develop something brand-new.   Thus, the S-61R/CH-3E was developed.  Essentially, the C/HH-3E was an S-61 modified to have a loading ramp. 

Have a look again at the photos above — they're very different but very similar machines.  If you're really into geeking-out about the S-61 series of helicopters, try these links:  S-61 and S-61R.  Take your time though - the two helicopters are often confused in print AND web.  Regardless, the basic S-61 design generated fifteen variations expressed in a total production run of 794 helicopters. 

Ugly?  Sure.  Successful?  Undoubtedly.

Going just a bit deeper, a few more facts on the HH-3F Pelican version:

Length: 57' feet

Width: 16'

Top speed: 160mph

Hover altitude: ~6500ft; Service ceiling (horizontal flight) 10,500ft

Range: 750 miles

Crew: 5 - pilot, co-pilot, 2x aircrew, rescue swimmer

This HH-3F is at the Naval Aviation Museum in Pensacola, Florida.  You can notice the big black bump on the nose containing extra radar and, if you squint, you can see a funky-looking eyebrow on the bottom of the sponson — that contained an inflatable floatation bladder that would be used if the Pelican had to ditch at sea.  Photo: NAM

**************

Enough waxing philosophical.  Enough background on the helicopter itself.

Let's see what we can learn from this particular HH-3F, flown by one particular pilot, on one particular day.  As it's good to keep all of us employed, I'll save posting the Distinguished Flying Cross citation until after the presentation event as it might send you into a day-long daydream.  

But... a little bit of teasing won't hurt.

The picture above was swiped from a site called "Blue Water Mystique."  Apparently, this photo was taken during sea conditions that generated 30'-40' waves.   The graph below shows the "Beaufort Wind Scale"  that's used to categorize wind:storm affect on ocean conditions.

Have a look, pay attention to the Force column, eye-down to #11, classification: Violent Storm.

Now.  Imagine this - you've just put in 4 intense hours flying SAR missions over stormy seas and you get ANOTHER call to action... this time, nearly twenty people are caught in conditions of 40' + waves, 60knot winds and your job is to hold hover in the torrential sea-spray, and haul the hapless up (one at a time) and take them home.

If you're like me, thinking about the moment makes any office/work/executive 'work' currently going on seem utterly insignificant.

But I betcha it'll inspire me to give more of my best to whatever office/work/executive thing I've got going on and appreciate the CAVU** skies and calm winds right outside my window.

More to come (back to work).

The pencil-sketch I did when given the GO! on this project.  

** CAVU = Ceiling And Visibility Unlimited

Profile 157: North American F-86F Sabre, 35th FBS, 8th FBG as flown by James "Jim" McDivitt

There are more than a few stories in this blog that need to be finished but how/why THIS ONE hasn’t been is known only to…

…me.  And for a while yet, it’ll stay that way.

Nevertheless, “The Obstinate Owl II” is above, and finished, fulfilling the promise made in October 27, 2021 when I last posted progress the artwork.   I had my plans, my next-steps all sorted out...

Suddenly (as it always seems to happen when dealing with projects that demand so much time,) a year later, her pilot, Gemini 4 and Apollo 9 astronaut, James “Jim” McDivitt ‘Flew West’ at 93 years of age.  This was an extraordinary bummer because I really grew to appreciate the man, so much so that I continued to work around a schedule that ended up being a complete phantom of optimism.

As it sits now, I have not decided what to do with my 95%-complete interview(s).  Suffice it to state, they’re remarkable assets to American and Space Race history.  

However, I’ll share this little glimpse; the first few times I got to talk with him, they were purely conversational and didn’t last much more than 20, 30 minutes.   Yet, in those brief conversations, it was apparent “McDivitt” was burnt-out on telling rocket stories.  Same with being on The Brady Bunch.  Same with the hubbub made about the apparent “UFO photos” he took during the Gemini 4 mission.  As interesting as the prior were/are, my focus was on the man’s Korean War service and THIS was the main reason he afforded me extraordinary access to his memories.

Jim McDivitt (middle in grey sport coat) with the cast of The Brady Bunch and two aliens
from the planet Keplutus.  Photographer unknown.

