Knowledge Quiz for Warbird wiz
09-19-2014, 10:27 AM
Senior Member
My Feedback: (3)
Afternoon clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
09-19-2014, 01:01 PM
Senior Member
My Feedback: (3)
Evening clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
09-20-2014, 01:17 AM
Senior Member
My Feedback: (3)
Morning clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
09-20-2014, 01:33 PM
Senior Member
My Feedback: (3)
Evening clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
09-21-2014, 06:00 AM
Senior Member
My Feedback: (3)
This is apparently a good question. Morning clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
09-21-2014, 11:23 AM
Senior Member
My Feedback: (3)
Afternoon clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
09-21-2014, 02:36 PM
Senior Member
My Feedback: (3)
Evening clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
09-21-2014, 04:48 PM
Every time I think that I have a bead on who this might be some piece of the puzzle just doesn't quite fit into all the clues that Ernie had laid down for us. Got to give you props for having a good question here Ernie.
Just out of curiosity Ernie, what is the longest puzzle/quiz that you've had run here??? How many questions/clues???
Ken
Just out of curiosity Ernie, what is the longest puzzle/quiz that you've had run here??? How many questions/clues???
Ken
09-22-2014, 01:29 AM
Senior Member
My Feedback: (3)
Every time I think that I have a bead on who this might be some piece of the puzzle just doesn't quite fit into all the clues that Ernie had laid down for us. Got to give you props for having a good question here Ernie.
Just out of curiosity Ernie, what is the longest puzzle/quiz that you've had run here??? How many questions/clues???
Ken
Just out of curiosity Ernie, what is the longest puzzle/quiz that you've had run here??? How many questions/clues???
Ken
Ken; I have no idea what is the longest running question I've asked. There were some that I wanted to end earlier, because I was leaving town or simply becoming bored with the question and dropped an obvious clue. I do remember two that I thought were pretty good, and I'll detail those later. Thanks; Ernie P.
09-22-2014, 01:32 AM
Senior Member
My Feedback: (3)
Morning clue
Morning clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
(17) He was on his second mission of the day when he received a call that one of his fellow pilots was in trouble with jammed guns and had two enemy planes on his tail.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
(17) He was on his second mission of the day when he received a call that one of his fellow pilots was in trouble with jammed guns and had two enemy planes on his tail.
09-22-2014, 09:04 AM
Senior Member
My Feedback: (3)
Great guess, SimonCraig, but not the answer I want. This afternoon clue should cast a bit of light on things. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
(17) He was on his second mission of the day when he received a call that one of his fellow pilots was in trouble with jammed guns and had two enemy planes on his tail.
(18) He shot down on of the enemy aircraft and saved his fellow pilot.
09-22-2014, 01:08 PM
Senior Member
My Feedback: (3)
Evening clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
(17) He was on his second mission of the day when he received a call that one of his fellow pilots was in trouble with jammed guns and had two enemy planes on his tail.
(18) He shot down on of the enemy aircraft and saved his fellow pilot.
(19) The plane he shot down was a P-51.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
(17) He was on his second mission of the day when he received a call that one of his fellow pilots was in trouble with jammed guns and had two enemy planes on his tail.
(18) He shot down on of the enemy aircraft and saved his fellow pilot.
(19) The plane he shot down was a P-51.
09-23-2014, 12:44 AM
Senior Member
My Feedback: (3)
Morning clue. Thanks; Ernie P.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
(17) He was on his second mission of the day when he received a call that one of his fellow pilots was in trouble with jammed guns and had two enemy planes on his tail.
(18) He shot down on of the enemy aircraft and saved his fellow pilot.
(19) The plane he shot down was a P-51.
(20) Later, on his third flight of the day, he shot down two Corsairs.
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
(17) He was on his second mission of the day when he received a call that one of his fellow pilots was in trouble with jammed guns and had two enemy planes on his tail.
(18) He shot down on of the enemy aircraft and saved his fellow pilot.
(19) The plane he shot down was a P-51.
(20) Later, on his third flight of the day, he shot down two Corsairs.
