Edward R. Roche – 2019 Inductee

(On this date, August 25, 2019, the Osborne County Hall of Fame is pleased to present for the first time anywhere the first of the five members of the OCHF Class of 2019.)

2nd U.S. Cavalry battle flag 1860

The latest inductee into the Osborne County Hall of Fame is perhaps the one member that we know the least about.  His is the oldest known Euro-American burial within the confines of Osborne County and he is the oldest military veteran buried in the county as well, far from his native home.


Edward R. Roche was born in County Tipperary, Ireland in 1845/1846, the exact date unknown.  That was the period of the Great Potato Famine in Ireland, and over the next five years there was great suffering and hardship on the Emerald Ise.  When only six years old, and any known family, the young Edward joined 273 other passengers in sailing for the United States aboard the clipper ship “Fidelia”.  Launched in 1845 and owned by the Black Ball Line, the “Fidelia” left Liverpool, England, and after a voyage of 45 days arrived in New York City, New York, on August 5, 1851.


Roche Edward painting Fidelia by Antonio Nicolo Gasparo Jacobsen 1850-1921
Painting of the clipper ship Fidelia, by artist Antonio Nicolo Gasparo Jacobsen (1850-1921). 

Roche Edward Fidelia Ship List 5 August 1851 short view
Photo of a portion of the ship’s passenger manifest for the “Fidelia”, with a large black “X” at extreme left beside Edward’s name. Courtesy of the Famine Irish Entry Project, 1846-1851, Washington, D.C., National Archives and Records Administration.


What is next known about Edward is his enlistment as a private at Fort Leavenworth, Kansas on March 16, 1866, for a period of three years in Company I of the 2nd U.S. Cavalry.  Roche’s enlistment record described him as being 20 years old with a height of 5 foot, 7.5 inches tall, having gray eyes and a fair complexion, and his birthplace given as County Tipperary, Ireland.


Nearly five years earlier U.S. Deputy Surveyors D. E. Ballard and E. C. Manning were given the task to ascertain and officially set the boundaries for what was later named Osborne County, Kansas.  The pair had commenced the survey the county on September 8, 1862, but all surveying activity was halted in 1863 due to Indian incursions in the area.  It was not until 1866 when the pair were allowed to take up their work again. According to the official records at Fort Riley, Kansas, Private Roche and others of Company I were assigned to escort duty for the surveyors in the summer of 1866. The surveying party are believed to have been somewhere in the lower Twin Creek valley, near the South Fork Solomon River, when they were attacked by Indians on July 21, 1866.  Private Edward Roche was the lone soldier killed in action during the fray.  The surveying party buried Private Roche atop a prominent nearby knoll near where the four corners of today’s Penn, Hancock, Corinth, and Bloom Townships meet in east-central Osborne County.  A stone was placed there to mark Roche’s remains and afterwards his grave became a well-known landmark to the area’s early Euro-American settlers.  On May 15, 1868, the survey of Osborne County was officially completed.


In 1879 the Osborne City Cemetery was opened and Roche’s remains was reinterred in Section D, Lot 37 of the cemetery, an area commonly referred to as the “soldier’s lot” and specifically set aside for military veterans.  A government military marker was ordered for his grave and unfortunately arrived with his name incorrectly engraved as Edmund Roach.  It has marked his grave for over 140 years.


Though over fourteen decades have passed, the memory and sacrifice of this young Irishman will not be forgotten by those living where he has lain in peace for so long.  We salute Edward R. Roche and accord him a hallowed place among the honored in the Osborne County Hall of Fame.


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“Black Ball Clipper Fidelia leaving New York, 1852”, painting by Henry Scott (1911-2005).

“The Packet Fidelia,” painting by Antonio Nicolo Gasparo Jacobsen (1850-1921).

Enlistment Records, Fort Leavenworth, Kansas, Company I, 2nd U.S. Cavalry, March 16, 1866.

Famine Irish Entry Project, 1846-1851, Washington, D.C., National Archives and Records Administration.

https://www.spbakker.nl/?page_id+82Chronological. List of Hostile Actions with Plains Indians 1835-1891 by Sjoerd Bakker (eBook, 2019).

The Western Ocean Packets, by Basil Lubbock (Dover Publications: June 1, 1988, 192 pages).

Osborne County Farmer, July 22, 1880, Page One; November 26, 1931, Page One.




Eugene Alleyn Van Gundy – 2018 Inductee

(On this date, November 16, 2018, the Osborne County Hall of Fame is pleased to present for the first time anywhere the second of the three members of the OCHF Class of 2018.)

Van Gundy Eugene photoEugene was born to 1996 Osborne County Hall of Fame inductee Bliss Albro and Pearl Josephine (Nelson) Van Gundy at Osborne, Kansas on November 18, 1921. He graduated from high school in Osborne, Kansas in 1939.  Eugene then attended John Brown University for two years and transferred to Oklahoma State University, where he graduated with a Bachelor’s Degree in Education.  Eugene registered for the draft on February 16, 1942, and was described as being six feet in height, weighing 175 pounds, with eyes and hair color being brown.  He then enlisted in the United States Marine Corps in May 1942 and entered World War II as an aviator.

By July 1943 Eugene was assigned to the Marine Scout Bombing Squadron and had earned the rank of First Lieutenant.  In April 1944 First Lieutenant Van Gundy was assigned to Air Regulating Squadron 3, Personnel Group, Marfair, West Coast, Mcad, at Miramar Air Force Base in San Diego, California.  By April 1946 he had attained the rank of Captain.  In July 1950 Captain Van Gundy was assigned to Marine Fighter Squadron 236, Marine Air Squadron Training Command, at the Marine Corps Air Station at Cherry Point, North Carolina.  He was soon after sent to Korea.

Eugene flew in both World War II and in the Korean War, completing over 180 missions.  For his valor as a pilot Eugene earned four Air Medals, the Distinguished Flying Cross, the Purple Heart, and numerous other awards and honors.

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“It was not until September 23, 1951, that an F7F achieved the type’s second – and last – aerial victory. Major Eugene Van Gundy and Master Sergeant Thomas Ullom picked up a PO-2 coming into Kempo [Air Base], but too late to get anything airborne in time for an intercept . . . Lowering his flaps to the maximum setting, Van Gundy eased up behind the Mule, which was not expecting any pursuit. A few miles north of Seoul, a fusillade of 20mm rounds converged on the frail machine resulting in its immediate disintegration. It was an outstanding kill for VMF(N)-513 and a portent of things to come when the unit received its Douglas F3D Skyknights later in the war.” – “F7F Tigercat”, Flypast Magazine, June 2018.

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On September 23, 1951, an F7F-3N Tigercat of the “Flying Nightmares,” VMF(N)-513, flown by Major Eugene A. Van Gundy and Master Sergeant Thomas H. Ullom, was aloft searching for a “Bedcheck Charlie” Polikarpov PO-2 biplane and made radar contact.  The Tigercat pilot purposely went down to minimum speed to avoid overshooting the slower biplane.  At a range of about 500 feet, Van Gundy made visual contact and fired about 100 rounds of 20mm ammunition at it.  The Polikarpov burst into flames instantly and was seen burning on the ground as the F7F-3N returned to base.” – Robert F. Dorr, “The Lore of the Corps: F7F Tigercat was terror of night skies in Korea”, in the Marine Corps Times of April 26, 2004.

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“Major Eugene A Van Gundy, U. S. Marines, is reported among the wounded in the Korean War.  His wife lives in Osborne.” – Salina Journal, January 20, 1952.

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“Major Eugene A. Van Gundy, Osborne, has been awarded the Distinguished Flying Cross by the Marine Corps in Korea.  He received the decoration for shooting down an enemy plane at night, an unusual accomplishment of the Korean War.  This marks the fifth time Major Van Gundy has been decorated.  He previously had been awarded four Air Medals. His wife Betty, son Rodney, and parents Mr. and Mrs. Bliss A. Van Gundy, all reside in Osborne.” – Osborne County Farmer, July 3, 1952.