*Break break*

As much as I loath celebrity culture, I have a measure of sympathy to the singer, artist, politician, actor, entrepreneur, astronaut, warrior… who signed up for a measure of one thing and ended up with a heaping helping of another.  Some can handle it, some can’t… but bottom line, there’s an extraordinary price to pay when one’s being is perceived to be public property.

Being an astronaut, especially ‘back then’ in the 1950s and 60s, was a flashbulb-fueled launch into the celebrity universe.  Maybe at one time, McDivitt appreciated the notoriety, maybe not, but by the time I got to meet him, it was pretty apparent, the camera, the spotlight, the moon…were all things he’d rather look away from.  

Life is like that though - based on what I’ve learned interviewing ‘old guys,’ the days, months, years of life tends to refine the dross from the precious.  

How Jim expressed this to me sounded something like this:

Me:  So what are you most proud of?

(He instantly glanced at two paintings that were on opposite walls in his dining room)

Jim:  My Korean War days.

Me:  Not NASA?!

Jim McDivitt had a fun sense of humor - here, he goofs around with a model of the Titan II rocket used to launch his Gemini 4 mission, which resulted in mankind's first spacewalk!  Photo: NASA

Jim: (snorts) No… no.  My Korean War flying.  Those times.  (He pointed at the extraordinary artwork depicting him flying his 35th Fighter Bomber Squadron F-86 and F-80.)

Me:  Why's that?

Jim:  (NASA) was a corporation.  It was a job.  But then, there... (he looked again at his F-86 and for a split second or two, faded from the room into some long lost memory) That's when I believe I was doing the most good.  Flying jets in the squadron.

Me:  Was it the camaraderie?  You had that at NASA didn't you?

Jim:  (Shakes his head).  No, no... not like then.  (In my Korean service) we were a group, a team.

For a while afterwards, he went into greater detail about the nuances of leadership, business, publicity, warfare, politics... and it became obvious that, Jim McDivitt — obviously brilliant, super-competent, highly skilled — was just an aviator, happy to play a small part in something bigger.  NASA, with its inherent (and mostly necessary) need for choreographed publicity and public acclaim, may have fed his family and fulfilled his professional obligations, it didn't feed his soul.  Even if the organization took him farther than 99.99999% of people have ever been.  Even if a day at the office meant taking pictures like the one below.

Jim was the commander of Gemini 4 and also its savior.
Jim took this picture of #2 Ed White doing the unfathomable.  Notice the hatch at right - that it opened to let Ed out is Jim's genius with mechanical things.  That it CLOSED is also Jim's genius with mechanical things.  And to think the man really just wanted to fly jets... Photo Jim McDivitt, NASA

Instead, the military and the experiences within its cloistered fraternity were the memories he wanted in his dining room and ultimately (I believe) were the ones he took into Eternity.

Please, have another look at "The Obstinate Owl II."  Jim was pleased with the title; today, the original hangs in a place of honor at Tucson's beautiful Hacienda Del Sol resort, the site where he and fellow military aviators gathered (still do, in fact) every Friday for lunch.

"We remember where we came from," indeed.

Jim in front of another 35th FBS F-model Sabre, "The Dirty Old Man."
Photo: Jim McDivitt

 

Profile 175: FINISHED - "242" as flown by Col John Wambough (ret), 34th TFS

 

Finished!

And, what a finish at that!

break break

There are two reasons people get-into my art:

1.  The veteran signed it.

2.  It makes them feel a certain way.*

Last week, I was able to participate in a "Welcome Home" event in Fort Walton Beach, FL.  It wasn't a mere banquet-moment.  For nearly a full month, the community participated in making this event something go beyond a sold-out arena featuring famous faces talking about 'the war'....

Commissioned to draw the aircraft of five Northwest Florida veterans, my artwork ended up being displayed at selected businesses where ANYone from the community could sign as a tangible expression of thank-you-for-your-service.

I'm not trivializing the TYFYS rejoinder, btw.  But frankly, people often have no idea what to say to veterans, especially the sort that has experienced combat.  And in the case of the Vietnam Conflict generation, we Americans are completely stymied as to what to do next... Thanks to the Fort Walton Beach Chamber of Commerce, the community's civilian folk were given a way to level-up their profound appreciation by going beyond the spoken word and putting it to paper!

