Looks like the Marines are helping out making the world a safer place…

HT: Open Fire

This coming Sunday’s (8/28/05) St Petersburg Times paper will have a special section with the interviews they did with the WWII veterans in the area for a tribute to VJ Day.

Last spring, the Times put out a call for veterans to share their story. From what I understand, about 100 people
responded. One of them was Jim Helinger, Sr, the glider pilot who’s story I have
posted. I was able to sit with Jim when the summer intern reporter videoed the interview for the paper. I’m looking forward to reading the memories of those who answered the call and stood up for us so many years ago. I don’t recall the reporter’s name, but I do know he was sent on many of the interviews. He is on vacation now, and will be coming back to work full time for the St Pete Times.

It struck me the day I sat with Jim and the reporter and as I heard the reporter discuss a few of the men’s stories he had received for this section, I couldn’t help but think what a wonderful gift of living history this young man received by sitting with these 80 some year old men and listening to how it was. I’m sure he will use those stories for many years, long after some of these veteran’s have left us.

Anyhow, I plan to get a hold of a few copies for my own files. If you’re set on getting your own copy, I’d be happy to try to get them to anyone who want’s them. The paper is $1 for the Sunday edition and then what ever the cost of an envelope that will keep the special section intact and postage. See my profile for the email address, or leave a comment here so I can get back to you.

Update 8/26: I found out this special section will also include the interview with Ben Garrison, one of the crew members of the USS MASON (DE-529), the only large ship crewed by African Americans in WWII.

I have posted two parts of this story previously. It is the story of the a glider pilot that I had the opportunity to meet in person and hear this story myself. Read all of it to get a picture of the life style of those who hauled troops and freight to the front lines. He flew 41 combat glider missions, but the best part of the story is how he celebrated VJ day in Paris.

Part I of the Adventures of Jim, Sr

Part II of the Adventures of Jim, Sr

Jim tells a story of a wartime romance that began in Paris, before the war had ended. Jim’s unit was stationed at St Andre, about 60 miles west of Paris. One day, Jim and his co-pilot, Eddie, were sitting at the Café de la Plait in Paris, having an aperitif when a young French woman, wearing a white angora sweater walked by. Jim said to his friend “I bet I can get her to have a drink.” In typical aviator fashion, his co-pilot spurred him on with a “Go for it!” response. Jim took off down the sidewalk and caught up with Denise Bellicord and asked if she would have a drink with him in, as he described it, very bad French. She looked at him and said “I speak English.” He said “I bet him an aperitif that I could get you to have a drink with us.” Denise asked: “Is this your first time in Paris?” “Yes” was Jim’s response. “You don’t just try to pick up a girl.” “I wasn’t trying to pick you up.” She went back and had a drink with Jim and his co-pilot, and that began the romance for the next year. Jim met the parents, and spent their free time together. Later Jim moved east, as the war progressed into Germany. Jim left Denise and did not see her again until after the war. She thought Jim had been killed, because she never heard from him after he left to go east.

The war in Europe ended, but with the war against Japan still being underway, and planning for the invasion of the Japanese Homeland in the work, there was still some uncertainty as to what would be the lot of the servicemen in Europe. While waiting for a decision on whether would be shipped to the Pacific Theater, the glider pilots would fly the C-47s. Jim saw an opportunity in the process of downsizing the troops in Europe.

The Signal Corps were the ones who had flown the light spotter planes over the front lines. When the war ended, the Signal Corps troops were sent back to the states. They left their Stinson L-5 spotter planes behind in Europe to be burned. Jim and his fellow glider pilots, who were stuck overseas for the moment, had a better idea.

The glider pilots went to the aircraft mechanics at the base, who had been assigned to dispose of the spotter planes, Jim and his men went to the mechanics and asked that they hold one L-5 for each of the glider pilots. There were spotter planes pulled from the pile, on the promise that in return for maintaining the planes, the pilots would teach them how to fly after work. It was a great deal all around. Each pilot had his own plane, complete with his name painted on it, to fly as they wished. Jim used this to his advantage. More on this later.

