Tragedy occurred when 

he spun-in while in a mock dog fight his plane went into a flat spin. Thought to be with Class 42F, recently assigned to 81FG, Muroc 6 Mi N, CA, USA, Hometown: Elkhart County, IN

Class 42F, Muroc, Ca, USA., Unfortunate experience of having a brake go out while taxing in a strong cross wind after a short test flight. The plane was moving at a speed of approximately 25 miles per hour when I noticed that the left brake was inoperative. Not only that but the plane was headed toward a parked plane in which a mechanic appeared to be sleeping. I cut the throttle, turned off the ignition and vigorously pumped the left brake peddle. The P 39 continued to move at a fair rate of speed. The propeller struck the left wing of the parked plane and quickly removed about four feet of it. The mechanic flew out of the right door and ran at a fast pace for more than 50 yards.

Class 42F, Muroc, Ca, While practicing air-to-ground gunnery. When he pulled out at the end of his run on the target he caught a 2 X 4 from the target between the guns located on his right wing. The extra drag flipped the plane to an inverted position about 100 feet off the ground. By using all of his physical strength Merrigan was able to right the plane and land it in the dry lake bed.

Class of 42F, Muroc, Ca., While flying at about 1000 feet had the unfortunate experience of colliding with a vulture. The impact caused the wind shield to jettison and the dead vulture to land in the pilot's lap. Not only was the stench nauseating but the sight of the remains of the bird did not help his mental composure. He called the air controller and indicated that he was experiencing an emergency. When he described his problem, the controller approved his landing but had grave doubts about his story. After viewing his plane we decided to give all flying objects a wide birth.

Mishap occurred on a test flight at Kirton-in-Lindsey.

The field was a rolling meadow with several small knolls. The grass was about three inches high. My crew chief informed me that my plane was ready to be flown. I started the engine of the P 400 taxied to the far side of the field, checked the mags, headed the plane into the wind, opened the throttle and started my roll for a take-off. After having covered about 150 yards I noticed my air speed was only about 70 mph (one needed 90 to 100 mph for take-off); therefore I cut the throttle, stopped the plane, and returned to the starting place for another attempt at a take-off. This time the air peed was approaching 90 mph and I decided that I would be able to get the plane into the air. As I neared the four foot fence bordering the airbase, I pulled back on the stick and the air craft left the ground. Unfortunately I was not able to get the nose wheel four feet off the ground. Its impact with the top wire of the fence caused the P 400 to come to an abrupt stop minus a nose wheel and a badly damaged propeller. There was a plus to the accident. Within 24 hours the plane had been stripped. Crew chiefs who needed batteries, control mechanism, tires and other parts descended on the disabled plane and took what they needed. On the down side I was without a plane for several weeks.

13 Dec 42

BX180

Our planes having been equipped with belly tanks, and flight tested, we took off for the White Cliffs of Dover, the jumping off place for North Africa.

There were 100 planes arranged in flights of four. 

From the position I was flying I could see most of the other planes. There were several hazards that would create problems for us. One of course was the other planes. The second was the large number of balloons anchored around the urban centers. The third was the low ceiling under which we were flying.

The balloons were avoided without mishap. The low ceiling did provide a problem. While flying about 10 feet off the ground in close formation we found ourselves enveloped by clouds. I could not see any of the planes nor the ground below me. Decision time. Should I go on instruments and try to climb above the clouds which were several hundred feet in height; or should I fly straight ahead at the same altitude and hope that I didn't encounter a hill or another plane. Or should I seek to gain a little altitude and bailout. I decide to maintain my same altitude. Fortunately the cloud was quite small and I soon found myself out of the fog with a ceiling of about 400 feet. All of the planes were still in front of me. I heaved a sigh of relief and began to relax. We were only 45 minutes away from our destination. My feeling of optimism was a little premature. About ten minutes later I saw a flight of two planes changing position. They were moving beneath another flight. I shall never forget the scene that I was to witness. The propeller of one of the planes struck the 500 gallon belly tank of the plane under which it was attempting to fly. An explosion occurred and I saw a big fire ball. The two planes slowly spun toward the ground. Neither pilot had an opportunity to bailout. It was not a pleasant way to end 1942 nor to start the journey to North Africa.

Hometown: Buchanan County, MO. Two P-39's were involved in a mid air collision over South Bedford on this date. One aircraft crashed on the railway embankment off Ampthill Road and one on Bungalow Corner, Miller Road, Bedford. Both pilots were killed and a four year old boy was injured at 111. Miller Road, Bedford. Pilot was buried in Brookwood Cemetery at the same time as Lt. Sharp and was transferred to Missouri after hostilities. From "Losses of the US 8th & 9th Air Forces" Vol 1 by Bishop & Hey. Page:483. 23rd December 1942 81st FG 91st FS. HONORED By, Eugene & Eleanor White, Sister & Brother-in-law, PILOT. PLANE CRASHED IN ENGLAND ON FLIGHT TO TUNISIA

Point of interest Engine serial #8823 belonged to P-400, BW149, In 1942, the British shipped 212 of their remaining Airacobra aircraft to the Soviet Union, while the rest were retained by the United States, where they became the P-400 in USAAF service. Interestingly, BW149 was apparently one of only six aircraft of the third block that were actually transferred to the USSR. The rest of that block was used by the USAAF.

