Claire Lee Chennault was an American civilian when he arrived in China at the request of Generalissimo Chiang and his wife in 1937. True enough, Chennault had held Captain’s rank in the US Army Air Corps. He missed WW I and actually took private lessons to become a pilot before joining the AAC; he’d performed aerial maneuvers within that organization, but he had never flown in actual combat.
Chennault had been retired due to bad health by the Army.
However, he was also a theorist and his ideas were not easily accepted by most American military who envisioned the role of the heavy bomber as strategic in winning wars. Chennault’s ideas that smaller more highly maneuverable fighter aircraft were capable of bringing down these heavily armored behemoths; preventing them from reaching their targets, was at odds, and certainly
un-proven. But it was published and widely available in aeronautical journals of the times.
China was in a battle for its very existence as a sovereign nation; struggling to stay alive after invasion by its island-neighbor, Japan. The Japanese had come for raw materials, food, exploitation of China’s vast labor reserves, and to drive a wedge between their Pacific conquests and an old foe, Russia – who they had defeated in 1905, but feared their re-emergence as an industrial power with military might. China offered little initial resistance to Japan’s advances, and the Japanese used terror-tactics to further subdue China’s populace – that of indiscriminate and continuous bombing of China’s cities. By 1937 Japan was virtually un-opposed in the skies.
China lacked not in number of troops, but in modern weaponry, and most of all – it’s be-draggled air force was disorganized, scattered, and its useable aircraft few, due to inefficient operation by several European nations who had been engaged to help modernize it. By the time these discrepancies came completely to light, the Axis powers had begun conquering portions of Europe; Japan had an invite to join them and the then free world began to occupy itself in defensive posturing. Those few nations who saw China’s needs, realized their own were more immediately important. In effect, it was hoped China could hold her own….
China, of course was fighting for its very life - its peoples barely united against an old foe. A wide-reaching agrarian culture; with an ancient history of conscription of villagers to fight for their emperor, which just a quarter-century previously had risen up against the feudal system to become a Republic. But, far from totally united, China’s government was still fractionalized by war-lords; divided by ideologies and now under attack by a well-organized & equipped military force. China did not lack for energetic or loyal pilots, it suffered from poor & improper training and equipment…
Into this mess – stepped a weather-beaten, half-deaf, heavy-smoker with a bad case of bronchitis; a civilian, ex-Army Captain from America with an un-defined plan! He had arrived at the invitation of the Chiangs to assess and re-organize the Chinese Air Force; eventually he was given the honorary rank of Colonel in the Chinese Air Force.
In the days that lay ahead, Chennault would discover that less than 200 air-worthy planes, scattered in airfields from Hankow to Chunking made up the entire disorganized CAF conglomeration. Most were American-built bi-planes; outdated badly by the modern Japanese fighters and bombers. These were interspersed with scattered Italian and even a few German-made twin-engine bombers – haphazardly deployed. The Air Force, listed as consisting of 2,200 planes barely existed at all! Some, without engines might prove repairable for spotter planes & reconnaissance only, while hundreds more lay in pieces in repair facilities without technical staff or parts.
C.L. Chennault Gen. Chow Cho Jou
As for pilots, Chennault was to discover there were two kinds, those still alive with experience, and eager young recruits with poor training who had barely-solo’d. Some of the better pilots were still prima-donnas from wealthy families… they looked down on the recruits, refusing to fly with them. The hierarchy and intolerance would best be dissolved by equalizing the training for all… so Chennault invited his friends and ex-flying buddies to help in training a new air force.
The empty parts bins tell the story here
Meantime - the Chaings bought some more modern aircraft, and this attracted mercenaries who’d flown in minor wars and skirmishes from Spain & Africa to the middle-east. These loosely formed the International Volunteer Corps. They were highly paid ($1,000 USD/mo.) and while having some success against the Japanese, were also heavy drinkers, carousing the local pubs and ‘houses of ill-repute’. While it is known that three of Chennault’s friends exercised raids on enemy positions with this group, it’s surmised that Chennault, himself – if not a participant, did much of the planning. It was still when some semblance of training Chinese pilots was going on, that the IVC was active (1937-’38)…. Perhaps it might be called: “The only game in town” – and why miss the experience?