On August 15th, 1945, Jim and his unit were still stationed at St. Andre, in France. On this day, the war with Japan ended. In order to celebrate this momentous occasion, Jim hopped in his “personal” aircraft and headed into Paris. The glider pilots had been using Renault Field as their local airfield, since the Renault Factory was not in operation, building aircraft. Arriving in Paris, he met Denise at a Paris café. Jim got a case of champagne, and they began drinking to celebrate. Then they decided to go to into the center of Paris, but the traffic was so bad, and the people so numerous, they couldn’t get to the Champs de Elise. Jim had a better idea. They could view the massive celebration from the air, in the comfort of his Stinson O-5 spotter plane, that had been tied down to a tree in at Renault field. They got in the plane (recall some champagne had already been consumed) and took off, heading to downtown Paris, he in the back seat, she in the front.

Off they went, crossing over the Seine River. Jim’s trained eyes picked out a bridge, and being the valiant aviator he was, he proceeded to fly under it. He saw more bridges around Paris, and proceeded to fly over and under about 20 of them, then he had a better idea.

Jim flew around the Eiffel Tower and scanned for obstacles and guy wires near or attached to the Tower. He saw none. Checking the Sun’s angle, he repositioned his plane. Jim did something that then put he and Denise Bellicord into the history books. He then flew under the Eiffel Tower, and quickly away into the sun. The next day, there was an article in the 15 August Paris Edition of the London Herald-Tribune, page one covered VJ Day, and on page two, there was an article saying a crazy American pilot had flown under the Tower, but could not be identified. Witnesses reported there had been two people in the plane celebrating the moment.

After the war completely ended, Jim volunteered to stay in Europe. He was assigned as the Special Services Officer for the Munich Base. He was the man responsible to make sure there was something the keep the morale of the troops up. He was also responsible for two rehabilitation hotels, as well. He had his own jeep and….his own plane. While at Munich, Jim felt he had to see his French girlfriend, Denise one last time. Jim approached the Base Commander, a colonel, and the conversation went something like this:

Jim: “Colonel, we have a problem.”
Col: “What’s that?”
Jim: “You know the movie theater? The lens in the projector is cracked.”
Col: “Can we fix it?”
Jim: “No, we have a spare, but it’s the only one.”
Col: “Requisition one.”
Jim: “It will take 6 weeks. I have some contacts in places you’re not exposed to that can help us sooner.”
Col: “Ok, what do you need?”
Jim: “A plane.”
Col: “Ok, I’ll get you a C-47.”
Jim: “I’ll pick the crew.”
Col: “There’s something else?”
Jim: “We might want to see our old girlfriends one last time. You want us to be happy, right?”
Col: “Yes.”
Jim: “We’ll need to RON (remain overnight).”

The rest of the story is Jim took a co-pilot, flight engineer, a crew chief and a navigator. The RON ended up being three nights and 4 days. They did happen to see their old girlfriends, and yes, Jim did see Denise. A new projector bulb was not “procured” from the black market in Paris, as it seems the first bulb wasn’t cracked in the first place.

At the end of the war, the Rockettes Show in New York was purchased and put on contract to the Army to provide entertainment for the troops who had remained behind in Europe. Jim said the contract for the show required the military to return the show members to the states in the same condition as they went over. Jim, as the Special Services Officer, was responsible for setting up the shows for Munich. With that, and his interaction with the cast and crew, one of the women in the cast, Veronica Bridgette Nolan, caught Jim’s eye. Jim met here and they began dating. Since the show was traveling around Europe, Jim needed some way to get around to see his new girlfriend.

This is where his “personal” aircraft came in handy. He was able to just go pretty much as he pleased, particularly since the need for the actual flying of gliders had ended when the Germans had surrendered. Occupation duties went on, and he continued to follow his American fiancée around the circuit of the Rockette’s show in his “private” plane.

Jim and Veronica courted, got engaged, then got married in the Catholic Church in Haar, Germany. She wore a nylon wedding dress, made from Jim’s parachute by a local seamstress. They returned to the States, settling first in New York City.