27 Dec 42

Flew PT-17, BT-13, AT-6, P-38, P-39, P-400, P-63, C-45, 92^nd Fighter Squadron 81^st Fighter Group, action in England, North Africa, Sicily, rank at separation: Captain, landed his P-400 at Aeroporto da Portela-Lisboa

27 Dec 42

27 Dec 42

27 Dec 42

BX339

91FS

The next few days were spent making sure that our planes were in good shape and waiting for the weather to clear. On Dec. 30 we started our journey to North Africa. A mass flight of 50 P 400's, an A 20 and a B 25 taxied down the run way and headed for North Africa. The last two named aircrafts were to be our leaders since they had navigators on board. It was a cloudy day. The ceiling was about 400 feet. We were instructed to stay in flights of four, to follow the lead planes, and to stay at least ten miles off the coast of France. My flight consisted of Col. Wade, Lt. Malitz, Lt. Gianai and myself. After about one hour into the flight the B 25 pilot decided to climb above the overcast. Approximately 25 of the planes followed him. A short time later the A 20 moved up through the clouds. All of the rest of the P 400s except my flight followed suit. Col. Wade continued to lead us at 300 feet above the water and 10 miles off the coast of France. Later he told me that he felt that we were less likely to be detected by German planes flying in this position. 

When we reached the southern tip of Portugal we were supposed to alter our course by 15 degrees to the East. To my surprise Col. Wade made a 15 degree change in our course to the West. Checking my map I noted that if we were to continue on this vector and had enough fuel we would land in South America. Not being able to get the flight leader's attention I altered my course and flew on to Port Lyautery, North Africa by my self. About an hour later I noticed a massive black cloud directly in my flight path. Not wanting to fly through the thunderhead I changed my course to its right with the on my left when I reached the coast of Africa. When I sighted land I turned North and began looking for a runway. To my pleasant surprise I spotted a PBY in front of me. My first thought was that I would follow the plane to the air base; however after about 10 minutes trying to fly at the speed of the slow moving air craft and noting that my fuel supply was getting dangerously low, I decided to look for the run way without the assistance of the navy pilot.

Within about 15 minutes I spotted a runway. Circling the field I noticed that a P 400 has just landed and was taxing to a nearby hangar. This information convinced me that I had arrived at Port Lyautery. A closer look revealed that only one runway was operational but it was pitted with bomb craters.  I check the wind sock, dropped my wheels and landed after being in the air six hours and thirty minutes, the longest flight I ever took in an airplane. It was great to be on the ground once more. Out of the 40 planes that left England I was the second one to land. Col. Wade, after recognizing his navigation error altered his course but because of his limited supply of fuel had to land in Portugal. Gianai did reach North Africa but he mistook an airport in Spanish Morocco for Port Lautery and had to spend abut four weeks in that country. Malitz, the other member of our flight, arrived some 20 minutes after I did. One of the P 400 in our group was damaged when the pilot was unable to miss a bomb crater. Reggie Hays, my bicycle partner, landed but did not have enough fuel to taxi to the hangar.

30 Dec 42

91FS

92FS

30 Dec 42

.

91FS

92FS

The 91st Fighter Squadron, 81st Fighter Group with P-39s 

moves from Fedala to Mediouna, French Morocco.

On Sunday, January 10, 1943 I was transferred to the 92nd Squadron along with Van Blaricum, Glenn O., Middleton, Sund, Lowel, and Graves "Doc". The next day we left for Tunisa. We landed at Oran and Algerias where we spent the night. The following day we arrived at Thelepte, a forsaken area in southern Tunisia. It was a sandy dessert with occasional flat meadows, knee high brush interspersed with small fir trees. Large clusters of cactuses were a common sight.

15 Jan 43

Transfers from Mediouna, French Morocco to Thelepte, Tunisia.

Twelve planes took off. Only four returned. When the pilots reached the target, one of those who made it back, reported that he looked over his shoulder and 109's were flying formation with him. He never knew from whence they carne. He felt that he was quite lucky to have survived.

On Feb. 14, Sund and I were sent to Tebessa to a rest camp.. While at the rest camp General Montgomery's troops who were moving West from Egypt, pushed the German troops commanded by General Rommel up the eastern coast of Tunisa. Such movement meant that the 8lst Fighter Group would need to evacuate Kelty Field. Our airbase had been named after Captain Kelty. Since my plane was out of commission, it was necessary to burn it. My roommate, Van Blarcorm, packed my

personal belonging, and loaded them on a truck.