09-23-2014, 02:54 AM
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Finally the killer clue! The only occasion I know that Corsairs engaged each other was the so called soccer war between Honduras and El Salvador.
So, the pilot in question must be Maj Fernando Soto Henriquez.
Terry
So, the pilot in question must be Maj Fernando Soto Henriquez.
Terry
09-23-2014, 08:12 AM
My Feedback: (6)
Now that's what I call a good question. One where I scour the internet for days with no luck and then say "I should have thought of that" when somebody gets the answer. And I figured out a while back that Ernie is a master at getting us to look at the wrong war, too.
09-23-2014, 12:13 PM
Senior Member
My Feedback: (3)
Question: What warbird pilot do I describe?
Clues:
(1) He was not an ace.
(2) However, the victories he recorded were, indeed, historic.
(3) His victories were historic for at least three, maybe four, reasons.
(4) Completed high school in Los Angeles, California.
(5) Became an flight cadet, but was dismissed because he was underweight.
(6) He persevered, and eventually completed both primary and advanced flight training, all in a North American AT-6 Texan.
(7) He ultimately became both a flight instructor and chief of training.
(8) He was an active operational pilot, and flew many patrols.
(9) He flew troop transports on active missions.
(10) He located and rescued two downed pilots.
(11) He started a new career in civil aviation, but remained in the reserve forces.
(12) When war broke out, he returned to active duty and flew an F4U Corsair.
(13) On a single day, he recorded his historic victories.
(14) After the war, he returned to civil aviation and had a distinguished career.
(15) After transitioning to jet aircraft, he flew jet airliners.
(16) He was also a civilian instructor.
(17) He was on his second mission of the day when he received a call that one of his fellow pilots was in trouble with jammed guns and had two enemy planes on his tail.
(18) He shot down on of the enemy aircraft and saved his fellow pilot.
(19) The plane he shot down was a P-51.
(20) Later, on his third flight of the day, he shot down two Corsairs.
(21) The second Corsair was flown by a man considered to be the finest fighter pilot of the enemy air force.
Answer: Honduran Air Force Captain Fernando Soto, who (1) Scored the only aerial victories ever recorded by a Central American air force; and (2) Scored the last recorded aerial victory over a P-51; and (3) Scored the last recorded victry by an F4U Corsair; and (4) Participated in the last aerial combat between piston driven aircraft.
Honduran Air Force Captain Fernando Soto is credited with the only aerial victories ever recorded by a Central American air force. Soto was born in 1939 in Tegucigalpa, Honduras. He began his education at the Federico Froebel Elementary School and then went on to high school at the San Francisco Institute. After graduation in 1955, Soto went on an exchange program for a twelfth year of school at a high school in Los Angeles, California. In 1957, he became a flight cadet and went to the United States for basic training. He was a tall, thin youth and did not meet the basic weight requirements for pilot training.
After two months trying to gain weight, he returned home and began flying training in Honduras. Soto made his first flight in a North American AT-6 Texan and then continued to fly it in primary and advanced training. In August 1958, he earned his wings and was commissioned a sub-teniente de aviacion. As a active pilot in the Fuerza Aerea Honduras, he held many additional duties. In 1960, Soto became Chief of Academics and a flight instructor and ultimately became Chief of Training for the Air Force. He was an active operational pilot and flew patrols over the north coast of Honduras and participated in many exercises, including Operacion Patuca and Operacion Yunque Martillo.
During Operacion Centro America, he flew with pilots from other Central American air forces and the United States Air Force. In the summer of 1965, he flew troop transports in support of the Inter-American Peace Force operations in the Dominican Republic. Soto was decorated by the President of Nicaragua for locating and later rescuing two Nicaraguan pilots who had ditched in the Gulf of Fonseca on the Pacific Coast. In the late sixties, he was seconded to a Honduran airline and began a second career in commercial aviation. He remained in the air force reserves.