In 1949, as Jim drove to work at Macy’s, he was listening to the Tex McCrary and Jinx Falkenburg radio program. That day, they were interviewing the only actress in the movie “Battleground” that had appeared in the list of the stars in the film. She had a French accent, as she promoted the movie over the airwaves. Her name was Denise Darcel. As soon as Jim got into work, he called the radio station and asked to speak to Tex McCrary. He was routed to a secretary, who asked what the call was about. He said he’d like to talked to Tex privately about his guest. She told him they get a lot of calls and she would take his number and if Tex wanted to call, he’d hear from him. Jim asked if the secretary would tell Tex he had know his guest years ago as Denise Bellicord. He hung up the phone and went to work. A few hours later, Jim got a call, having put the earlier call out of his mind. It was Tex, saying because he had supplied Denise’s family name, which she had told them in the studio, and therefore no one else would have know it, he wanted to hear how Jim and Denise’s story had ended. Jim honestly answered “It didn’t.” He told Tex how he had been transferred to Germany. Tex told Jim he would pass the story on to Denise, and leave it up to her if she would like to see him.

About 4PM, Jim’s phone rang. It was Denise. He apologized and she asked when she could see him. He said he couldn’t, as he was now married and had two children. Denise said: “I must see you.” “When?” “The matinee show tomorrow.”

Jim arrived at the stage door of the show with a dozen red roses. The stage crew ushered him in and put him in a center front row seat. When Denise came on stage to sing, she began with “You, Jimmy! I think he kaput in the war, you bad boy!” From there, she proceeded to tell the story of the two of them flying under the bridges, and the Eiffel Tower on VJ Day, August 15th, 1945.

Jim and Veronica divorced and the Herald-Tribune paper of August 16th, 1945, attesting to Jim’s daredevil flight was lost in the split. Many years later, Jim and his second wife, Jane, traveled to Paris, and stopped in the London Herald-Tribune Office. Jim asked to see the publisher. Upon completing the introductions, the publisher told Jim he had heard the story, and they had a reporter who had been on staff in Aug, 1945. They met the old reporter and he confirmed Jim’s story. The reporter told Jim that he was the first of 6 people to fly under the Eiffel Tower to date. Unfortunately, they told Jim the archives were across town and couldn’t be accessed in time to get a copy of the paper for him.

No story is complete, when you are speaking of an aviator of almost any kind without finding out what their “call sign” or peer given nick name. Jim’s call sign was “Bung.” The moniker relates to the name of the wooden plug that is put in the side of large beer kegs. It is placed there after the keg is filled, using a mallet to seat it. It is also the thing that is removed to place the tap and empty the keg.

Jim says his favorite song during the war was “Moonlight Serenade” by Glenn Miller.

On his birthday, Jim occasionally goes to a local airfield and takes a flight in a small plane. He is unable to fly himself anymore due to health issues, but he flies with a certified instructor and gets in a little supervised “stick time” in remembrance of his service time.

Jim joined the service on his 18th birthday and served with “The Greatest Generation.” He returned to the States and has since become a father, and a successful businessman, and part of the economic engine of America. Today Jim Helinger, Sr. lives in St. Pete Beach, Florida, and runs his own business. He is also the Florida State WWII Combat Glider Pilots Association Commander and regularly gives speeches to interested civic and church groups on the eight major combat glider operations of WWII.

It’s the 5th of June here, just before midnight on the 6th. 61 years ago, Lt Jim Helinger, Sr, was making his preparations to fly a glider full of troops and be one of the 200,000 men to invade Europe. I can’t begin to imagine what his thoughts and feelings were.

Here is Part II of the story Jim, Sr told me (Part I is here).

Part I is here.

For two months, Jim was assigned to Primary Flight Training at Coleman, TX. His training aircraft was a Fairchild PT-19, a monoplane with two open cockpits. Following primary training, he was sent to Sherman-Dennison, TX to train to fly the Vultee BT-13 Valiant, which provided the student pilots with more instruments, so they could become proficient flying in bad weather, or at night. Under the normal pipeline for pilot training, the pilots would have then be split out for advanced training in Advanced Single Engine (fighters), Or Multi-Engine (bombers, transports).