Please, have a look — the number of signatures on these five prints represent at least 1,000+ grateful souls...

How cool is this?!?

And even cooler, that #264 is represented by a living, breathing representative of the Vietnam Conflict.  It's true the majority of military personnel don't get anywhere close to the harm of mortal combat.  However, John did and in a sobering fashion - he flew this particular F-105D in combat at least once in combat, and of course, survived.  

Examine the stats (delivered by John Wambough himself):

• 1967 was the peak year for pilot losses during the Vietnam Conflict; F-105 pilots averaged getting shot down every 33 missions (when 100 missions was the required go-home number).

• 180 F-105 pilots were killed in action during the Vietnam War

• 107 pilots became prisoners of war (POWs)

• 145 F-105 pilots were shot down and rescued

As diverse as we all are - Col Wambough, the individuals of the community, myself - we are all joined in the common bond of simply being lucky/blessed/honored to be here, today.

*About that 'certain way.'   I'm never sure what people are actually thinking when they look at my artwork, but I am certain that the quality of the art is comparatively low on the list.

The top-two most compelling aspects of my art are the title and, by a much larger margin of interest, 'the signature.'  It does something to the imagination when the beholder connects the autograph with the reality that 'they were there' and by virtue of the signature, 'here now.'

"Welcome Home" indeed.  

And I hope we never 'finish' welcoming the Vietnam Veteran's story.

Profile 175: "242" as flown by Lt John Wambough, 34th TFS

I learn a lot about life drawing airplanes.

NERD ALERT:  This post is really just musing on the futility of trying to get artwork 'perfect.'   A better history lesson will follow, prolly on my Substack...

* break break *

Most of the time, what I learn is poured into the mental-box reserved for abstractions, points-to-ponder... 

Hang with me.

Look at my art below - it's a McDonnell Douglas F-4E Phantom II that was flown by Lt Colonel D.C. Vest in 1972 while assigned to the 336th Tactical Fighter Squadron (TFS), nicknamed, "The Rocketeers." 

At the time, the 336th was based out of Ubon, Thailand, flying combat missions into North and South Vietnam.

It's old art - I did this in 2016!!

Anyway, notice some elements...

Tail Code:  The two large letters on the tail.  These became prevalent markings on most USAF aircraft around 1967.  The Navy/Marines had been doing this since after WWII.   Why the disparity?  Ask a Marine aviator (you might find the response amusing).  Nevertheless, Tail Codes are an important detail.

Serial Code:  These are mostly an abbreviation of the serial number assigned to the aircraft at the factory.  This number tells a story of when the particular lot/batch of aircraft were ordered/upgraded.  Serial Numbers very-very-very rarely change on aircraft, civilian or military. 

The *'s show details that may/may not be consistent within a squadron or unit.  In this case, the 336th wanted to have these markings on their aircraft.  Realize that they could be added/modified/removed in a couple of hours.  In the case of 221 (the F-4 shown above) the yellow tail-top and divisional/command shields were generally applied to 336th F-4s but not mandated.

The ? marks details that are generally mandated but often changed such as stencils added to call out certain features of the aircraft; most of the time, these stencils are reminders to maintenance crew to do/think a certain thing.  "HAND HOLD" "JET A FUEL ONLY" are examples.  These may/not be done at the factory and may/not be maintained during regular maintenance. 

But 99.999% of the time, USAF aircraft have the American "Star and Bar" insignia in a definite place and a definite size.

For people like me who have opportunity to draw a particular airplane at a particular moment in time, we learn to balance the resources of TIME - ENERGY - MONEY (TEM) to create what we hope to be an accurate representation of what the particular aircraft 'looked like.'

But, what happens when new information comes up that changes the art?

I used to weep.   But, I grew up.  Now, I just swear once or twice and go back to 'life.' Practically, one the deal is done, the pilot has signed, the work is displayed, there's nothing to do other than shrug and give a loose apology.

However.

Recently, I (almost) fulfilled the commission to draw "264," a Republic F-105F Thunderchief that John Wambough flew on a particularly important day in October, 1968.