In 1969, during a short conflict called the " Soccer War" with neighboring El Salvador, he became a national hero when he downed three opposing fighters. He was offered a medal or a promotion-he chose promotion to major. He joined Servicio Aereo Honduras S.A. (SAHSA) in 1960 and flew many propeller-driven aircraft such as the Curtiss C-46, Convair CV-340, CV-440, and CV-580. After flying the turboprop Lockheed Electra, he transitioned to jets and flew Boeing 727s and 737s. By the time he retired from SAHSA in 1994, he had served as an instructor pilot, and Chief of Pilots.
Although the term “ace” may not be credited to Honduran Air Force pilot, Captain Fernando Soto Henríquez, on July 17, 1969 during the short conflict called the "100-Hour War" with neighboring El Salvador, he became a national hero when he downed three Salvadoran fighters (the only aerial victories ever recorded by a Central American air force) in Vought F4U-5N Corsair BuNo. 124715.
This war is often cited as the last occasion on which piston-engined fighters fought each other.
While strafing ground targets near the Honduras-El Salvador border, on his second mission of the day, Captain Soto got a call that one of his mates, Captain Francisco Zepeda Andino, who, with his guns jammed, had two Salvadoran Cavalier F-51 Mustangs on his tail. Captain Soto entered the fray quickly and let loose a burst of 20-mm gunfire. The Mustangs broke…one left and one right. He turned starboard inside one Mustang, fired three bursts and it instantly caught fire and dove into the ground. The pilot, Captain Douglas Vladimir Varela was killed after his parachute failed to deploy completely. Surprisingly, the Salvadoran pilots had engaged aerial combat without releasing the two 250-lb bombs each aircraft was carrying.
Later, on his third mission of the day, Captain Soto downed two Goodyear FG-1D Corsairs, the first one after a short burst, and the pilot, Captain Salvador Ceceña Amaya, was able to parachute to safety. In a hard fought, turning and diving dogfight, from 12,000 feet to about 9,000 feet, the second one exploded after two or three bursts. The pilot, Captain Guillermo Reynaldo Cortéz (considered to be the best Salvadoran fighter pilot) was killed instantly.
During a 2003 video-taped interview he granted me, retired Lt. Col. Soto mentions that Captain Cortéz may have forgotten to disengage the main tank pressure release, which may explain why the aircraft exploded.
I was fortunate enough to become Lt. Col. Soto's friend sometime in 1966, and was able to interview him several times. A very emotional one, in May 2004 when with a group of friends, we visited the site the Mustang crash site (in Honduran territory), about a mile from the Honduras-El Salvador border.
For the record, the two FG-1Ds were shot down over Salvadoran territory.
Sadly, Fernando Soto Henríquez passed away on June 25, 2006, at age 67. He did not only serve his country with distinction, or excell as a commercial pilot ... he was a true gentleman.
Photo credits:
FAH collection
Esteban Hernández Peña
[IMG]http://i110.photobucket.com/albums/n82/AAF_1945/Fotos%20FSH/ExpedicinCerroLaGrifaEH6.jpg[/
The FAS purchased five Cavalier Mustang IIs (and one dual control Cavalier TF-51) that featured wingtip fuel tanks to increase combat range and up-rated Merlin engines. Seven P-51D Mustangs were also in service. They were used during the 1969 Soccer War against Honduras, the last time the P-51 was used in combat. One of them, FAS-404, was shot down by a F4U-5 flown by Cap. Fernando Soto in the last aerial combat between piston engine fighters in the world.
09-23-2014, 12:19 PM
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Now; if you keep that up, Top_Gunn, you're going to have people thinking I'm sneaky or something. Wrong war? Actually, I was trying to get you guys to look at the wrong country. And, maybe, at the wrong war. I'm glad you guys are enjoying my questions. Thanks; Ernie P.
09-23-2014, 05:19 PM
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Al, just think, if you had thought of that you would now be faced with coming up with a question!
A few years ago I was building a TF Corsair and considered painting it as a soccer war version. In the end I couldn't find enough picture references so I hacked 1" of each wingtip and painted it up as a British Fleet Air Arm one.
Give me a few hours, I have an idea I am working on for a question.
Terry
A few years ago I was building a TF Corsair and considered painting it as a soccer war version. In the end I couldn't find enough picture references so I hacked 1" of each wingtip and painted it up as a British Fleet Air Arm one.