Washington also had its eyes on the goings on in China. Officially, it was understood that America was a neutral nation; still selling fuel & raw materials to Japan. Federal law forbid an American from participating in a war for a foreign nation; punishable by loss of one’s citizenship. So, you wont find much mention of American Soldiers of Fortune… but indeed the IVC had drawn Washington’s criticism. FDR, while sympathetic, and secretly aiding China, publicly criticized the IVC, His wife, Elanore, called them “Alley Cats” (a name which they adopted, as identification, wearing patches with a bristling black cat). It wasn’t this which put an end to their activities, however.
After a few successful raids, they fueled, filled the bombays, and armed their 22 Lockheed Hudsons for a raid against the Japs … then went about their normal evening activities. The next day they arose late – much too late… and found all 22 aircraft completely destroyed in an early morning raid by the Japanese. There was no doubt that some spy at bar or brothel sent word of their boasts to destroy the Japanese. A few members continued flying fighters for the next couple months, but by April of 1938, the IVC disappeared and hardly a historical record exists.
Chennault recruited more Americans to help train the CAF… men like Jimmy Doolittle, Art Chen, George Weigle and Jim Allison. They all contributed to China’s amazing Air Force recovery program, and Doolittle of course, was chosen for the carrier-based bomber raid on Tokyo in 1942.
Along with Chennault, his training and his setting-up a Chinese early warning net in 1939-’40 we need not forget the Russians who came to aid the Chinese thru a sort of lend-lease/purchase aircraft plan that also allowed Soviet pilots to train (and indeed, participate in action against the Japanese). In fact, the largest number of fighter aircraft purchased by the Chinese government were Pllikarpove I-15s and I-16s; quite well-built and agile aircraft. Unfortunately, Russia withdrew her support to combat the German attacks on her eastern front in 1940, and while volume of these fighters were great, the Chinese airmen trained to fly them was not!
Both Chennault and the Chinese seemed to have a ‘love affair’ with Curtis-Wright aircraft. That corporation considered developing manufacturing facilities within China itself. During the remainder of 1940 and into 1941, China tried un-successfully to purchase B-17s, and modern fighters from the United States. A few American manufacturers set up facilities to build aircraft in China, these became targets for Japanese bombers, and while not totally successful many Chinese became well-trained in aircraft assembly and mechanics… but the experience gained, was to be a great aid to America and her allies later.
CAMCO’s Ganna IIE Kunming, pre-war
Additional airfield construction was begun during this pre-war period as both the Chiangs and Chennalult envisioned that advances by Japanese army and air force would surely render many existent bases as un-tenable in the foreseeable future. Amazingly there was a coolie force of over 200,000 mobilized for this back-breaking endeavor. They moved from region to region adding locals as necessary. Their equipment was meager – a few hammers, picks, shovels. The rest they built on site. No one seems to know the exact origin of the methods used, but the availability of stone, preferably lime-stone and water to make the mud-slurry which held it all together; the ability to build stone or concrete rollers for compacting by human endeavor and the ropes to harness the pullers – all were produced on site.
Since mechanization was un-available, China’s airfield construction techniques became the most-photographed operation of WW II. The same methods were used throughout the war, in every place (until the later B-29 bases were constructed
Literally thousands of workers descended on the locations; digging, scouring, hauling & leveling - looking like ants in a sand-pile from a distance, Americans viewed it as inefficient, yet amazing to watch.
Hand hauled by the crudest of methods, broken into smaller pieces as succeeding layers were laid atop each other. “Cemented’ by a mud slurry into a flat level runway for bomb-laden or fighter aircraft. Repair could be effected over-night should the enemy bomb them. Virtually all runways in China during the war were made this way…
First layment of larges stones completed -
Airfields took shape within weeks with thousands of workers constantly, filling and rolling the surfaces with smaller & smaller stone layers… .
This, the largest stone-roller required up to 900 men pulling…
and weighed 50,000-Lbs. It required greater numbers to move on initial layments of the largest stones!