An urgent call came in to the beginning pilots: An offer to become glider pilots. Attached to this request was incentive: 50% extra flight pay. That would be added to their current pay, 20% overseas pay and combat pay they would be receiving when they were sent overseas. Jim volunteered to be a glider pilot.

The training for gliders first took Jim home to Louisville, KY, where it looked like that would be the main location for glider training. The Army changed its mind and changed the training from Bowman Field, KY. When Jim got wind of this, he tried to pull his application for gliders, but, it was too late, so it was back to Lubbock Field, TX.

Most of the pilots in the glider training with Jim had backgrounds as “service pilots.” That was the term used for pilots who ferried aircraft to and from the factories. Most of these service pilots were older men, in their mid to late 20s.

Once again, Jim found himself in a PT-19 as the surrogate for a glider in the training pipeline. They flew four hours a day, and had ground school for the other four hours a day. Both parts of the day were “intense” according to Jim. One of the requirements was to learn to Morse Code. Jim had a problem with this and had to spend his evenings in the training lab, trying to get proficient enough to pass the test. On the tenth evening, he broke through the barrier and was able to pass. He never used Morse Code ever again after the test.

With graduation came the big band at the ceremony, the presentation of the pilot wings with the distinctive “G” in the center, to delineate “glider.” It was off to two weeks of hard earned furlough, which he spent back home in Louisville, KY.

At the end of the two weeks, Jim reported to Laurinburg-Maxton, NC for overseas combat training, which was combined with the 82nd Airborne Division troops. Six weeks of landing gliders in fields and also in lakes followed, with another week of furlough at the end of this training phase before shipping overseas. For the duration of his time in the service, Jim was assigned to the Headquarters Company of the 442nd Troop Carrier Group.

Jim flew a glider into the Utah Beach invasion area behind Normandy on D-Day. On landing, the glider pilots fought with the Airborne troops, until the area was secured. Once the landing area was secured, the glider pilots would walk backwards, still ready to fight, back to the gliders. Once there, Jim was one of the officers trained to survey the airframees and find the airworthy ones. When found, they would rig a set of goal poats, a tow line and then fire a flare, to alert the orbiting C-47 (equipped with a tailhook) to make a low pass and snatch the glider from 0 to 135 MPH and off the ground. He said he had to wrap his arms around the steering wheel, and lean forward, holding on tight, that it was quite a shock to take back off like that. He did say some of the glider pilots somehow “forgot” to return to get a ride back, and fought with the ground troops all the way to Germany.

He flew supplies into Patton’s Army, when they were being cut off from the normal supply train, so General Montgomery could push ahead. No one was really paying attention to what the glider pilots were doing, so General Patton had supplies brought to him, including gasoline for his tanks, via glider. Jim flew some of those missions. One of the missions he flew, he carried donkeys, that would be used as pack animals to carry gas cans. The donkeys were not happy with their accommodations and managed to kick holes in the fabric covering of the rear of the gliders.

Jim prefers to only briefly describe some of the technical details of the operations, such as a response to a question most people wouldn’t think to ask: “Did you stay and fight with the airborne troops, or did you get out of the combat zone and how?” His focus is on the slices of life that defined the fun and good things. He did say he had also helped liberate the death camp at Dachau in Germany, and that was all he said about that.

More to follow in Part III

He walked into the office one day to ask about some repair work, and for some reason, I thought to ask him is he was veteran. The answer was yes.

The following text is the story of Jim Helinger, Sr, a US Army Air Corps Glider pilot in World War II, about his wartime exploits. I’ll segment it up some and post most of it in the next few days. It’s not a story of blood and gore and the ugliness we all know goes on in war, but he rather would just tell of the things we know young men do in times such as these, when they are far way from home and facing the reality of conflict. Most of it will make you smirk, and some of it will have you laugh, as his stories are slices of life as it was, and, had then been blogs around, I’m sure much of this would have been typed by Jim himself.