Give me a few hours, I have an idea I am working on for a question.
Terry
09-24-2014, 01:05 AM
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OK, looking for another famous aviator
1. With a distinguished service record the equal of any, he is perhaps as well known (at least in his home country) for his humanitarian activities
terry
1. With a distinguished service record the equal of any, he is perhaps as well known (at least in his home country) for his humanitarian activities
terry
09-24-2014, 01:47 AM
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May be unlikely, but George H. W. Bush comes to mind pretty quickly. Thanks; Ernie P.
09-24-2014, 04:30 PM
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Well, that didn't last long did it? SimonCraig1 is correct.
Geoffrey Leonard Cheshire, is the name I was looking for. Saying that Leonard Cheshire had a distinguished career is something of an understatement! Interesting to see that he worked with Eric Brown (subject of a recent question) in ironing out problems with the Halifax.
Simon, you are up!
Terry
Geoffrey Leonard Cheshire, Baron Cheshire VC, OM, DSO & Two Bars, DFC (7 September 1917 – 31 July 1992) was a highly decorated British RAF pilot during the Second World War. Among the honours Cheshire received as a pilot is the Victoria Cross, the highest and most prestigious award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces.
He was the youngest Group Captain in the RAF and one of the most highly decorated pilots of the War but after serving as the British observer on the Nagasaki nuclear attack he resigned from the Air Force. He founded a hospice which grew into the charity Leonard Cheshire Disability and he became known for his work in conflict resolution; he was created Baron Cheshire in 1991 in recognition of his charitable work.[SUP][1][/SUP]
Leonard Cheshire was the son of Geoffrey Chevalier Cheshire, DCL, LLD, FBA, a barrister, academic and influential writer on English law. He had one brother, Christopher Cheshire, also a wartime pilot. Cheshire was born in Chester, but was brought up at his parents' home near Oxford. Cheshire was educated at the Dragon School, Oxford, Stowe School and Merton College, Oxford. Whilst at Oxford he became friends with John Niel Randle. On one occasion at Oxford he was bet half a pint of beer that he could not walk to Paris with no more than a few pennies in his pocket, he won his bet.[SUP][2][/SUP] He went to stay in Germany in 1936 with a family in Potsdam and whilst there, witnessed an Adolf Hitler rally. Cheshire caused great offence by pointedly refusing to give the Nazi salute.[SUP][2][/SUP] Cheshire graduated in jurisprudence in 1939.
Military career[edit]
After learning basic piloting skills with the Oxford University Air Squadron, after the outbreak of the Second World War, Cheshire joined the RAF as a Pilot Officer. He was initially posted in June 1940 to 102 Squadron, flying Armstrong Whitworth Whitley medium bombers, from RAF Driffield. In November 1940, Cheshire was awarded the Distinguished Service Order (DSO) for flying his badly damaged bomber back to base.