As the size of the stones decreased a watery slurry of mud was compacted in to ‘cement’ them together … sometimes delivered in barrels, other times pumped from a dug well -
Water source for making the mud-slurry shown
Airfield workers lived close by in temporary thatched hostels housing up to 100-men each. Some even arrived as family-units
Repairs after an enemy air-raid were made, usually overnight, by the same methods, though smaller rollers were required. However, more sophistication went into constructing hostels, offices, work and administration buildings as can be seen below…
It is estimated that China had some 62 airfields in use prior to Chennault’s arrival. About 1/2 were used for commercial transportation. Normally these were close to, sometimes within major cities. Few had actual terminal buildings, though most could boast a control-tower and radio communications. Only the most basic instrumentation was used, and aerial mapping was almost non-existent. In fact, many maps used were from French or British ground surveys of the late 19th and early 20th centuries. Heights of mountains and their actual location were most often incorrect, or missing. Visual navigation a necessity! Weather was responsible for more commercial accidents than mechanical failures or pilot error, however.
Chiang Kai-shek was un-able to buy the aircraft he felt would turn the tables on the enemy because those industrial nations who might have previously had bombers & fighters to sell, were at the time either preparing for, or at war with the Axis powers. Japan was robbing raw-materials, enslaving industry and workers from within China and Korea to further fuel their war machine… the Generalissimo had enlisted the aid of possibly the best American aerial tactician – and between them they need convince America to spare additional aid.
Finally, through the efforts of T.V. Soong, Madam Chiang and Chennault, the US President found merit it Chennault’s plan to stem the tide of Japan’s aviation expansionism; protect China’s overland route to obtain goods of all kinds, and the realization of keeping China in the war to tie up masses of Japanese troops who might otherwise be engaged in the capture of India, and further allied holdings in the Far east.
FDR signs an un-publicized order releasing pilots, mechanics, other servicemen who will then “volunteer” to join China’s Air Force. America gains release of 100 Curtiss P-40 aircraft which had been ordered by the British, but rejected in favor of a better version. Chennault had boasted months earlier that ‘given 100-fighters, well-trained pilots & support personnel, he could beat the Japanese Air Force in China.’ He was about to get them!
As a cover, these men & women were transported to China as non-military civilians. Most arrived thru the Port of Rangoon, Burma… as did the disassembled aircraft. A Chinese company, CAMCO was set up to assemble the aircraft, house, and otherwise provide & pay salaries & ‘incentives’ for the first American Volunteer Group “officially” to have joined the CAF. Those ‘incentives’ were a bonus of $500 for each enemy plane destroyed and - added to mostly triple the US military pay quickly brought in recruits… it was the summer of 1941.
Early photo of Chennault @ CAF Headquarters in Burma – 1941
Each member of the AVG signed a 1-year contract, and a Loyalty Oath to the CAF by July5, 1941. Then class-room training from 6-9 hours daily began in earnest. Within 6-weeks aircraft familiarization and some flight check-outs had begun. There were a few drop-outs, some training accidents (mostly on the ground). By the end of September about 82 pilots and 79 serviceable aircraft were available for practicing Chennault’s attack sequences, which essentially were to get above the enemy; behind if possible and use the P-40s powerful dive to shoot at Japanese bomber squadrons and escape any fighter cover they might send. No actual dog-fights, because the American aircraft had neither the ceiling capability, rate of climb, nor could they stay with the newer; light-design Japanese fighters in a spiral. It was ‘Hit ‘n’ Run’ and repeat. Knowing the vulnerable places on the enemy’s aircraft, and being heavily-armored, American pilots had better protection, and took advantage of surprise.
The Japanese attack on Pearl Harbor, Hawaii and the US declaration of war against Japan, actually occurred weeks before the AVG’s first battle, but Chennault had formed them into three squadrons; given each a name and assigned certain pilots to planes sequentially-numbered. A decal designed for each squadron and a vertical color stripe nearer the tail adorned the fuselage; the wings carried large CAF roundels top and bottom. The upper surfaces of the aircraft had come in OD and the lower sides were re-painted in light bluish-gray to make them less visible against the sky, but they were still drab appearing.
A few of the pilots had requested Chennault approve the painting of a Tiger-shark’s jaws on the mid-line of the forward engine-cowling, as the Chinese had picked-up on the nick-name given by the AVG ‘biographer’ to a NEWSWEEK magazine reporter… Olga Greenlaw had said they were “Flying Tigers” either at Toungoo or Magwe, and in China they became known as “Fei Hu”.