I assumed the Tail Code would follow a certain convention that had replicated itself in the past.  And I even pestered the man about photos.  Did he have any?  "Not that I can recall, but I'll check..."

TEM demanded I move forward so I rendered what I assumed to be 'the way it was done.'   Circumstances being what they are for me, I was able to visit John at his home and show him what I THOUGHT was the final artwork.

John me:  Well... here's 264!  What do you think?

John W:  Wow. Great!  I like it!  Thank you!

(Wife points to kitchen counter piled with photos, plaques, documents...

Wife:  You need to see this photo album...

And low, behold, a treasure trove of photos of 264.   To my dismay... there, in living black and white, was a perfect tail-shot of John's "Thud" (nickname for the F-105) revealing that I'd totally gotten the markings WRONG.

Col Wambough and I going through his pile of 'history.'  I love this part of my work!

Wrong lettering, positioning, convention... 

John me:  Oh sh*t.  I have to redo your tail.

John W:  Why??

I then waxed poetic, pointing to lettering spacing, style, stenciling; John squinted, then stated, "Yes.  You're right.  You noticed the detail."

Three airports, seven hours travel-time, and 36 hours later, I obsessively updated the artwork to reflect the style/change revealed by the photo (and not the assumptions made over years of work and reinforcement of detail).

There's a lesson here:  assumptions are not facts, one can only do so much, every once in a while and Gawd throws you a bone.

Oh.  And always endeavor to go to 'the source.'  

Profile 173: "YO-YO" as flown by Lt George McGovern, 455th BG, 741st BS

 

Finished!

The above is fifteen years in the making — I complained about the foolishness of the first version I completed in 2009 on my Substack.  Suffice it to state, earlier this year was commissioned for a public display and immediately saw it as a sign from Gawd to right the wrongs I committed back then.

For here, however, I'll focus on the artwork as much has changed since the one below:

George likely flew 6+ different B-24s in combat.  Though I was able to scan his combat diary, it wasn't as detailed on specific airplanes as it was as a narrative of his life as a combat pilot.  A page from 25-26 December, 1944 is below — it's terrific to 'hear' the man's thoughts through the ancient pages but it doesn't tell me much about markings!

Regardless, I decided to re-do YO-YO on account of the reason chosen in 2009; YO-YO is fairly well documented photographically.  A kind B-24 wonk provided me a few details about B-24s known to have been flown by George:

42-50419 "Big Gas Bird" (first combat mission)

44-48754

42-51279 (first mission as Pilot in Command)

42-78166 "Rosalie Mae"

42-51917

and of course, 44-11199 "YO-YO"

Still, the photos of YO-YO available, give only general detail.

The photos above are pretty-much what I had to go on (thanks to B24bestweb.com and the  AmericanAirMuseum.com).  

The choice to draw the port side was purely due to the display of 95 mission markers. It's interesting to note that YO-YO survived the war, only for George to see a newsreel of it waiting to be turned into toasters.  I'm hoping the color picture above is from that very film!

All in all, I'm happier with the "new" YO-YO but still wishing for a Time Machine. 

 

NOTICE TO READERS & FOLLOWERS

Support for my "interviewing old guys and drawing their airplanes" has grown to the point where I'll be maintaining TWO regularly updated channels.

1.  This channel on Blogger.  This will be more useful for drawing + more detailed historical information. 

Right now, I'm drawing a new B-24, an A-4 and have a year-old MiG-21 to share... stand by.

2.  The 'other channel' on Substack.  This will be more useful for sharing the stories and impacts that result from meeting the extraordinary people who fuel my artwork.

Thank you for the success you've all afforded and looking forward to making History even MORE "nutritious."

A great human has left the earth - Clarence "Bud" Anderson

 

The world is a noisy place for superlatives - "awesome," "amazing," "OMG."

The world is also prescribed with formulas - "best life now," "ten things top leaders do," "High performance organizations."

Sometimes they're accurate.  Most of the time they're just click bait.  

But on very rare occasions, they have a name, story and a phone number...

Yesterday, 17 May 2024, Col Clarence "Bud" Anderson Flew West, leaving behind a real legacy of the kind of life most ascribe to fantasy..