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Eugene was first married to Betty Rae Fallis in 1944.  They had three sons, Rodney, Martin, and Thomas.  He then married Geneva Marie Stiner on March 5, 1965 in Elk City, Oklahoma.  With Geneva Eugene had three daughters, Billie, Sherri, and Doryce.

At the end of the 1950s Eugene left the Marine Corps and took a job with the Federal Aviation Administration (FAA), spending a great deal of time in Europe.  While there he spent nine years working with the development of the Concorde supersonic aircraft and was one of the first Americans to pilot it.

After retirement from the FAA Eugene and his family settled in Ardmore, Oklahoma.  He was a member of the First United Methodist Church of Ardmore and of the Military Officers Association of America. Eugene’s hobbies were camping, cabinet making, wood working, traveling, eating (especially ice cream and M&M’s) and numerous family activities. He loved animals, especially horses and birds, and was known for his infectious humor.

Retired USMC Colonel Eugene Alleyn Van Gundy passed away on Sunday, August 26, 2012 at Ardmore, Oklahoma.  He was laid to rest in Hillcrest Memorial Park, Ardmore, Oklahoma, with full military honors.  Eugene joins his father Bliss Van Gundy with an honored place in the Osborne County Hall of Fame.

VanGundy Eugene A tombstone photo


Natoma Independent, May 21, 1942; April 16, 1953.

Osborne County Farmer, July 3, 1952.

ebook-dl.com/magazine/flypast-april-20169547.pdf, Page 42.

Fortitudine, Volume 32, Number 4, 2007, Marine Night Fighter Aerial Victories in Korea by CMSgt. David P. Anderson, USAF, Air National Guard History Office.

The National Archives in St. Louis, Missouri; St. Louis, Missouri; Record Group: Records of the Selective Service System, 147; Box: 398.

U.S. Marine Corps Muster Rolls, 1893-1958. Microfilm Publication T977, 460 rolls. ARC ID: 922159. Records of the U.S. Marine Corps, Record Group 127; National Archives in Washington, D.C.




http://www.marinecorpstimes.com/story.php?f=0-MARINEPAPER-2799737.php, April 26, 2004: “The Lore of the Corps: F7F Tigercat was terror of night skies in Korea”, by Robert F. Dorr.


Willis Albert “Bill” Paschal – 2017 Inductee

(On this date, August 8, 2017, the Osborne County Hall of Fame is pleased to present for the first time anywhere the fourth of five members of the OCHF Class of 2017.)

2013-09-08 90th birthday grey background
Bill Paschal, taken on his 90th birthday.


The seventh and latest Valley Township resident to be named a member of the Osborne County Hall of Fame was born September 9, 1923, the third child of Albert and Clara (Russum) Paschal in the Vincent community in Osborne County, north of Luray, Kansas. Willis Albert “Bill” Paschal was welcomed by older siblings Inez (Breeden) and Wallace. From a very young age, Bill was helping his father with chores around the farm. He helped to work the horse-drawn plows, tended to cattle and horses, and weeded gardens, among many other tasks.  At the tender age of seven Bill’s mother died, and the young boy became a very independent thinker and doer. By the age of nine he was riding his pony the seven miles to Luray and on another four miles east to spend the week at a farmer’s home, herding his cattle along the road for pennies a day.


Paschal Bill 8 to 9 years old
Bill at age 8 or 9 years old.

His father married Hazel Cooper a few years later. The family soon welcomed the addition of Robert and later Maurita (Cederberg). Bill’s grade school years were in the rural one-room Vincent School. He would usually ride his pony there. When it was too cold to ride, his father, Albert, would put him in an old milk wagon, point the horse towards the school, and slap the horse on the rump. This was reversed for the trip home. Bill had many cousins in the surrounding Vincent community with whom he enjoyed spending time. Because of their love of baseball, Albert and Wallace constructed a baseball field out of the corner of a pasture. The cousins enjoyed many games played on Paschal Field.

Bill attended and graduated from Luray High School with the class of 1941. During high school he participated in basketball and football (lettering multiple times), and was part of the undefeated football team of 1940. Another cherished memory was of beating Russell High School in basketball (Bob Dole was on Russell’s team). At the age of 15 Bill was one of the workers who dug out the floor (by hand) of the Hickman Theater to turn it from a theater to a gymnasium, which was used by Luray High School and is now known as the Luray Legion Hall.

Paschal Bill at 16
Bill at age 16 years.
Paschal Bill 1940 Luray High football team Bill is #5 in back row
Bill was #5 ( find the “x”) on the Luray High School undefeated team of 1940.
Paschal Bill at age 19 WWII
Bill was 19 years old when he entered the Army Air Corps during World War II.

After graduation Bill enlisted in the U.S. Army Air Corps in 1942. By the age of 19 he had become an instructor for ground and aerial gunnery (50mm machine gun) at Tyndall Field in Florida. After ten missions over northern Europe as a nose gunner on a B-24, his plane was hit by anti-aircraft fire over Austria, the day after his 21st birthday. Bill parachuted, landing in the Danube River, where he was discovered by a farmer’s dog and captured. The next eight months were spent in POW camp Stalag IV-B, in northern Germany. To combat both boredom and the extreme cold, Bill fashioned a crochet hook from a piece of wood he pulled loose from a floorboard. He would unravel the sleeves of sweaters sent by the Red Cross and, recalling how he used to watch his grandmother crochet, he invented a crochet stitch and proceeded to crochet hats and gloves for himself and other soldiers. In the last months of the war, Bill was forced to endure the hardships of three months of the “Black March”. Starvation and freezing temperatures were a constant threat. He was eventually liberated by Scottish Highlander soldiers, and proceeded to walk to Holland in order to find a ship home. Bill was honorably discharged in October 1945.

Bill returned to his parents’ home in the Vincent community, and enrolled at Kansas State University (KSU). While in college he started his farming operation, renting 160 acres in Osborne County and soon buying a farm one mile east of Luray. In order to keep farming while attending college, Bill would hitchhike from Manhattan back to Luray on the weekends. During this time he married his high school sweetheart, Joyce Johnson, on New Year’s Day 1947. After they both graduated from KSU, Bill with a degree in agricultural economics and Joyce with an education degree, they made their home in the Luray area where Bill was a successful farmer/stockman and Joyce taught school. Over the years he was featured in several farming publications for his progressive farming techniques and soil conservation efforts. Bill and Joyce were named Kansas Master Farmer and Master Farm Homemaker for the year 1981. Their farming operation increased to include almost 6,000 acres (including the Osborne County farm he grew up on) growing crops of wheat, milo, and alfalfa and running a cattle and hog operation.

Paschal Bill & Hazel Cooper wedding 1 Jan 1947
Bill wedded Joyce Johnson on January 1, 1947.

Bill has served his community by involving himself in area activities. During his 20s he played on the Luray community baseball team, usually as the catcher. Bill also umpired many baseball games in the area. When he was a little older, on most Friday nights he could be found working the score clock at a Luray basketball game or the chains at numerous high school football games. The stands at these football games were filled with people wearing hats bearing the orange and black of Luray High School. Bill crocheted all those hats using the crochet hook and the crochet stitch he invented while he was held prisoner in the POW camp. If there was any event in town, Bill could usually be found helping to set up for it and cleaning up afterward.

In the past Bill has served on the board of directors for Midway Co-op, served many years on the Russell County Free Fair board, the Russell County 4-H Development Fund board, and over 30 years as a 4-H club leader of the Wolf Creek Valley 4-H Club. He is a charter member of the Luray Lion’s Club (over 65 years), a member of American Legion Post 309, and of Luray United Methodist Church where he has served  on the  Board of Trustees, Administrative Board, and on the Building Committee when they built the new church in 1968. He also sang in the church choir on a weekly basis. Bill served at the first Luray Methodist Men’s Fish Fry in 1939 and volunteered again at the 80th annual event in 2018, missing volunteering for this event only while in captivity during World War II.