On April 5, 1943 we moved to Bones, Algeria, a beautiful little town on the shore of the Mediterranean Sea. 

Life at Bone was free from the tension and danger that we faced at Kelty Field. Although we were usually in the air from four to six hours each day, there was no ground fire to avoid or enemy planes to confront. In fact for the remainder of my tour in the African theatre I did not see a German plane in the air; although I did see quite a few damaged planes at some of the air bases where I was stationed.

On May 10th we received orders to fly to Casa Blanca. On May 11, 1943 I, along with eleven other pilots provided protection for the President's plane for the leg from Casa Blanca to Oran. Some of my friends said that had FDR known the quality of the planes providing escort service he might have given orders for us to stay on the ground. There were three transport planes in the President's group so we had no way to know in which plane he traveled.

15 May 43

Forced landing due to engine failure and fire, plane destroyed. 

Before I left Bizerte I was to have another narrow escape.

One day in July while returning from a mission which provided protective cover for ships moving support materials for troops stationed in Sicily and Italy, I noticed that the engine temperature gauge was exceeding its red line. I reduced the power on the engine hoping I would be able to make it back to Bizerte before severe engine problems developed. Such action was not successful. When I was about five miles from the air base the engine located behind the

pilot's seat began to vibrate and produced a clanking noise. It was obvious that I would not be able to reach the home base. My first thought was that I should bailout. I pulled the latch and kicked the door off. Banking to the right I surveyed the terrain below. Two things that I saw caused me to change my mind. Just below me was a military hospital. To the north of it was a two lane highway. Fearing if I bailed out the plane might fall within the

hospital area, I decided to see if I could land the P 39 on the road. By this time my altitude was down to 500 feet. What I saw on the highway caused me to change my plans once more. The road was clogged with a convoy of trucks traveling bumper to bumper at a slow rate of speed. Scanning the terrain once more I saw what I perceived to be an open space that appeared to be adequate for a wheels up landing. Another complication had developed. The engine was on fire

and the flames were engulfing the tail section of the plane. I dropped the flaps, headed the plane for the open spot and side slipped it to the ground. By the time the plane had come to rest I was half-way down the wing and moving to put space between me and the burning P 39. At this juncture I noticed a person in a jeep racing toward the now raging fire. The first words of the driver--an army sergeant--were

"Sir, why did you choose this munitions dump for a forced landing." Needless to say, I was glad to have my feet on the ground and still be in one piece. My choice of places to land had been rather limited.

On or about 15 Nov 43 near Salerno, Italy.

Lt. Lowe from Oklahoma trying to take off one morning because of mud on his flaps could not gain flying speed and went through the fence at the end of the runway. His plane finally came to a stop in a cemetery. When Lowe stepped out of the plane he almost fell into a newly opened grave. The Lieutenant said a couple of Hail Marys and went directly to Mass

My experience was even more traumatic. At least it was for me. I had no difficulty on take off. But when I attempted to land the mud on my flaps caused the plane to stall out about 10 feet off the ground. Fortunately the tip of the right wing hit the ground and prohibited the plane from doing a half roll. It pancaked in the mud on top of the 500 gallon belly tank. Needless to say I was out of the plane by the time it stopped moving. Since this was the fifth P 39 that been totalled by me, I asked if I could be classified as an "Ace". To date no one has referred to me by that name.

The next day our Commanding Officer asked if I would like to go to a rest camp in Naples for a few days. Since I could never say 'No' to such an invitation, Buchannan, another of my good buddies, and I obtained a jeep from the transportation pool and drove to Naples.

Born June 7, 1923, in Caledonia, New York, graduated in the Aviation Cadet Class of 43-J on November 3, 1943 at Craig Field, Selma, Alabama.

He trained in P-47's at Perry, Florida and was a P-47 and P-40 flight instructor in the 441st Fighter Squadron at Perry until October, 1944. He was transferred to the 91st Fighter Squadron, 81st Fighter Group, 14th Air Force in Chengtu, China in December, 1944.

Served in the U.S. Army Air Corps during WWII and continued service after the war in the Kentucky Air National Guard at Standiford Field Louisville, KY. Ernie enlisted at Patterson Army Air Base Dayton , Ohio. He was an Aviation Cadet with assignments that took him to many air fields with Advanced Flight Training at Aloe Field Victoria, Texas graduating Class 44-C. He was assigned to the 93rd Fighter Squadron 81st Fighter Group Guskhara, India. The 93rd was assigned base protection duties for the 20th Bomb Group, the first B29's sent overseas. The 81st protected bases in China as well as in India.

Ernie graduated from the University of Cincinnati in 1952. He was employed by Cummins Engine Company from 1952 to 1982 in sales, service training and with the Cummins Foundation. He was a consultant for them from 1982 to 1992.