In January 1941, Cheshire completed his tour of operations, but then volunteered immediately for a second tour. He was posted to No. 35 Squadron with the brand new Handley Page Halifax and completed his second tour early in 1942, by then, a squadron leader. August 1942 saw a return to operations as CO of No. 76 Squadron RAF. The squadron had recently suffered high losses operating the Halifax, and Cheshire immediately tackled the low morale of the unit by ordering an improvement in the performance of the squadron aircraft by removing the mid-upper and nose gun turrets along with exhaust covers and other weighty non-essential equipment. This allowed the bombers to fly higher and faster. Losses soon fell and morale rose accordingly. Cheshire was amongst the first to note there was very low return rate of Halifax bombers on three engines; furthermore, there were reports the Halifax was unstable in a "corkscrew" which was the manoeuvre used by bomber pilots to escape night fighters. The test pilot Captain Eric Brown, flying uncrewed except for an accompanying flight engineer, undertook risky tests to establish the cause and were told a representative of Bomber Command would fly with them.[SUP][3][/SUP] Brown remembers "We couldn't believe it, it was Cheshire! We were astonished to say the least. I asked him not to touch (the controls) and to his ever lasting credit he never commented at all, he just sat in the second pilot's seat and raised his eye brows at what we were doing!" The fault was in the Halifax's rudder design and Cheshire became enraged when Handley Page at first declined to make modifications so as not to disrupt production.[SUP][4][/SUP]
During his time as the Commanding Officer of No. 76 Squadron at RAF Linton, Cheshire took the trouble to recognise and learn the name of every single man on the base. He was determined to increase the efficiency of his squadron and improve the chances of survival of its crews, to this end he constantly lectured crews on the skills needed to achieve those aims. The crews knew he was devoted to their interests and when, on an operation to Nuremberg, they were told to cross the French Coast at 2,000 ft (the most dangerous height for light flak) Cheshire simply refused, stating they would fly at 200 ft or 20,000 ft. Typically, Cheshire inspired such loyalty and respect that the ground crews of 76 Squadron were proud to chorus "We are Cheshire cats!".[SUP][5][/SUP]
In 1943, Cheshire published an account of his first tour of operations in his book, Bomber Pilot which tells of his posting to RAF Driffield and the story of flying his badly damaged bomber ("N for Nuts") back to base. In the book, Cheshire fails to mention being awarded the DSO for this, but does describe the bravery of a badly burnt member of his crew.
No. 617 Squadron[edit]
Cheshire became Station Commander RAF Marston Moor in March 1943, as the youngest group captain in the RAF, although the job was never to his liking, and he pushed for a return to an operational command. These efforts paid off with a posting as commander of the legendary 617 "Dambusters" Squadron in September 1943. While with 617, Cheshire helped pioneer a new method of marking enemy targets for Bomber Command's 5 Group, flying in at a very low level in the face of strong defences, using first, the versatile de Havilland Mosquito, then a North American Mustang fighter.
On the morning before a planned raid by 617 squadron to Siracourt, a crated Mustang turned up at Woodhall Spa, it was a gift for Cheshire from his admirers in the US 8th Air Force. Cheshire had the aircraft assembled and the engine tested as he was determined to test the possibilities of the fighter as a marker aircraft. He took off, in what was his first flight in the aircraft, and caught up with 617's Lancasters before they reached the target. Cheshire then proceeded to accurately mark the target (a V-1 storage depot) for the heavies which landed three Tallboys on it. He then flew back and landed the Mustang in the dark.[SUP][6][/SUP]
This development work in target marking was the subject of some severe intraservice politics; Cheshire was encouraged by his 5 Group Commander Air Vice-Marshal Ralph Cochrane, although the 8 Group Pathfinder AOC Air Vice-Marshal Don Bennett saw this work as impinging on the responsibilities of his own command.
Victoria Cross[edit]
Cheshire was nearing the end of his fourth tour of duty in July 1944, having completed a total of 102 missions, when he was awarded the Victoria Cross. His citation remarked on the entirety of his operation career, noting:
When Cheshire went to Buckingham Palace to receive his VC from King George VI, he was accompanied by Norman Jackson who was also due to receive his award on that day. Cheshire insisted that despite the difference in rank (Group Captain and Warrant Officer), they should approach the King together. Jackson remembers that Cheshire said to the King, "This chap stuck his neck out more than I did – he should get his VC first!" The King had to keep to protocol, but Jackson commented he would "never forget what Cheshire said."[SUP][8][/SUP]
Later operations[edit]
One of Cheshire's missions was to use new 5,400 kilograms (12,000 lb) "Tallboy" deep-penetration bombs to destroy V3 long-range cannons located in underground bunkers near Mimoyecques in the Pas-de-Calais region of northern France. These were powerful guns able to fire a 500 lb shell into London every minute. They were protected by a concrete layer. The raid was planned so the bombs hit the ground next to the concrete to destroy the guns from underneath. Although considered successful at the time, later evaluations confirmed that the raids were largely ineffectual.[SUP][9][/SUP]
Cheshire was, in his day, both the youngest group captain in the service and, following his VC, the most decorated.[SUP][10][/SUP] In his book, Bomber Command (2010), Sir Max Hastings states "Cheshire was a legend in Bomber Command, a remarkable man with an almost mystical air about him, as if he somehow inhabited a different planet from those about him, but without affectation or pretension". Cheshire would always fly on the most dangerous operations, he never took the easy option of just flying on the less risky ops to France, a habit which caused some COs to be referred to derisively as "François" by their men. Cheshire had no crew but would fly as "Second Dickey", with the new and nervous to give them confidence.