Von Rothenberger took this photo of Bill Paschal at the 79th Luray Fish Fry on March 17, 2017.
Paschal Bill part of Am Legion firing squad Memorial Day
Bill Paschal participating with the Luray American Legion as part of the firing squad during annual Memorial Day ceremonies.
Paschal Bill rafting June 17 2016 Colorado
Proving that age is just a number, Bill Paschal enjoys rafting with family members in this photo from June 2016.

Bill retired from farming, with his son Mark taking over the farm. He and Joyce (deceased November 2012) had three children – Mark Paschal, Martha Powell, and Meredith Mense. He loved spending time with his grandchildren – Nicole (Paschal) Webber, Dr. Caitlin Powell, Garrett Powell, Brennan Mense, and Michaela Mense. Bill was thrilled by the addition of his first great-grandson, Landyn Webber, and made his home at Luray until his passing in the early morning hours of April 12, 1998.  Bill will always be an honored member of the Osborne County Hall of Fame.


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World War II veteran recalls experiences as a German POW

Salina Journal

Friday, November 11, 2016

By Gary Demuth

LURAY — Until he was held as a prisoner of war in Germany during World War II, Bill Paschal never thought the time he spent watching his grandmother crochet would come in handy.

Paschal, a nose gunner on a B-24 bomber, parachuted into the Danube River after his plane was shot down over Vienna, Austria, on Sept. 10, 1944 — the day after his 21st birthday.

Now he was in Stalag IV-B, a German POW camp in the far northern city of Stettin, Germany. During his nine months at the camp, much of it during a fiercely cold winter, Paschal and his fellow prisoners experienced frigid temperatures in uninsulated cabins with nothing but a small heating stove for warmth.

The Red Cross had supplied the prisoners with sweaters to help keep them warm, but that didn’t help their half-frozen hands and bare heads. That’s when Paschal had an idea. They would rip the sleeves off their sweaters, unravel them into strings of yarn, and Paschal would crochet them into gloves and caps.

“Me and another prisoner, Rex, a kid from Missouri, remembered watching our grandmothers crochet while we were growing up,” said Paschal, now 93. “We made some crochet needles from tree branches and fiddled around until we made gloves and caps that looked like little hunter hats with flaps.”

Paschal was happy to do this service for his fellow prisoners, crocheting nearly 50 hats and gloves during his nine months at the camp.

“It was something to do in the camp,” he said.

‘Black March’

On the eve of Veterans Day, Paschal recalled his service during World War II, where he not only flew 10 missions on a B-24 and spent months in a German POW camp but was part of a German “Black March,” where thousands of POWs marched countless miles in northern Europe to avoid the advancing American and Allied forces from the west and Russia from the east.

The Germans wanted to keep the prisoners to use as bargaining tools as the war came to an end, but the arduous march cost the lives of 6,000 of their starved and exhausted captives.

“I was one of the lucky ones,” Paschal said.

It was a situation Paschal never envisioned for himself while growing up the middle child of five on a Luray farm family. After the Japanese bombed Pearl Harbor on Dec. 7, 1941, and the U.S. entered World War II, Paschal and a few of his buddies went to Kansas City to enlist in October 1942. Paschal was just 18 at the time, a recent graduate of Luray High School.

“I signed up for the Army Air Corps and went off that day because I didn’t want to have to come back later,” he said.

Paschal went through basic training at Tyndall Field, Florida, near Panama City and became an instructor for ground and aerial gunnery beginning at age 19. In 1944, he was deployed to Europe, eventually ending up at an air base in southern Italy.

Shot Down

Paschal became a nose gunner on a B-24, operating a .50 caliber machine gun and manning a gun turret. He flew 10 missions over northern Europe before the September day when his plane was hit by anti-aircraft fire during a bombing raid into Austria and began spiraling into a crash dive.

“The captain held onto the controls as the plane spun around, and he jumped out just before it crashed into the Danube River,” Paschal said. “I parachuted into the river and crawled up the bank. We were being hunted by local farmers who had a police dog, and the dog found me. They turned me in.”

At home in Luray, Paschal’s sister Maurita, then just 7, remembered her parents receiving a telegram saying their son was “missing in action.”

“My brother Robert and I were walking home from school, and we saw our parents coming down the road towards us,” she said. “We knew something was wrong from the looks on their faces. They told us Bill had been shot down and they didn’t know where he was.”

It took another two months before the Paschal family was informed that Bill was in a POW camp in Germany.

“Dad would sit with his ear against the radio every night to hear the war news and find out anything he could about the POWs,” she said.

POW Life

At the stalag, or prison camp, about 26 prisoners were crammed into rooms of about 15-by-15 feet. They slept on triple-deck bunk beds and ate rutabaga, kohlrabi and boiled potatoes, with the occasional luxury of horse meat.

Cigarettes also were a luxury at the camp. Paschal, who didn’t smoke, traded the crocheted caps and gloves he had made for cigarettes, then traded the cigarettes for food to nicotine-addicted prisoners who would rather smoke than eat.

Paschal said he wasn’t the only crafty operator in the camp. There were prisoners who made radios out of wires ripped out of their insulated air uniforms. With these wires and other scrap items, they were able to fashion a crystal radio set to receive war news coming over the airwaves.

“Every night, there was a guy who would sneak around to different cabins and give us news reports of war activities,” he said. “The Germans never knew.”

After the American and Allied armies began pushing into Europe, the Germans decided to move their POWs to another stalag. They marched to different locations in northern Europe for three months in what became known as the “Black March.”

“They were losing the war, so they just started marching us in circles,” Paschal said. “We slept on the ground and were not fed well. It was constantly moving, moving.”


Paschal estimated the march covered about 800 miles before they were liberated by Scottish Highlander troops.

“We were marching north with the Americans coming one way and the Russians coming the other,” Paschal said. “After awhile, we noticed there weren’t any guards around anymore. They knew the war was coming to an end, so they disappeared one day. We continued to march and ended up in Holland.”

After being liberated, Paschal was sent back to the U.S. He took a train to Kansas, stopping in Russell, where he was met by his father and brother Wallace.

“He weighed about 100 pounds by the time he got home,” sister Maurita said. “His eyes were so sunken, it didn’t look like him at all.”

Paschal was honorably discharged from the Army and went to college, earning a agricultural economics degree from Kansas State University. On New Year’s Day 1947, he married Joyce Johnson, his childhood sweetheart in Luray, who had worked as a secretary for the Department of the Navy in Washington, D.C.

Paschal spent his life farming in the Luray and Russell County areas. Joyce became a teacher and had three children, Mark, Martha and Meredith.

For years, Paschal didn’t talk about his war experiences and kept all of his war memorabilia in a trunk, including uniforms, his POW dog tag, a German backpack with a wooden block reading “Destination Home” and his medals, which include a POW medal and two Purple Hearts.

What people in his hometown did discover about Paschal’s war years was his crocheting ability, which led to many requests for caps and gloves.

“After I got home, everybody wanted caps and gloves,” he said. “But they had to be orange and black. Those were our school colors.”

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Paschal Bill Storytelling ad Salina Journal 2006 10 Nov

Paschal Bill Storytelling advert Salina Journal 2006 10 Nov
Two advertisements for a talk on Bill Paschal’s WWII POW experiences, from the Salina Journal newspaper of November 10, 2016.

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Luray Farm Couple Honored

Salina Journal

March 11, 1982, Page One

MANHATTAN – A Russell County farmer, who was once a prisoner of war, and his wife, who has taught school for 25 years to help make ends meet, have been named 1981 Kansas Master Farmer and Master Farm Homemaker for Northwest Kansas.