An eye was added to the upper cowling because Chinese vessels had always had one on each side near the bow – it was to help navigation in the fog, and to see one’s way home, and after all these were certainly ‘ships of the sky’.
Many of the aircraft also had patches of lighter brown added to help camouflage them as they were often dispersed at the edges of the jungle surrounding Burmese airfields. This began with the third squadron, known as “Hell’s Angels” when Chennault stationed two squadrons at the new base in Kunming, intending to rotate them.
Eventually all but one of the remaining P-40s sported the Tiger-shark motif and eye; tongues were added for effect and eyes became more menacing. The most famous WW II aircraft décor was born from the pages of a borrowed magazine, that showed similar on a squadron of British P-40s in North Africa.
The name, regardless of where it originated, became synonymous with two emblems – the shark’s jaws and the Disney studio design, first embodied on a pin which appeared in the summer of 1941…
Below, Rosie Mok, friend of all ‘Tigers’ & the owner of a popular restaurant in Kunmimg, China, frequented by the AVG. Rosie opened the restaurant at the request of General Chennault to entertain the Flying Tigers and often extended credit to them between their pay checks. Rosie also owned a transportation company and traveled between Rangoon and Calcutta to supply the Flying Tigers with medicine, liquor and personal articles. Rosie is shown wearing the famous pin, often sent to American wives & sweethearts…
Both emblems would continue long
after the AVG was disbanded, but the nick-name “Flying Tigers” was to continue on with American Forces – even to the present day!
The day after the attack on Pearl Harbor, the Chiang’s Nationalist government threw in with the allies – China & all of free Indo-China became an added “theater of war” in which Generalissimo Chiang Kai-Shek was to assume the office of Supreme Allied Commander for American, British & Chinese forces.
The AVG had thus far been mainly based for training at the Keydaw airdrome near Toungoo, Burma. The Chinese were preparing quarters (hostels) for them at Kunming in Yunnan province along a large airstrip still under construction. Chennault saw the wisdom of deploying one squadron in Kunming to protect the city from Japanese bombing raids. The others were in Burma, closer to the port city of Rangoon, and to the enemy. The Japanese had approximately 1,500 aircraft within Indo-China at the time.
However, it was not until December 22nd, when the AVG was first bloodied in battle against their sworn enemy – China’s “early warning system” a product of ingenuity and re-design by Chennault and hundreds of villagers, as well as army listening-posts, telephoned word that a sizeable force of Japanese Bombers were enroute to Kunming.
Chennault scrambled his men & machines; holding back those in Burma. The pilots were excited and somewhat confused, but up against merely 10 bombers they attacked wildly and dispatched nine. One pilot shot down two; others ganged-up on single aircraft; one chased after them so far that he ran out of fuel on returning, crash-landing in a rice-paddy. Chennault lectured his warriors on their mistakes, and told them: “Next time – Get ‘em all!”. While the AVG defended Kunming, the enemy never again came to bomb the city!
Although this was the first encounter, it would be in the air-battles over Rangoon that they exhibited the bravery and accuracy which hallmarked the Flying Tigers. In ten weeks of defending the city and the Burma Road, “Chennault’s boys” had destroyed 217 of the enemy’s aircraft and probably an additional 43, while losing 5 pilots in exchanges with approximately 1,000 of the Japanese Imperial Air Force. 16 P-40s were destroyed, and this left less than 56 serviceable aircraft after the first 31 sorties.
Planes and men had done more than expected… Chennault was confident the “Flying Tigers” would be able to hold the Japanese at bay, as long as he could get ammunition, replacement parts and fuel… this was proving a difficult supply situation, and damaged aircraft kept some pilots side-lined. Japanese attacks on the airfields in Burma were becoming more prevalent as the enemy retaliated for its losses…
(Possibly the first Japanese Kamikaze attack occurred at their Keydaw, Burma airdrome seen below:)
About this time, Chennault, in dire need of replacement aircraft, encountered the
non-cooperative William Pawley of CAMCO… planes were not being repaired; requests for spare parts seemingly ignored, and the Loi-Wing repair facility was suddenly shut down. Complaints to Chiang got the Chinese to buy-out CAMCO and restore facilities, but valuable time was lost, and Rangoon fell under enemy attack. Panicked Burmese cooks deserted the AVG .