Cheshire had strong feelings on any crew displaying LMF (Lack of Moral Fibre, a euphemism for cowardice) when subject to the combat stress of Bomber Command's sorties (many of which had loss rates of 5% or more). Even as a brilliant and sympathetic leader, he wrote "I was ruthless with LMF, I had to be. We were airmen not psychiatrists. Of course we had concern for any individual whose internal tensions meant that he could no longer go on but there was a worry that one really frightened man could affect others around him. There was no time to be as compassionate as I would like to have been." Thus Cheshire transferred LMF cases out of his squadron almost instantaneously (like every other RAF squadron did at the time).[SUP][11][/SUP] This was also because he argued that a man who thought he was doomed would collapse or bail out when his aircraft was hit, whereas Cheshire thought if he could survive the initial shock of finding his aircraft damaged, he had more of a chance of survival.[SUP][12][/SUP]
On his 103rd mission, Cheshire was the official British observer of the nuclear bombing of Nagasaki.[SUP][13][/SUP] His vantage point was in the support B-29 Big Stink. He did not witness the event as close up as anticipated due to aircraft commander James Hopkins' failure to link up with the other B-29s. Hopkins was meant to join with the others over Yakushima, but he circled at 39,000 ft instead of the agreed height of 30,000 ft. He tried to justify this by the need to keep the VIP passengers out of danger, but Cheshire thought that Hopkins was "overwrought".
"Many assumed that it was Nagasaki which emptied him; as Cheshire kept pointing out, however, it was the war as a whole. Like Britain herself, he had been fighting or training for fighting since 1939."[SUP][14][/SUP] He was earlier quoted as saying: "... then I for one hold little brief for the future of civilization".[SUP][15][/SUP]
Geoffrey Leonard Cheshire, is the name I was looking for. Saying that Leonard Cheshire had a distinguished career is something of an understatement! Interesting to see that he worked with Eric Brown (subject of a recent question) in ironing out problems with the Halifax.
Simon, you are up!
Terry
Geoffrey Leonard Cheshire, Baron Cheshire VC, OM, DSO & Two Bars, DFC (7 September 1917 – 31 July 1992) was a highly decorated British RAF pilot during the Second World War. Among the honours Cheshire received as a pilot is the Victoria Cross, the highest and most prestigious award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces.
He was the youngest Group Captain in the RAF and one of the most highly decorated pilots of the War but after serving as the British observer on the Nagasaki nuclear attack he resigned from the Air Force. He founded a hospice which grew into the charity Leonard Cheshire Disability and he became known for his work in conflict resolution; he was created Baron Cheshire in 1991 in recognition of his charitable work.[SUP][1][/SUP]
Leonard Cheshire was the son of Geoffrey Chevalier Cheshire, DCL, LLD, FBA, a barrister, academic and influential writer on English law. He had one brother, Christopher Cheshire, also a wartime pilot. Cheshire was born in Chester, but was brought up at his parents' home near Oxford. Cheshire was educated at the Dragon School, Oxford, Stowe School and Merton College, Oxford. Whilst at Oxford he became friends with John Niel Randle. On one occasion at Oxford he was bet half a pint of beer that he could not walk to Paris with no more than a few pennies in his pocket, he won his bet.[SUP][2][/SUP] He went to stay in Germany in 1936 with a family in Potsdam and whilst there, witnessed an Adolf Hitler rally. Cheshire caused great offence by pointedly refusing to give the Nazi salute.[SUP][2][/SUP] Cheshire graduated in jurisprudence in 1939.