They are Mr. and Mrs. Bill Paschal, Luray.

Six couples will be honored March 19th at the annual Kansas Master Farmer-Master Farm Homemaker recognition banquet on the Kansas State University campus in Manhattan.

The other honorees are Mr. and Mrs. Eugene Colle, Sterling; Mr. and Mrs. Dean Hamilton, Dodge City; Mr. and Mrs. William Beezley, Girard; Mr. and Mrs. Detman Gooderl, Hoyt; and Mr. and Mrs. Ewald Meier, Palmer.

Kansas Master Farmer and Master Farm Homemaker competition is sponsored by the KSU Cooperative Extension Service and the Kansas Association of Commerce and Industry to honor outstanding farm couples.

Nominees are submitted by county extension councils. A five-member judging panel at Kansas State selects the recipients on the basis of excellence in farming, homemaking, farm living and rural citizenship.

The Paschals, both 58, purchased their first land – 240 acres just east of Luray – in 1951. Their operation now includes 1, 600 acres (160 acres in Wyoming) and another 280 rented acres.

About 950 acres are in cultivation and the remainder are pasture.

Strong believers in diversity, the Paschals grow wheat, milo, and alfalfa, feed about 150 steers a year and run a 100-head cow herd.

“If something happens to the profitability of one enterprise, hopefully the others will carry us through,” Paschal says.

The beef cattle operation starts with the purchase of 45-pound crossbred steers in the fall. Steers are wintered on sorghum silage that includes ground grain. Cattle are moved to bromegrass pasture for the summer.

If plenty of milo is available in the fall, steers are finished on milo, ensilage alfalfa, then sold at 1,100 to 1,200 pounds in the spring. Otherwise, they are sold as 800 to 900-pound feeders in the fall.

They also had a farrow-to-finish hog operation for a number of years, but have now turned that operation over to their son, Mark.

The cropping operation is built around a wheat, milo and summer fallow rotation. Herbicide is sprayed and bladed in immediately after wheat harvest, and the land is planted to milo in the spring.

Last year, Paschal had 330 acres of wheat, 225 acres of milo cut for grain, 53 acres of forage sorghum cut for silage and 24 acres of alfalfa. About 270 acres are fallowed each year.

Soil conservation get top billing on the Paschal farm. About 600 acres of cropland have been terraced and a number of ponds have been built in pastures.

The Paschal farmstead has undergone a number of improvements over the years. An old concrete cattle shed with an open front was closed in and used as a farrowing house. A number of new structures were added, including a metal garage and shop, a pole-type building for machinery storage, a 40-by-80-foot steel building for grain and machinery storage, a hay shed and five steel grain bins.

Original wooden corrals have been replaced with steel and are served with automatic waterers. Many of the electric lines, as well as the water and natural gas lines, are underground.

The Paschals are active off the farm. They are members of the United Methodist Church in Luray where Bill has served as chairman of the church board, sung in the choir and is on the pastor-parish and pension fund committees.

Joyce has been an extension homemaker unit member for many years, and both have been 4-H community leaders for 18 years.

Bill has served as county Farm Bureau president, Farm Management Association director, county fair board president and director of the Midway Co-op board. He also served on the county extension council and has been a member of the Kansas Association of Wheat Growers and the Kansas Livestock Association. He was a charter member of the Luray Lions Club, commander of the American Legion and a member of the Veterans of Foreign Wars.

Joyce is a member of the National, Kansas and Russell County Education Associations, and Delta Kappa Gamma International educational sorority.

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60th Wedding anniv Salina Journal 31 Dec 2006 Page 10
60th Wedding announcement for Bill and Joyce Paschal, from the Salina Journal newspaper of December 31, 2006.

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SOURCES: Maurita Cederberg, Luray, Kansas; Meredith Mense, Kansas City, Kansas; Mark Paschal, Luray, Kansas; Willis “Bill” Paschal, Luray, Kansas; Martha Powell, Spring Hill, Kansas; Salina Journal, March 11, 1982; Salina Journal, December 31, 2006; Salina Journal, November 11, 2016; Salina Journal, December 31, 2006.

Harold Louis Mischler – 2017 Inductee

(On this date, August 7, 2017, the Osborne County Hall of Fame is pleased to present for the first time anywhere the third of the five members of the OCHF Class of 2017.)


Harold’s Early Years

by Shirley (Mischler) Davis, sister

HALHarold Louis Mischler was born January 9, 1946 to Louis and Elsie Mischler, at the Beloit Hospital, known now as the Mitchell County Hospital, in Beloit, Kansas. He was their younger child, having two sisters, Carolyne (Mischler) Sage and Shirley (Mischler) Davis. He grew up on a farm 12 miles southwest of Osborne, Kansas, in the Kill Creek Community. He attended the one-room, eight-grade Mayview Elementary School for eight years. The school year was in session from September 1st until April 30th. The kids in country schools only went eight months so they could help with the spring farming. He then attended Osborne High School, graduating in 1963.

While in high school, Harold played both football and basketball. He played the trombone in the school band. He was a member of the Future Farmers of America (FFA) and several other organizations. He started college at Kansas Wesleyan University (KWU) in Salina, Kansas, completing his freshman year. He played football while at KWU. From there, he transferred to Kansas University (KU) at Lawrence, Kansas, and graduated in 1968 with a Bachelor of Science Degree in Business. Before graduation at KU, he was selected to attend Officers Candidate School and was assigned to Lackland Air Force Base near San Antonio, Texas. Upon his graduation, June 28, 1968, he was commissioned a Second Lieutenant in the U. S. Air Force and assigned to Vance Air Force Base, in Enid, Oklahoma for one year of pilot training.

Harold was a member of the Kill Creek Evangelical United Brethren Church, which later became the Kill Creek United Methodist Church, and the Osborne Masonic Lodge.

All through his school years Harold was an avid reader. He would read whatever was available. When he didn’t have library books, he would read the World Book Encyclopedia. He would much rather do that than go out to do the farming and other chores that needed to be done!

As a child, Harold especially enjoyed playing with his dogs. He spent most of his summers fishing with his sister on the creek where he lived. On Sundays, his dad would take them to fish in one of the area ponds. In the fall and winter he enjoyed hunting rabbits, squirrel, pheasants, and quail.

Harold was a people person that greatly enjoyed spending time with his family and friends. He especially enjoyed children and spending time with his nieces and nephews.

In the summers while he was on break from college, Harold helped in the construction of the Glen Elder Dam and Reservoir. The summer between his junior and senior years in college, he worked in Iceland, for Icelandic Airlines, working with their cost accountants and cost analysts.






Mischler Harold photo


Lieutenant Mischler was awarded his United States Air Force silver pilot wings at Vance Air Force Base on August 1, 1969, and was assigned to fly a Military Airlift Command C-141 Cargo plane out of Charleston Air Force Base, Charleston, South Carolina. During this two-year period he had the rare experience of traveling extensively and visiting many distant places most people only hear about. He was promoted to First Lieutenant December 1, 1969. In February 1971 he was upgraded from Co-pilot to First Pilot or Aircraft Commander.

On June 27, 1971, he was promoted to Captain. The following August he was assigned to duty in Southeast Asia and reported to Eglin Air Force Base, Florida, for specialized training on the OV-10. He left San Francisco February 28, 1972, to begin his overseas duty, being sent to NKP (Nakhom Phanom) Thailand.






Hal, as he came to be known by friends, had compassion for people and their well-being was one of his great characteristics. This was evident in his relationship to those around him during all of his experiences in life.

He made many, many close friends during his formal education and military training. He took great interest in visiting and learning of the culture and history of the people as he flew the C-141. During his tour of duty in Southeast Asia he participated with his squadron in teaching a class of Thai children. Harold volunteered for many rescue missions to help fellow pilots who were downed. His devotion to others won him many friends who loved and admired him.