The warning-net failed to tell of 74 Japanese attackers who successfully dropped full loads of bombs on the city before the AVG could get airborne… while losing only six aircraft to two losses by the Flying Tigers and dead AVG pilots.
Christmas day they came back to finish-off the city, but this time the lone AVG 3rd squadron, the aptly-named “Hell’s Angels” were waiting and unleashed significant losses. Somehow a truck of chicken, hams, beer & scotch was driven to the barracks that evening from Rangoon – fpr Christmas dinner. 800-miles to the north the other two squadrons dined on Yunnan Duck and rice-wine, but it was a celebration most remembered in Burma.
The Japanese were changing their tactics, but so too was Chennault… he brought in aircraft & pilots from Kunming and sent them to harass & strafe enemy airbases in Thailand. Meantime he put his ground-crews and any non-flying personnel to work on the docks of Rangoon loading supplies and even drove them to China over the Burma Road. Chennault knew the fall of Rangoon, and with it the closing of that road meant no more ship-loads of supplies & war materials into China; the only way additional aircraft & spare parts, fuel, bombs & bullets could get to his three squadrons would be by air – flown over the treacherous HUMP route from India. The Generalissimo knew it also. The AVG desperately held off the Japanese Air Force, but in the end, their army advanced and took the city via ground-attack.
By February 27th the last AVG aircraft covered the last convoy on the Burma Road. The six remaining P-40s limped into Magwe 200-miles north.
Difficult to say but Chennault put it quite well: “Despair of Burma’s loss; poor co-operation by the Allies and an aura of Lend-lease – take what we give you…” had dismayed the Chinese. Pre-war promises of bombers had de-materialized; how, now could America alone provide the aid China needed? China bought CAMCO and began supplying parts, rebuilding planes, but America’s lack of an alternate to losing the Burma Road would take months and a massive increase in numbers of transport aircraft to effectively remedy this, and Chennault was already at the farthest end of supply-lines. Diverting war materials and necessities to India and having them air-shipped over the world’s most treacherous mountains by the China National Air Carrier (CNAC) seemed like an utter impossibility.
CNAC possessed a limited number of aircraft, but within weeks; flying 24/7 they were able to bring a bare minimum of supplies to again get The AVG airborne.
Oh yes – February, 1942 brought Chennault a problem that would hamper his continued efforts to re-build the Chinese Air Force; in the form of General “vinegar Joe” Stillwell….
Effectively, Gen. Stillwell became Chennault’s superior, and commanded the Army. The AVG remained a volunteer organization under contract to the CAF – only until the US decided to induct them as airmen into the Army Air Corps. Most were tired and asked only to return to the states for a month, but the emissary sent by Stillwell and the US Army treated their request poorly, and Chennault was forced to set a deadline for their induction and/or replacement. No one acknowledged their previous efforts or the fact that they had set a record of aerial victories never before, or since, equaled… they were considered “mercenaries”, and to Stillwell, who’s plans called for driving the Japanese from Burma using American & Chinese ground troops, they were not a consideration!
Only by assuring Chiang that an air force would replace the “Flying Tigers” and Chennault would continue to command it, was the deed done. In truth, Chennault received almost nothing new, except pilots un-trained in war tactics against the Japanese, and the five AVG who stayed on. Many more volunteered an extra two weeks to help in the transition.
July 4th. 1942 the AVG was disbanded; not the name though… Chennault would command the new Flying Tigers until the Army re-retired him summer of 1945, shortly before Japan’s surrender.
On July 4, 1942 the formation of an interim group, known as the China American Task Force (CATF) incorporated the new Flying Tigers and set the way for Chinese to fly in combat as well… It was the beginning of the US 14th. Air force, placing all the old P-40s and some B-25s Chennault had acquired as well as transport aircraft into the 23rd. Fighter group and Combat Carrier wings
The former 3 AVG squadrons became the 74th; 75th; 76th and additional three fighter squadrons were eventually formed using both American and Chinese pilots trained in India or sent to the USA (Thunderbirds).
During this period the American forces relied heavily on the Chinese for the construction of new airfields, expanded hostel facilities, base offices and revetments, as well as maintenance, guards and mechanics. This job essentially fell to one man, Lt. Gen. Jen Lin Huang who formed the War Area Services Commission (WASC). Lt. Gen. Huang had been with the Nationalist administration from the time of Sun Yat-Sen. He’d become a close friend of Chennault’s as well as confidant to the Chiangs.