Before I post, my advertisement for capturing history for our future and those who follow us. I posted this “warning order” a few days ago.

“The Library of Congress Veteran’s History Project has some useful tools to help you in capturing these valuable first person stories. Don’t let them go undocumented!”

If you know someone, take the time to listen to their story and record it however you can for the Library of Congress.

On with the show!

Like so many others on Dec 7th, 1941, he heard the announcement of the attack on Pearl Harbor on the family radio, a Philco. He knew he had to do something, and at he decided to enlist. Sometime between the decision to enlist and heading for the Army Recruiter in Louisville, KY the next morning, he figured if he was going to go in, he wanted to fly.

Visiting the recruiting office the next day brought a harsh reality home. At 17 years old, he would not be accepted into the Army Air Corps. He might have joined the one of the other services, but he wanted to fly. He waited until his 18th birthday, February 22, 1942.

Arriving at the Post Office on his birthday, he found a line of about 50 men. He got in it and asked the others what it was for. The “Aviation Cadets” was the answer. He was in the right place. He was shepherded through the input process, taking the written test and “squeezing by.” The medical exam was done as well as the physical fitness exam, which he did very well on. He was called on the loudspeaker back into see the doctor. He was told by the Doctor that he wasn’t qualified medically, because he had a heart murmur. He said “It doesn’t hurt.” The Doctor told him he was sure he was a patriotic young man and assured him he could probably serve in the Navy, or somewhere and sent him home.

On leaving the part of the office where he had tried to make it into the Army Air Corps, he saw another line outside the other end of the building. He asked someone in it what it was for. “Aviation Cadets.” He got in line. This time, he “breezed through” the process and so began the flying career of Jim Helinger, Sr, US Army Air Corps..

The first stop on the route to becoming a pilot was Basic Aviation Cadet Training in Biloxi, MS. Jim’s first comment about this training was “they tried to break your spirit, knowing you would be pilots and officers.” It was Corporals and PFCs who ran the place. The purpose of this initial training was to teach these men how to be soldiers first, before receiving any specialty training. While he was in Biloxi, he said he never got off the base, and that everyone got sick with the “Mississippi Miseries,” which was a generally miserable feeling, and a hacking cough.

Upon finishing basic training, it was off to the College Training Detachment at Southwest University in Memphis, TN. For eight weeks, Jim studied college course, and picked up eight college credits. Following “college,” the next stop was the San Antonio Aviation Cadet Center (SACC) for a month of school that trained, then tested the cadets for dexterity, reflexes and knowledge retention, under varying conditions. It was here that Jim had to indicate his preference for assignment in the aviation ranks. The card he had to fill out, along with the others, had three choices: Pilot, navigator and bombardier. You didn’t just check the block, you indicated your desire for each by a numerical grade, with 9 being the highest. He put a 9 for pilot, 1 for bombardier, and left the blank for navigator empty, against directions. As he told this part of the story, there was a twinkle in his eyes and a big smile on his face as he said “I wasn’t going to be a navigator, doing all that math in the plane.” He was assigned to train as a pilot, getting his wish.

End of Part I.

Stay tuned for more action and adventure in Part II!

Digging around the urban legend site Snopes, I came across a speech by a retired Air Force Officer. The speech was given in the fall of 2001, obviously from the text, after 9/11. Great speech. Brian Shul has flown 212 combat missions from Vietnam, and in the Cold War. Here’s what caught my eye:

And many years later, while fighting another terrorist over Libya, my backseater and I outraced Khaddafi’s missiles in our SR-71 as we headed for the Mediterranean…

I recall clearly that night in April, 1986, while aboard USS BIDDLE (CG-34), we had been told a “national asset” would be traversing our airspace. We gathered around the radar scopes in the Combat Information Center, switched on the SPS-48 air search display and proceeded to watch the SR-71 smoke by. We probably could see about 600 miles across (about 300 around the ship). As the radar rotated, we saw about 4 radar returns from one side of the area of coverage to the other. He was a real “fast mover.”

Now I know it was Brian Shul who flew by.