Mischler Harold last photo 1972 c

Most of the fighting over Laos on December 23, 1972, took place in an area known as the Plain of Jars. While directing his squadron in air strikes, Harold’s plane was shot down by ground fire and he lost his life. He was 26 years old and had served 225 days in combat.

The day before Hal was shot down, he had called his cousin, Senior Master Sergeant Elmo “Mitch” Mischler, who was stationed in Laos at the same time, and they had made arrangements to spend Christmas Day together. A French chef was going to prepare their dinner for them. This would have been the day after he lost his life. Mitch accompanied Harold’s body back home to Kansas from Laos. A public memorial service for Harold was held at Osborne High School, after which he was laid to rest in the Osborne City Cemetery with full military honors.

If you are ever in Washington, D.C., be sure to find Harold Mischler’s name on the Vietnam Memorial, located at 01W 104 – a fitting and lasting tribute to the promise and sacrifice of this honored member of the Osborne County Hall of Fame.


Star Pilot Volunteered For Dangerous, Secret Flights

Written by Raelean Finch


May 25, 2014

It was late in 1972. President Richard Nixon was on the verge of being re-elected. He had cut troop levels in Vietnam by 70,000. Rumors of peace talks entered a pool of speculation already churning with rumors of a secret war being waged by the CIA in Laos, a “neutral” country neighboring Vietnam.

Shirley Mischler-Davis had no idea her brother Hal had just signed up to fight in it.

“We didn’t even know where he was at the time,” Mischler-Davis said of her brother’s involvement in the secret war. “One day he just sent everything home and said that as far as we were concerned, he was no longer connected with the Air Force.”

After Hal Mischler joined the Ravens, he shipped all his possessions home to his parents. Officially, he was no longer in the Air Force but one of 22 pilots fighting the CIA’s secret war in Laos.

Hal Mischler was a good pilot — one of the best. After graduating from Kansas University in 1968, he got a commission in the Air Force and commenced crisscrossing the globe flying cargo planes. In February 1972, Mischler shipped off to Thailand to pilot high-flying reconnaissance planes called OV-10’s over Vietnam as a forward air controller. He’d find enemy positions, then guide bombers in so they could drop their cargo.

Then, as Mischler’s tour was coming to an end, he made a fateful decision: to join the Ravens.

Only the best and the brightest, the craziest and the bravest Americans served in Laos during the Vietnam War. Officially assigned to the Ambassador to Laos as civilians, the Ravens were a group of elite pilots of no more than 22 men at any one time, who flew the Cessna O-1 Bird Dogs during the Southeast Asian Conflict as forward air controllers for the CIA’s covert operation in Laos. They flew in support of the Royal Laotian Army against contingents of the North Vietnamese Army that had infiltrated Laos. They went to war in blue jeans, T-shirts, and sometimes cowboy hats. It was a symbol of their disdain for the conventional, “bureaucratic” military. They were the Ravens, fighting a secret air war in the jungles of Laos, almost forgotten by everyone . . . They suffered the highest casualty rate in the Indochina war – over 30%. Their deeds were the stuff of whispered legends.

Instead of relatively safe OV-10’s, the Ravens flew low over the Laotian countryside in single engine, two-seater, Cessna-like planes. They searched for North Vietnamese positions that ground troops couldn’t see, sometimes goading well-camouflaged gunners into firing at them to reveal their locations. To guide bombers to the enemy locations they found, the Ravens would sometimes use smoke grenades, other times landmarks. Ideally, the Ravens provided pinpoint grid coordinates. Sometimes, when bombers weren’t available, the Ravens strapped high explosive bombs to their wings and dropped them on the targets themselves, an extraordinarily risky technique.

“We were 25. We were immortal,” said Jack Shaw, former Raven and longtime friend of Mischler’s.

Mischler’s reputation and rank earned him a position as a senior Raven immediately upon his entry into his program. He landed in a tough spot. The war in Laos was getting hotter, but pilots and planes were in short supply.

Lew Hatch, whom Mischler had replaced as senior Raven, said the two of them frequently flew upwards of 180 hours each month, nearly double the flying time allowed by Air Force regulation.

On December 23, 1972, Mischler and his Laotian co-pilot were shot down over Saravene, a hotly contested piece of terrain in southern Laos tenuously held by out-numbered and out-gunned Thai soldiers. It was a mission Hatch had been slated to fly. But Mischler was tired of flying training flights and yearned to get back in the fight. And it was quite a fight in Saravene.

“In that one 24-hour period, the 23rd and 24th of December [1972], we lost 40 percent of the Ravens that were in country. For years after the war — after we came back — I was really depressed over Christmas,” Hatch said. “It took me until about 10 years ago before I really got over that.

A few weeks after Mischler-Davis’ parents received her brother’s trunks packed with uniforms and Thai souvenirs that he couldn’t take with him to Laos, they received Hal Mischler’s body. Among his effects was the camera he’d taken with him to his secret mission in Laos. There was no film in it.


McCook Gazette

McCook, Nebraska – Friday, November 21, 2008

Letter to the Editor

Dear Editor,

I read Dick Trail’s article (My Gomer, Tuesday, November 18th) with great interest.

I grew up on a farm in rural Osborne County, Kansas. In our church community was a young man named Harold Mischler; his parents and mine were neighbors and friends for many years. Harold’s mother was my third-grade teacher.

Harold was 10 years older than me. I remember him as one of the “big kids,” kind and decent but worshiped from afar, if you know what I mean. I have two older brothers, and they knew him better than I did.

Harold was one of the Ravens that Dick speaks of in his article. I will always remember getting out of school to attend his funeral when they brought his body home from Vietnam, a few short weeks before the peace treaty was signed with North Vietnam in 1973

I really didn’t know much about the Ravens until recently, when I found some information about them on the internet. I knew that Harold flew small single-engine planes, and I knew he died in Laos.

I have been to the Wall in Washington, D.C., twice to see his name. It’s very close to the last of those who lost their lives in Vietnam.

I found the following remarks posted on a website by a David Preston, a contemporary of his:

A True Hero: Hal Mischler

“Hal Mischler was my best friend. His SEA [Southeast Asia] tour commenced about 7 months after mine. He was my roommate at both OTS and in pilot training. We both attended the University of Kansas and traveled to OTS together. From those early beginnings in 1968 until his extraordinarily unfortunate death in 1972 over Saravan, Laos, Hal was my friend and one of my heroes. As a search-and-rescue airborne mission commander, I monitored some of his strike missions over the Ho Chi Minh Trail as a OV-10 Forward Air Controller (FAC, Nail 81). Hal was a great pilot and FAC. His deep baritone voice came over the airways and his hearty chuckle touched everyone that knew him. Hal worked as a FAC on several aircrew rescue missions that I coordinated and his efforts contributed greatly to the success of those missions. He volunteered for the Raven FAC program during the last months of his scheduled tour in SEA. This perilous duty involved flying in support of the “secret war in Laos” and supported directly the anti-communist forces fighting in Laos. On December 23, 1972, just weeks before the peace treaty signing in Paris that ended our war against North Vietnam, Hal was shot down while piloting his small 0-1 Cessna over Saravane.”

Hence, his name is listed on the last panel of the Vietnam Wall along with the other final casualties of the war.

Submitted by Gary Shike – Oberlin, Kansas






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Mischler Harold military Osb Cem 13 Dec 2008
Harold Mischler’s military stone in the Osborne City Cemetery, Osborne, Kansas.


SOURCES:  Shirley (Mischler) Davis, Salina, Kansas; Gary Shike, Oberlin, Kansas; “Covert Ops: The CIA’s Secret War in Laos” by Robert E. Parker, Jr. (Macmillan, 1997, 272 pages); Montana Standard, Butte, Montana, December 28, 1972; Osborne County Farmer, December 28, 1972; Salina Journal, August 20, 1968; http://www.fac-assoc.org/memorial/; http://www.airforce.togetherweserved.com/; www2.ljworld.com/KU59/; http://www.mccookgazette.com; http://www.VirtualWall.org Ltd.