Nearly 24 years ago, in a conversation about leadership in the workplace, Bud challenged me to "interview old guys."  Putting a finer point on it, to ask people who'd seen the depth and breadth of life and  consider their words.

I took his challenge and the result has been the influence of many thousands, around the world, in art, in writing, in film...

 ..with the message that Bud embraced - leadership is a choice and character is a daily practice. 

The man gave so many, so many, people living proof that not only to men of greatness exist, they're strong, kind, patient, and most importantly, alive.  

I'm sure there are others out there but today, there's one less.

A little recording I made of Bud talking at a hometown event is below - it's a tonic for the times.

Thank you, God for men like Bud.  And thank God for figuring out a way to have Bud's phone number, so many years ago.

[MP3 recording below]

In Bud Anderson's own words... (10 minutes long)

Bud and I at a Commemorative Air Force event.  I was speaking, he showed up.
"You're still doing this stuff? (i.e. interviewing old guys and drawing their airplanes."
"Yep."
"Well... that's fine.  Just fine.  Thank you."

No, Bud... THANK. YOU.

Profile 173: Consolidated B-24J as flown by George McGovern, 455th BG, 741st BS

Interviews with George are in a few of my journals/stack-of-yellow-legal-pads.
And my obligatory pencil sketch to get my brain engaged...

Tragic work has begun on my next commission, a B-24J as flown by former U.S. Senator George McGovern during his service as a WWII bomber pilot.

Tragic?  Yes.  This is a redo of a piece I originally did in 2009.  For reasons due to the profound internal conflict between my chronic impatience and impossible sense of perfection, I bashed-out the art below to meet a deadline for George to sign the prints (and use at a particular fundraiser).

It's awful.  When I presented them to George, he seemed happy enough but I really wanted the artwork to be better-rendered... and trusted that the first edition would sell out, necessitating a second printing... which it did... but I never got around to redoing the artwork.

Three years later, George 'Flew West.'  

Though everyone knows that celebrity autographs are more about the actual celebrity than the thing that bears the signature, it's still 'my art;' and that McGovern was such a decent statesman makes me sick to think that I couldn't bring my best to his.

Ugh.  Don't even look at it.  But would you believe ONE print went for $3,500 at auction?
Shows the power of personality over art...

Nevertheless, eleven years later, "The Universe" has intervened and provided another moment to absolve my artistic sins, providing a moment for George's warbird to be displayed (very) publicly, albeit without his signature. 

So, have a look below.

Starting over.  So many details to do better, too.

(cough cough).  Ok, onward.

There's a legend attached to McGovern's flying a B-24 named "The Dakota Queen." The name, of course, referring to his South Dakota home state and new bride Eleanor 'waiting back home' in the community of Mitchell. It's true... but only in the regard that EVERY B-24 he and his crew flew was deemed, "The Dakota Queen."  How do I know?  He told me.

I love artistic license but there's no way I am going to make up nose art without photographic evidence — when this piece goes on display, my "Artist's Statement" will have a description to this effect.

However, George flew a number of 741st BS B-24s!   In 2009, "Yo-Yo" was chosen because I could document at least two missions where the man experienced combat in the airplane.  Additionally, Yo-Yo survived the war, ending up a sword-beaten-into-a-plowshare (so to speak) and a worthy analog for the man's career move from warrior to champion of peace. 

I'm not so sure that I'll stick with Yo-Yo...maybe, maybe not.  About the only thing 'good' about the 2009 artwork is my drawing of the Bugs Bunny-esque nose art.   

Scholarly opinions are welcome.

Anyway, I expect a significant number of people will be following this post and so will be diligent about updating artwork and sharing some of the cool artifacts I collected in the four years I interviewed the man.  One of which is his combat diary.

So, I'm sitting at my family room table, scanning this thing thinking, "OMG.  I have George McGovern's diary in my house" with the requisite visions of spilling coffee on it, losing it, tearing it... I couldn't get it scanned and returned fast enough. 

I chose the first diary entry... I won't post them all; perhaps three or four more.  Nevertheless, appropriate as the new journey to honor an American warrior and statesman begins.

I just wish he were here to see it.