The CATF as interim gave way in March of 1943 to combining of elements of the 10th. and 14th. Air force - working as one. Chennault received additional newer P-40 fighters, more B-25s and now had the long-range heavy B-24 bombers under his command. Several airfields in the eastern sector were enlarged and made to accommodate them, chiefly Lunincow, Kweilin and Henyang. From here they could carry out raids as fa N. as the Yangtze, as far E. as the coastal cities south of Shanghai, Canton, Hong-Kong, and into Indo-China. This allowed him to directly and effectively render Japanese shipping substantial losses.
1943 also began the greatest airlift in history to that time as C-46s were added to the smaller
C-47/DC-3s which had been combined with those of CNAC under the auspices of the US “Air Transport Command” (ATC). It would still be many months until all necessary war supplies could be brought in by air, but China was beginning to benefit by movement of troops and equipment.
During this time Gen. Stillwell had made one unsuccessful campaign into Burma, and begun another. However, the Japanese were moving rapidly toward India and holding most of Burma.
Chennault expanded his command to a second one, first in a C-47 and later in a cave at Kweilin’s Yang Tong airbase. A former fighter-pilot, became a Lt. General – “Casey” Vincent was placed in charge of the B-25 group and Major Robert Scott continued to command the 23rd. Fighter group – both worked from the Kweilin airfield.
Yang Tong was slowly expanded to include a P-38 Recon Sqd., complete facilities for repair & maintenance of all types of aircraft and able to handle the B-24s on its l.25-mile runway. A hospital-dispensary was built, rail-lines built & maintained by the US from Kweilin to both Yang Tong and the fighter airstrip Ehr Tong – just E. over the “Dragons Teeth” peaks – In total the base had 550-buildings; caves used for food-preparation storage and as air-raid shelters during Japanese bomber visitations.
Chennault was to divide his time between the Kunming office and Kweilin. From both areas he mapped-out raids on Japanese shipping, airfields and troop concentrations. Bridges were destroyed to hamper advancing Japanese ground forces; supply the Chinese Army in the field; conduct search and rescue operations.
The 14th Air force had now grown into a gigantic, multi-based operation and effectively controlled most of the air-space above Free China. The Japanese realized this was of great detriment to their advancing further, or even supplying existing armies in the field, so they decided on an all-out effort to eliminate the 14th Air force while also connecting their N. supply rail-lines through to those from
Indo-China. Project “Itchigo” commenced at the beginning of 1944 with 800,000 fresh Japanese troops moving south and a in a pincer movement from the E. the Japanese moved slowly thru Hunan toward Changsha. Here the Chinese army held them at bay for more than a month in two separate battles…
Scott, Vincent and Chennault (pith helmet) enter the Yang Tong Command cave. They have just saluted the 14-y-o Chinese guard who is giving them “Ding Hao” (thumbs-up).
The 14th Air force was trying to defend its very existence on the eastern airfields, while still hammering-away at coastal-shipping, and deploying troops to the Burma war-front. Stillwell was building an alternate overland supply route from Ledo in India, through Burma to join Kunming and Chunking. This placed much of the Chinese army MOL at his command, and Chiang Kai-Shek had reservations about using his best and loyal troops as further support, since he feared their loss would jeopardize the possibility of defending against Mao’s communist armies once the war ended.
Finally in mid-summer the Japanese pushed through and began capturing cities and eastern airfields, as Chinese ground resistance waned. Henyang, Luliang, fell despite heavy bombing and strafing of troops & supplies by Chennault’s air warriors. By October the citizens of Kweilin began to fear the worst; evacuating by rail, road and sampan. Even with the Ledo Road completed; supplies flowing still by air as well, Chennault threw everything he could get, into the battle… but the momentum of the Japanese assault carried it closer & closer to Yang Tong. Kwelin was destroyed, burnt; bridges blown. It’s million inhabitants now fleeing S.& W., clogging roads and rail-lines.