William Hardesty Layton – 2017 Inductee

(On this date, August 6, 2017, the Osborne County Hall of Fame is pleased to present for the first time anywhere the second of the five members of the OCHF Class of 2017.)

In Memoriam: William Layton

Translation and adaptation of the article published by Paz Mediavilla in Babab magazine (babab.com/no00/william_layton.htm) by Von Rothenberger

William_LaytonIn November 1993 I had the opportunity to speak with the teacher William Layton in what would be his last interview. A few months later he ended his life at his home in Madrid, Spain on June 15, 1995. He was 82 years old.

During the interview Layton informed me without, of course, letting me share in his decisions on the latest efforts to keep all his affairs in order and under control. For example, Layton was finalizing details with Yale University to which he would donate his correspondence with the writer Thornton Wilder – 150 letters from 1942 to 1973 (two years before the death of Wilder). He was also was finishing writing a play, “Don Quixote of Denmark Hill”, whose protagonist is the writer John Ruskin.

And, moreover, one of the cornerstones of his life, he was teaching drama at the Theatre Lab that he founded. During that interview I was informed that he was going to start to study “Uncle Vanya.” With this work, he said, he would close a circle, since it was the work with which he got his first big break.

Because of his personality, devoid of any desire for fame, his work has not had the widespread it should have had. So this article will serve to remind all the people who are not aware of his work and the high regard that he has earned for his contribution to the development of theater in Spain, which is evident in the good work of the professionals who are his students.

William Layton was an author, actor, theater director and teacher of the best Spanish actors and directors of the moment. Fondly named are the numerous actors and directors who trained with him and are successfully performing different functions and receiving recognition on the world stage, such as Juanjo Puigcorbé, José Pedro Carrion, Chema Muñoz, Ana Belén, San Segundo, Juan Margallo, José Carlos Plaza, Nuria Garcia, Alfredo Simon, Carlos Hipolito, Enriqueta Carballeira, Juan Pastor, Amparo Pascual, Antonio Valero, Carmen Elias, Julieta Serrano, Ana Marzoa, Berta Riaza, etc. He also encouraged people who have contributed to the development of theater in this country as Vicuña or Juliá, and who continue to work for it, such as the master choreographer and stage movement, Arnold Taraborrelli.

American by birth, living in Spain since the sixties, Layton received numerous awards for his work, including Best Director of the Year (1979) by Spectator and Critic for the Radio Spain production of “Youth Radio of Spain” (1979) and the 1990 Daedalus Award. In February 1989 he received the prestigious Gold Medal for Merit in Fine Arts from the King of Spain, Don Juan Carlos de Borbón.

A life devoted to theater predates that time. What follows is a sketch of what he told me was roughly his life and career development.

William Hardesty Layton was born on December 23, 1913 in Osborne, Osborne County, Kansas, United States. His parents were Walter and Helen Olivia (Amos) Layton. William, together with his siblings (brothers Harold and Robert and sister Helen), was raised first in Osborne and later in Salina, Kansas, where his father served as mayor, and then in Colorado Springs, Colorado. He graduated from the University of Colorado in 1936 with a Bachelor of Arts degree.

Layton William birth announcement Osborne County Farmer Thursday Dec 25 1913 Page 4
William Layton’s birth announcement in the Osborne County Farmer newspaper of Osborne, Kansas, on Page 4 of the December 25, 1913 edition of the paper.

Layton traveled to New York where he began his training as an actor and made his first works. On a trip to London with his friend, writer Thornton Wilder, he was introduced to the European theater and there starred in a production of Wilder’s play “Our Town”. He took a break during World War II, where for four years he joined the Marine Corps of the United States, enlisting on October 19, 1942, later storming the beaches at Iwo Jima, and finally being discharged on March 15, 1946. The explosion of a grenade near him produced deafness with which he lived the rest of his life.

Layton William New York Passenger lists Roll T715 1897 -1957 1946
Record of William Layton arriving back in New York City from a second trip to London in 1946. Taken from New York Passenger Lists, Roll T715, 1897 -1957, National Archives.

Returning to New York Layton resumed his work as a professor at the American Academy of Dramatic Art and at the American Theatre Wing, and was a member of both the Alfred Dixon Speech Institute and the Neighborhood Playhouse. He worked as an actor in various theater productions such as “American Way” (1939), “Mr. Big” (1941), “The Duchess of Malfi” (1946), “Command Decision” (1947), “Summer and Smoke” (1948), “The Man Who Came to Dinner” and “The Glass Menagerie”. After the war Layton could not readjust to life in America, and it was fortunate that during this time in New York Layton met Agustin Penón. This meeting changed Layton’s life, as he was introduced to the person who gave birth to his interest in Spanish culture. 

William and Agustin collaborated in performing a radio drama for the Quaker Oats cereal company which was called “Don Quaker”. For a time they toured South America, and Penón had the opportunity to share his fascination with Layton for the Spanish poet Federico García Lorca. At this time Layton starred in the Brazilian television series Pancho and the Man. In 1955 Agustin Penón went to Spain and began research on Lorca and the mysterious circumstances surrounding the poet’s death. He convinced Layton to visit Granada and, from that moment, Layton began his interest in Spain to where it ended in transferring his residence to there.

Layton William with Agustin Penon
William Layton (standing) with Agustin Penon.

Upon Agustin Penon’s death in 1976 Layton received Penon’s personal archives, including all of his research regarding Federico García Lorca. Layton took this material and together with fellow writer Ian Gibson compiled the book “Agustin Penon: Diaries Lorquiana Search”, which was published in 1990.

Layton studied with Sanford Meisner at the Neighborhood Playhouse in New York in 1956. For a time he alternated his stays in Madrid and New York, until he permanently settled in Spain. In October 1960 Layton founded the Studio Theater of Madrid (TEM), where he taught along with fellow actor Miguel Narros. Layton was also present at the founding of the Independent Studio Theatre (TEI), the Little Theatre and Theatre Stable Castilian (TEC). He became known at that stage to Germán Bonin, the then-director of the Royal School of Dramatic Arts (ESSN), who invited him to work with him in Barcelona ​​at the Institute of Theatre, where he met Puigcerver Fabia, a man of great prestige in the Catalan scene. From 1968 to 1984 Layton worked as a teacher for the National Film School in both Madrid and Barcelona, Spain.

The most successful of Layton’s work in Madrid was the production of “Uncle Vanya” by Anton Chekhov with Castilian Stable Theatre Company (TEC). Also celebrated was his production of Edward Albee’s “Zoo Story,” which ran three times in his lifetime – 1963, 1971 and finally in 1991, starring José Pedro Carrion and Chema Muñoz, at the National Theatre Maria Guerrero.

In 1989, a month before receiving the Gold Medal for Merit in Fine Arts, Layton opened at the Spanish Theatre directing the play “Long Day’s Journey Into Night.” It was a great success, as was his next play, “Zero transparent” by Alfonso Vallejo, an author for whom he felt a special admiration.

These plays were followed by a series of collaborations,  including “Hamlet”, “The Oresteia” and “The Merchant of Venice”, with his onetime student, José Carlos Plaza,  during the period when Layton led the National Drama Centre.

In Madrid Layton founded the William Layton Theatre Lab, where, as I said, were trained many of the best actors and directors Spain currently has. Through the success of the Lab and his many other efforts Layton is now considered to be the father of the modern Spanish theater.

In 1990 Layton published his book “Why? Trampoline Actor: A Way of Life on the Stage”. “For me, theater is experimentation, collaboration, reading, concept search,” Layton once explained. “No ‘test’ but play, experiment, try things in terms of what artistic reality is being created. I attend several times the first week to give notes to the actors, then I go less often. The best feature has to be the last.”