Military career[edit]
After learning basic piloting skills with the Oxford University Air Squadron, after the outbreak of the Second World War, Cheshire joined the RAF as a Pilot Officer. He was initially posted in June 1940 to 102 Squadron, flying Armstrong Whitworth Whitley medium bombers, from RAF Driffield. In November 1940, Cheshire was awarded the Distinguished Service Order (DSO) for flying his badly damaged bomber back to base.
In January 1941, Cheshire completed his tour of operations, but then volunteered immediately for a second tour. He was posted to No. 35 Squadron with the brand new Handley Page Halifax and completed his second tour early in 1942, by then, a squadron leader. August 1942 saw a return to operations as CO of No. 76 Squadron RAF. The squadron had recently suffered high losses operating the Halifax, and Cheshire immediately tackled the low morale of the unit by ordering an improvement in the performance of the squadron aircraft by removing the mid-upper and nose gun turrets along with exhaust covers and other weighty non-essential equipment. This allowed the bombers to fly higher and faster. Losses soon fell and morale rose accordingly. Cheshire was amongst the first to note there was very low return rate of Halifax bombers on three engines; furthermore, there were reports the Halifax was unstable in a "corkscrew" which was the manoeuvre used by bomber pilots to escape night fighters. The test pilot Captain Eric Brown, flying uncrewed except for an accompanying flight engineer, undertook risky tests to establish the cause and were told a representative of Bomber Command would fly with them.[SUP][3][/SUP] Brown remembers "We couldn't believe it, it was Cheshire! We were astonished to say the least. I asked him not to touch (the controls) and to his ever lasting credit he never commented at all, he just sat in the second pilot's seat and raised his eye brows at what we were doing!" The fault was in the Halifax's rudder design and Cheshire became enraged when Handley Page at first declined to make modifications so as not to disrupt production.[SUP][4][/SUP]
During his time as the Commanding Officer of No. 76 Squadron at RAF Linton, Cheshire took the trouble to recognise and learn the name of every single man on the base. He was determined to increase the efficiency of his squadron and improve the chances of survival of its crews, to this end he constantly lectured crews on the skills needed to achieve those aims. The crews knew he was devoted to their interests and when, on an operation to Nuremberg, they were told to cross the French Coast at 2,000 ft (the most dangerous height for light flak) Cheshire simply refused, stating they would fly at 200 ft or 20,000 ft. Typically, Cheshire inspired such loyalty and respect that the ground crews of 76 Squadron were proud to chorus "We are Cheshire cats!".[SUP][5][/SUP]
In 1943, Cheshire published an account of his first tour of operations in his book, Bomber Pilot which tells of his posting to RAF Driffield and the story of flying his badly damaged bomber ("N for Nuts") back to base. In the book, Cheshire fails to mention being awarded the DSO for this, but does describe the bravery of a badly burnt member of his crew.
No. 617 Squadron[edit]
Cheshire became Station Commander RAF Marston Moor in March 1943, as the youngest group captain in the RAF, although the job was never to his liking, and he pushed for a return to an operational command. These efforts paid off with a posting as commander of the legendary 617 "Dambusters" Squadron in September 1943. While with 617, Cheshire helped pioneer a new method of marking enemy targets for Bomber Command's 5 Group, flying in at a very low level in the face of strong defences, using first, the versatile de Havilland Mosquito, then a North American Mustang fighter.
On the morning before a planned raid by 617 squadron to Siracourt, a crated Mustang turned up at Woodhall Spa, it was a gift for Cheshire from his admirers in the US 8th Air Force. Cheshire had the aircraft assembled and the engine tested as he was determined to test the possibilities of the fighter as a marker aircraft. He took off, in what was his first flight in the aircraft, and caught up with 617's Lancasters before they reached the target. Cheshire then proceeded to accurately mark the target (a V-1 storage depot) for the heavies which landed three Tallboys on it. He then flew back and landed the Mustang in the dark.[SUP][6][/SUP]
This development work in target marking was the subject of some severe intraservice politics; Cheshire was encouraged by his 5 Group Commander Air Vice-Marshal Ralph Cochrane, although the 8 Group Pathfinder AOC Air Vice-Marshal Don Bennett saw this work as impinging on the responsibilities of his own command.