Stillwell, who’d been recalled to the US met with Chennault and Gen. Chow of the Chinese army for the last time. The order to abandon (after all possible demolition & destruction) was given to the Kwelin airbases. Gen. Casey continued to bomb the enemy 24/7, and the last fighters strafed their forward positions… but on Nov. 4, 1944 demolition and burning began. Kweilin was occupied by the Japanese on Nov. 10th, however a spearhead force had moved onto Luinchow and captured its airbase on the 7th. The “scorched-earth” policy carried out at these bases rendered them essentially useless and resulted in the worst defeat US air forces had suffered since 1941.
Largest wooden truss railroad bridge S. of Kweilin destroyed.
Many Kweilin inhabitants were refugees from N. & E. China – now again fleeing before the Japanese with whatever they could carry. Chinese soldiers fled alongside them… victims of prolonged battles and poorly supplied; no ammunition and hungry!
The city was a scene of utter devastation; local crops were burned; rails removed after the last train-loads to escape…
By sampan on the Li river…
By rail from Kweilin…Over-crowded, but by any means escaping the Japanese advance…
Yang Tong burning
Hangar, Administration building
Gasoline mixed with used oils was sprayed on the hostels and administration buildings, set afire by incendiary bullets or thrown torches. Hangers, hospital, barber-shop, offices – all were torched – leaving only ashes for the Japanese.
Most officers & enlisted men not required for demolition were evacuated by air, some rode trains with aircraft parts & those war-materials deemed salvageable.
Chinese soldiers retreating from Kweilin
This Is A Pic Of Some Of The 396th Guys Loading On A C-47 Of The 27th TCS Heading For Luliang. Standing--Weidenbrenner--Reese. L/R In Plane--Souder--O'Connor--Rodriguez--Wolfe
Only a few dozen of the 1,500+ base personnel remained with the demolition crews, and B-25 / P40 & P-51 pilots continued to bomb & strafe enemy from the bases as long as service personnel could arm their aircraft. Last to leave were D.L.“Tex” Hill and General “Casey” Vincent, a reporter, cameraman and those who refueled & armed the last flights out. Runway demolition took place as the last two aircraft were taking off!
Demolition & evacuation crews left almost immediately by Jeep for Kunming. Pilots landed their aircraft at other airbases in Sichuan & Yunnan, many continuing to attack the advancing Japanese forces, and support Chinese army positions…
With the recall of Gen. Stillwell, Chennault received a new commander – Gen. Wedemeyer. The Ledo-Burma Roads; continued airlift capabilities were supplying volumes of war materials. 10th Air Force units incorporated into the 14th aided the Chinese Army with air-drops of food, munitions, men and equipment. US armored forces aided them on the ground. Wedemeyer installed a system by which Chinese received improved nutritional rations, up-dated arms and better training. By June of 1945 the Japanese had been driven back; their coastal shipping almost stopped by constant bombing; their aircraft losses amounted to more than 45% of all the operational fighters & bombers within the China theater; their troop supply-lines decimated. US-trained Chinese pilots were integrated in to joint squadrons as a part of the Chinese American Composite Wings and showed winning ways. China again had a viable air force!
The airfields near Kweilin were not rebuilt; Yang Tong was left in total destruction; some use was made of Ehr Tong & Li Chia Chen airstrips only, but Luinchow was rebuilt… just before war’s end and some missions flown from there.
Chennault was retired from the Army Air Force a second time, just before the war’s end. He was given two farewell banquets
By the 14th. Air force and the Chinese government, but sadly he was not invited to the Surrender Ceremonies aboard the USS MISSOURI in Tokyo bay.
He left China for civilian life, but China had become a part of him, and he was to return. marry his second wife and found an airline which flew cargo, supplies and supported the withdrawal of Nationalists to Taiwan.
Chennault was a stern task-master, but no one was more loved than by the men of the original “Flying Tigers”, nor respected as an American airman and leader by those of the 14th Air force and the Chinese who served under him. He was a true friend of China and a tireless advocate for freedom from aggression & repression. Most believe that China was both a Calling and his chance to demonstrate the airman’s skills outlined in his book…
But, many of the developed skills he taught the AVG, were learned first-hand during those 4-years of interaction with the CAF and, no doubt, the occasional discharged wing-guns he’d return with after “observation” of Japan’s aircraft & tactics with China’s early airmen. A practical man who did so much for so many with so little!