Let this article serve to remind the world that the teacher Layton is still alive in the memory and the work of many of us.




William H. Layton Movie and Television Roles:

1961             Siempre es domingo   Spain (uncredited)

1963             Confidencias de un marido   Spain

1966             Lola, espejo oscuro  [Lola – dark mirror]   Spain

Layton William H movie photo #1
William Layton in a scene from one of his 1960s movies.

1967             Las que tienen que servir    Spain

1968             Los que tocan el piano   Spain

1969             Esa mujer   Spain

1969             La vida sigue igual  Spain

1970             La Cólera del Viento [The Wind’s Fierce; also known as Wrath of the Wind]                              Spain, Italy

Layton William H movie photo #1 movie wrath of the wind 1970 b
William Layton in a scene from the movie Wrath of the Wind (1970).

1970             Transplant   USA

1971             A Town Called Hell [A Town Called Bastard]  UK, Spain (uncredited) 

1971             Man in the Wilderness   USA

1972             La Casa sin fronteras [The House Without Frontiers] Spain

1972             Travels with My Aunt   USA (uncredited)

1973             La Campana del infierno [Bell from Hell]  Spain, France

1973             Los camioneros (TV series)   Spain

1973             Der Scharlachrote Buchstabe [The Scarlet Letter]  Germany, Spain

1974             Apuntes para una tesis doctoral    Spain

1974             Cuentos y leyendas (TV series)   Spain

1974             Los pintores del Prado (TV series)    Spain

1974             Open Season      Spain, Switzerland, UK, USA

1974             The New Spaniards      Spain                          

1975             La adúltera     Spain

1975             Los pájaros de Baden-Baden    Spain

1977             Curro Jiménez (TV series)   Spain

1977             Hasta que el matrimonio nos separe   Spain

1977             La Gioconda está triste   Spain, Italy

1977             La saga de los Rius (TV series)    Spain

1977             Las locuras de Jane    Spain

1977             Hasta que el matrimonio nos separe [We did not separate . . . to divorce] Spain

1978             Memoria    Spain

1979             El juglar y la reina (TV series)     Spain

1979             Los mitos (TV series)     Spain

1980             F.E.N.    Spain

1983             Bearn o la sala de las muñecas [Beam or a room of dolls]  Spain

1984             La conquista de Albania     Spain

1989             Autumn Rain   Spain

2008            Heaven on Earth    Canada

                     (Nominated by the Directors Guild of Canada for 2009 DGC Team Award)




Mr. Layton (a conversation with Carlos Hipólito)

by Marcos Ordóñez

March 20, 2014

(Reprinted from the website: blogs.elpais.com/bulevares-perifericos/2014/03/)

I’m re-reading Why? Trampoline of the actor, the compilation of texts and theatrical exercises that William Layton published in 1990, and I realize that last December was the centenary of his birth. Professor, actor, stage director, translator and playwright, American, Kansas. He studied in New York, at the American Academy of Dramatic Arts and the Neighborhood Playhouse, where he trained in the teachings of Stanislavsky under the tutelage of Sanford Meisner, one of the heterodox of the Actors Studio. He arrived in Spain in the mid-fifties, with the help of his friend Agustín Penón, the first great Lorca researcher. In Mérida, he was dazzled by the way of listening to the scene by Mary Carrillo, who starred in La Alameda, by Anouilh. In that festival he discovered “that the Spanish actors were capable of titanic efforts but they got bored with the continued work”. In 1959 he settled in Madrid and created the first “laboratory of actors” of this country, along with Miguel Narros and Betsy Berkley. Forty years later, several generations of actors and actresses had deepened (and even revolutionized) their way of interpreting thanks to him. In 1995, suffering from an almost absolute deafness and with mobility difficulties, Layton committed suicide so as “not to be a burden,” as he wrote in his farewell note.

I want to know more about the American teacher. So I call Carlos Hipólito, who was his disciple from a very young age. He responds with his usual passion and cordiality.

Hipolito Carlos by
Carlos Hipolito

“I love talking about Mr. Layton! There are still people who do not know how important it has been for the theater of this country. I had the great luck that I was formed when I began to take my first steps as an actor, at eighteen, that is, at the best moment and with the best educator imaginable. Starting with him was a gift. I feel privileged, and I believe that everyone who has learned from him will tell you the same thing. You know that Layton, Narros and Betsy Berkley created the TEM (Teatro Estudio de Madrid), whose first promotion was presented in 1964 with Process by the shadow of a donkey, Dürrenmatt, directed by a very young José Carlos Plaza.


What comes now seems like a soup of letters. I began to receive classes ten years later in the TEI (Independent Experimental Theater), which was born in 1968 as a split of the TEM, and in turn would become the TEC (Spanish Stable Theater). These classes were somewhat itinerant. They began in the TEI room, the Little Theater of Magallanes Street, which had a capacity of seventy people, but the seats could be removed and thus expanded space. From there we went to the dance studio of Karen Taft, in Libertad 15, where she also taught movement with Arnold Taraborelli, American as Layton, of Philadelphia, and tried the functions of TEI. Later Layton Laboratory was created, which started, if I remember correctly, in the Spanish test rooms and then in Carretas 14, which was when I disengaged a little, for work reasons, but whenever I could go back to continue learning.

My professional debut was in So Five Five Years, directed by Miguel Narros, in 1978. Doing two daily functions seemed to me something extraordinary. At that time they were already the TEC, with a management team formed by Narros, Jose Carlos Plaza, Layton and Taraborrelli. Narros and Plaza used to sign the montages, and Layton and Taraborrelli always collaborated in directing. They were all great, but Mr. Layton, as we all called him, was extraordinary. He was a teacher and a sower. Now anyone is called a teacher, but there are very few who are really teachers.

The first thing that caught my eye was his appearance. Very elegant, with great authority. Eyes piercing, [like a] hawk. And a grave, precious, persuasive voice. Not only did it revolutionize the art of acting in Spain, but it made us see very clearly the links, the legacies. He showed us where we were coming from. He told us that there were a number of actors who were our elders: they had never stepped into a class, but they were the best teachers we could have. And that is not usual. The usual thing is to try to erase all of the above, especially if the person who says it is a foreigner. There are many schools that despise what others do, as if they were the only possessors of theatrical truth. And he was just the opposite, a man of immense generosity, constant. He would get excited and tell us, “You have to run to see what Berta Riaza does in that role. He is doing exactly what I ask you to do.” He adored Mary Carrillo, Berta Riaza, and Gutierrez Caba.

Mr. Layton taught me what I call the “fundamental principles”, beginning with the approach to the text. It made you discover, line by line, what the character was silent. He said: “If a text is well written, you will detect not only what the character says but what he decides not to say, which is much more important, because it is what defines him and makes him really interesting. But it’s not always easy to see.”

Another day he told us: “Many actors have the tendency to want to tell the whole character, to “illustrate” it, and then the interpretation becomes redundant. Do not “explain”, nor forget that the public also thinks. They not only have to listen to you but they have to be moved: they have to think with you, and wonder what you are thinking”. It combined in an incredible way to delve into the psychology of the character with an absolute practical sense of how to handle an actor on stage.

He had the pride of one who knows he knows, but deep down he was very humble: “There are many people who say that I am the one who has brought the Method to Spain,” he said. “They are wrong, because the Method does not exist. What is the Method? It’s naming common sense. The Method does not exist because there are so many methods as actors. Each of you will find your own method through what you learn here with me, what you learn in another school and, above all, on stage. Note that two actors who have studied in the same school never work in the same way. Even the same actor, by his vital circumstances, never prepares the characters in the same way: it depends on whether he does it in the spring or in the winter, if he has had an illness or is healthy . . . there are always a thousand variables.” He always taught to relativize everything, not to put big caps on things.