Victoria Cross[edit]
Cheshire was nearing the end of his fourth tour of duty in July 1944, having completed a total of 102 missions, when he was awarded the Victoria Cross. His citation remarked on the entirety of his operation career, noting:
In four years of fighting against the bitterest opposition he maintained a standard of outstanding personal achievement, his successful operations being the result of careful planning, brilliant execution and supreme contempt for danger – for example, on one occasion he flew his Mustang in slow 'figures of eight' above a target obscured by low cloud, to act as a bomb-aiming mark for his squadron. Cheshire displayed the courage and determination of an exceptional leader.[SUP][7][/SUP]
It also gave special mention to a raid against Munich on 24/25 April 1944, in which he had marked a target while flying a Mosquito at low level against "withering fire".When Cheshire went to Buckingham Palace to receive his VC from King George VI, he was accompanied by Norman Jackson who was also due to receive his award on that day. Cheshire insisted that despite the difference in rank (Group Captain and Warrant Officer), they should approach the King together. Jackson remembers that Cheshire said to the King, "This chap stuck his neck out more than I did – he should get his VC first!" The King had to keep to protocol, but Jackson commented he would "never forget what Cheshire said."[SUP][8][/SUP]
Later operations[edit]
One of Cheshire's missions was to use new 5,400 kilograms (12,000 lb) "Tallboy" deep-penetration bombs to destroy V3 long-range cannons located in underground bunkers near Mimoyecques in the Pas-de-Calais region of northern France. These were powerful guns able to fire a 500 lb shell into London every minute. They were protected by a concrete layer. The raid was planned so the bombs hit the ground next to the concrete to destroy the guns from underneath. Although considered successful at the time, later evaluations confirmed that the raids were largely ineffectual.[SUP][9][/SUP]
Cheshire was, in his day, both the youngest group captain in the service and, following his VC, the most decorated.[SUP][10][/SUP] In his book, Bomber Command (2010), Sir Max Hastings states "Cheshire was a legend in Bomber Command, a remarkable man with an almost mystical air about him, as if he somehow inhabited a different planet from those about him, but without affectation or pretension". Cheshire would always fly on the most dangerous operations, he never took the easy option of just flying on the less risky ops to France, a habit which caused some COs to be referred to derisively as "François" by their men. Cheshire had no crew but would fly as "Second Dickey", with the new and nervous to give them confidence.
Cheshire had strong feelings on any crew displaying LMF (Lack of Moral Fibre, a euphemism for cowardice) when subject to the combat stress of Bomber Command's sorties (many of which had loss rates of 5% or more). Even as a brilliant and sympathetic leader, he wrote "I was ruthless with LMF, I had to be. We were airmen not psychiatrists. Of course we had concern for any individual whose internal tensions meant that he could no longer go on but there was a worry that one really frightened man could affect others around him. There was no time to be as compassionate as I would like to have been." Thus Cheshire transferred LMF cases out of his squadron almost instantaneously (like every other RAF squadron did at the time).[SUP][11][/SUP] This was also because he argued that a man who thought he was doomed would collapse or bail out when his aircraft was hit, whereas Cheshire thought if he could survive the initial shock of finding his aircraft damaged, he had more of a chance of survival.[SUP][12][/SUP]
On his 103rd mission, Cheshire was the official British observer of the nuclear bombing of Nagasaki.[SUP][13][/SUP] His vantage point was in the support B-29 Big Stink. He did not witness the event as close up as anticipated due to aircraft commander James Hopkins' failure to link up with the other B-29s. Hopkins was meant to join with the others over Yakushima, but he circled at 39,000 ft instead of the agreed height of 30,000 ft. He tried to justify this by the need to keep the VIP passengers out of danger, but Cheshire thought that Hopkins was "overwrought".
"Many assumed that it was Nagasaki which emptied him; as Cheshire kept pointing out, however, it was the war as a whole. Like Britain herself, he had been fighting or training for fighting since 1939."[SUP][14][/SUP] He was earlier quoted as saying: "... then I for one hold little brief for the future of civilization".[SUP][15][/SUP]
Last edited by Redback; 09-24-2014 at 04:34 PM.