recalled watching his ditched B-24 sink so quickly that he could still see its lights when it was far below the surface. Every airman was given a “Mae West” life vest,* but because some men stole the vests’ carbon dioxide cartridges for use in carbonating drinks, some vests didn’t inflate. Life rafts were deployed manually: from inside the plane, crewmen could pull a release handle just before ditching or crashing; from outside a floating plane, they could climb on the wings and turn raft-release levers. Once deployed, rafts inflated automatically.
Survivors had to get to rafts immediately. Airmen would later speak of sharks arriving almost the moment that their planes struck the water. In 1943, navy lieutenant Art Reading, Louie’s USC track teammate, was knocked unconscious as he ditched his two-man plane. As the plane sank, Reading’s navigator, Everett Almond, pulled Reading out, inflated their Mae Wests, and lashed himself to Reading. As Reading woke, Almond began towing him toward the nearest island, twenty miles away. Sharks soon began circling. One swept in, bit down on Almond’s leg, and dove, dragging both men deep underwater. Then something gave way and the men rose to the surface in a pool of blood. Almond’s leg had apparently been torn off. He gave his Mae West to Reading, then sank away. For the next eighteen hours, Reading floated alone, kicking at the sharks and hacking at them with his binoculars. By the time a search boat found him, his legs were slashed and his jaw broken by the fin of a shark, but thanks to Almond, he was alive. Almond, who had died at twenty-one, was nominated for a posthumous medal for bravery.*
Everyone had heard stories like Reading’s, and everyone had looked from their planes to see sharks roaming below. The fear of sharks was so powerful that most men, faced with the choice of riding a crippled plane to a ditching or bailing out, chose to take their chances in a ditching, even in the B-24. At least that would leave them near the rafts.
The military was dedicated to finding crash and ditching survivors, but in the sprawling Pacific theater, the odds of rescue were extremely daunting. Many doomed planes sent no distress call, and often, no one knew a plane was down until it missed its estimated time of arrival, which could be as long as sixteen hours after the crash. If the absence went unnoticed until night, an air search couldn’t be commenced until morning. In the meantime, raft- bound men struggled with injuries and exposure and drifted far from their crash site.
For rescuers, figuring out where to look was tremendously difficult. To keep radio silence, many crews didn’t communicate any position during flights, so all searchers had to go on was the course the plane would have followed had everything gone right. But downed planes had often been flying over huge distances, and may have veered hundreds of miles off course. Once a plane was down, currents and wind could carry a raft dozens of miles a day. Because of this, search areas often extended over thousands of square miles. The longer rafts floated, the farther they drifted, and the worse the odds of rescue became.
The most heartbreaking fact was that, if searchers were lucky enough to fly near a raft, chances were good that they wouldn’t see it. Rafts for small planes were the size of small bathtubs; those for large planes were the length of a reclining man. Though search planes generally flew at just one thousand feet, even from that height, a raft could easily be mistaken for a whitecap or a glint of light. On days with low clouds, nothing could be seen at all. Many planes used for rescue searches had high stall speeds, so they had to be flown so fast that crewmen barely had a moment to scan each area before it was gone behind them.
In mid-1944, in response to the dismal results of Pacific rescue searches, the AAF implemented a vastly enhanced rescue system. Life rafts were stocked with radios and better provisions, boats were set out along the paths flown by military planes, and searches were handled by designated rescue squadrons equipped with float planes. These advances improved the odds of rescue, but even after their advent, most downed men were never found. According to reports made by the Far East Air Force air surgeon, fewer than 30 percent of men whose planes went missing between July 1944 and February 1945 were rescued. Even when the plane’s location was known, only 46 percent of men were saved. In some months, the picture was far worse. In January 1945, only 21 of 167 downed XXI Bomber Command airmen were rescued—just 13 percent.
As bleak as these odds were late in the war, men who went down before mid-1944 faced far worse. Flying before the rescue system was modernized, they faced a situation in which searches were disorganized, life rafts poorly equipped, and procedures ineffective. Everyone on Phil’s crew knew that should they go down, their chances of rescue were very low.
The improbability of rescue, coupled with the soaring rate of accidental crashes, created a terrible equation. Search planes appear to have been more likely to go down themselves than find the men they were looking for. In one time frame, in the Eastern Air Command, half of the Catalina flying boats attempting rescues crashed while trying to land on the ocean. It seems likely that for every man rescued, several would-be rescuers died, especially in the first years of the war.
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With every day that passed without rescue, the prospects for raft-bound men worsened dramatically. Raft provisions lasted a few days at most. Hunger, thirst, and exposure to blistering sun by day and chill by night depleted survivors with frightening rapidity. Some men died in days. Others went insane. In September 1942, a B-17 crashed in the Pacific, stranding nine men on a raft. Within a few days, one had died and the rest had gone mad. Two heard music and baying dogs. One was convinced that a navy plane was pushing the raft from behind. Two scuffled over an imaginary case of beer. Another shouted curses at a sky that he believed was full of bombers. Seeing a delusory boat, he pitched himself overboard and drowned. On day six, when a plane flew by, the remaining men had to confer to be sure that it was real. When they were rescued on day seven, they were too weak to wave their arms.
There were fates even worse than this. In February 1942, a wooden raft was found drifting near Christmas Island, in the Indian Ocean. Upon it was the body of a man, lying in a makeshift coffin that appeared to have been built on the raft. The man’s boilersuit had been in the sun for so long that its blue fabric had been bleached white. A shoe that didn’t belong to the man lay beside him. No one ever determined who he was, or where he had come from.
Of all of the horrors facing downed men, the one outcome that they feared most was capture by the Japanese. The roots of the men’s fear lay in an event that occurred in 1937, in the early months of Japan’s invasion of China. The Japanese military surrounded the city of Nanking, stranding more than half a million civilians and 90,000 Chinese soldiers. The soldiers surrendered and, assured of their safety, submitted to being bound. Japanese officers then issued a written order: ALL PRISONERS OF WAR ARE TO BE EXECUTED.
What followed was a six-week frenzy of killing that defies articulation. Masses of POWs were beheaded, machine-gunned, bayoneted, and burned alive. The Japanese turned on civilians, engaging in killing contests, raping tens of thousands of people, mutilating and crucifying them, and provoking dogs to maul them. Japanese soldiers took pictures of themselves posing alongside hacked-up bodies, severed heads, and women strapped down for rape. The Japanese press ran tallies of the killing contests as if they were baseball scores, praising the heroism of the contestants. Historians estimate that the Japanese military murdered between 200,000 and 430,000 Chinese, including the 90,000 POWs, in what became known as the Rape of Nanking.
Every American airman knew about Nanking, and since then, Japan had only reinforced the precedent. Among the men of Louie’s squadron, there was a rumor circulating about the atoll of Kwajalein, in the Marshall Islands, a Japanese territory. On Kwajalein, the rumor said, POWs were murdered. The men called it “Execution Island.” It is testament to the reputation of the Japanese that of all the men in one fatally damaged B-24 falling over Japanese