There was another startling thing about Mr. Layton. He had spent many years in our country and was fluent in written Castilian, because he did a lot of translations, but he still spoke a very American Castilian, a Spanglish that was not always easy to decipher. To finish it off, a grenade left him deaf in Iwo Jima. Many people asked me: “This man, how can he teach and direct?” They did not believe me when I told them that he had a capacity for observation and listening that touched the paranormal. He listened with his eyes. He studied the placement of the body and always knew if you were in the right tone. And what he said coincided fully with what the other directors of the team had warned.

As teacher and director he had an infinite patience. When an actor did not understand something, he went to the basics to help him get to where he wanted to take him. If the actor had not done the initial work on his own, he’d done the whole process with him from the beginning. Being patient is a way of being respectful. And he knew how to lead each one in a different way: that is one of the greatest qualities of a director.

There were two eras in my relationship with him. The first was in the classes; the second, on stage. In the TEC I did The Tartar Lady, of Nieva, the Don Carlos of Schiller and Long Trip to the Night, of O’Neill. They were directing Narros or Plaza but, as I said before, Layton was always there, and helping you to break down each scene. In the second stage a friendship was formed, because in the rehearsals there are many dead times and I was fortunate to be able to talk much with him about life and the trade.

He could be laconic, very cowboy. And hard; he had been a Marine and that marked him. Respectful always, but hard. He hated the sensibility. Under that initial layer of roughness was an emotional man and close.

He taught me to value discipline, respect for work, for the stage, for the public. To never yield to the easy, to demand of you. To overcome you always, but without comparing yourself with anyone. He said: “Never try to be more than another. That is absurd, it leads nowhere. You have to compare yourself with your previous work. If you try to be better than another you are bound to fail, because there will always be someone who says that the other is better than you, and that will sink you. You do not have to compete.”

He put me on guard against the facility: “There are actors to whom everything is very simple. The director tells them something, they catch him on the fly and they act for him. That’s great, but they run the risk of believing that resolving what the director asks them is worth it. You always have to be vigilant, because the search never ends”.

After a rehearsal of Long Trip to the Night he said something that I tried to follow strictly: “Carlitos, the best job is the one that is not noticed. I hope that the public that sees you acting never thinks “what a good actor he is”. You have to try that the stage does not leave the actor, but that the public always sees the personage and that they create it to him. When they finish, if they want, they think about how good the actor is, but not during the scene. Do not go out and make a show of faculties. You never have to “show” the job. The viewer has to think “how simple it is, how easy it seems to be,” however much it has cost you. If they tell you that, you have done well. On stage we play to be others, and when you play, even if you get tired, you get tired at ease. “

Many years have passed but I still think about him. He did not give me crutches to walk on stage: he gave me legs. Thank you, Mr. Layton.

Layton William Why Trampoline Actor
The cover of a modern reprint of William Layton’s 1990 book “Why? Trampoline Actor”.



In March 2017 a new book on William Layton and his work in the Spanish theater was released.

Layton William Implantation

William Layton: The Implementation of the Method in Spain

by Javier Carazo Aquilera (Editorial Fundamentos, Madrid, Spain, 2017)

The history of interpretation in Spain and, hence, the formation of actors, changed radically when in 1958 an American named William Layton decided to settle in these lands to teach a technique that until then was only known by actors and films American: the famous Method. But not the Actor’s Studio Method commanded by Lee Strasberg, but the one learned with Sanford Meisner. And with it Spanish theater resumed that modernizing current that had been cut off with the outbreak of civil war in the 1930s and the subsequent dictatorship, drowning the efforts of Cipriano de Rivas Cherif, Margarita Xirgu or Maria Teresa Leon.

From the first trip to Spain in 1955, Layton perceived the shortcomings of Spanish actors and the need for a long overdue renovation in the technique of interpretation. Beginning in 1960, with the successive founding of his own schools-theater groups, plus his teaching experience in public places and the adhesion of Miguel Narros and José Carlos Plaza, two key names in his career and in the Spanish scene, he managed to implant and develop a methodology for actors who today stand as a majority in dramatic art studies.

Among his contributions are the creation of one of the first private theater academies, the application of the Method in the stage montages and a dignification of the actor – a profession quite badly beaten in Spain. In adapting to the idiosyncrasy of the interpreter here, this teaching eventually drifted into the Layton Method – an own formula that has jumped to the dramaturgy (in the curricula, in the texts or in the scripts) and to the direction of scene, with the indispensable analysis of text and the table work. – by Editorial Fundementos.


William Layton

Because of his limitations with language, deafness

and humility, he was a team man

Marcos Ordóñez


27 April 2017

Among the great theatrical shocks of my adolescence was Edward Albee’s play Historia del zoo, in January 1974, in charge of the TEI (Independent Experimental Theater), directed by William Layton, with Antonio Llopis and José Carlos Plaza, in The Poliorama in Barcelona. I had not seen anything so intense as that, so full of truth. And Antonio Llopis seemed to me a unique actor, out of series. That is why I have fallen on the new book William Layton, the Implantation of the Method in Spain, by Javier Carazo (Editorial Fundamentos), perhaps the most complete text on the American master, and all those who by his side carried out one of the most exciting adventures of our Theater. I fear it is unknown to the younger generations.

To speak of the great Cowboy of Kansas is also to speak of the group formed by Miguel Narros, Jose Carlos Plaza, Arnold Taraborrelli, French Pillar, Paca Ojea, Begoña Valley, Francisco Vidal and a very long list of professors and interpreters who continue learning or spreading their teachings in The Layton Laboratory. Because of his limitations with Castilian, his deafness (because of a grenade in Iwo Jima) and his essential humility, Layton was, therefore, a team man. He always said: ‘I am a good director, though not very good; a regular actor and a great teacher.”

Javier Carazo’s book tells the story of “Mr. Layton”, his theatrical passion, and also shows the essence of his “fundamental principles”: how to bring truth to the stage, how to preserve the freshness of a text after a hundred or two hundred representations. In this book I have learned, for example, that the “table work” of History of the Zoo lasted two months.


SOURCES Robert Gaylord Layton, Englewood, Colorado; International Movie Database; Wikipedia; Marcos Ordóñez, “Mr. Layton (a conversation with Carlos Hipólito)” (www.elpais.com, 2014); Marcos Ordóñez, “William Layton: Because of his limitations with language, deafness and humility, he was a team man” (www.elpais.com, 2017); http://www.babab.com; http://www.editoralfundamentos.es; http://www.laytonlaboratorio.com; http://www.prabook.com.


G. J. Barton – 2016 Inductee

(On this date, October 21, 2016, the Osborne County Hall of Fame is pleased to present to the world for the first time anywhere the fourth member of the OCHF Class of 2016.)

Part One

“Tucker” Barton – The Early Years

by Mary Ellen (Barton) Titus, sister

 G. J. Barton was born November 21, 1936 in Lucas, Kansas, just two blocks from the Garden of Eden and 22 miles from Paradise – Kansas, that is. Herb Barton, Tucker’s father, was at a high school football game when his wife went in to labor. A neighbor, Mr. Tucker, went to get Herb and quickly drove him home. When the little red-headed boy was born he was nicknamed Tucker in honor of Mr. Tucker. He would use that nickname in his youth. His parents formally named him G. J. Barton – just the initials only – after his grandfather, George Joshua Barton.

When Tucker was about three years old the family moved from Lucas to Osborne, Kansas. There his parents operated Barton Wholesale, a fruit and vegetable warehouse, and his father had a trucking company which brought fresh fruits and vegetables from Colorado, Louisiana, Florida, and Texas.

A young “Tucker” Barton.
Tucker Barton played on the local American Legion baseball team in Osborne, Kansas.

Tucker was Tom Sawyer and Huck Finn all rolled into one. He had bright red hair, lots of freckles, and a mischievous smile that would light up any dark spot. Everyone in Osborne was his friend. He was always curious about everything, which more than once got him into some kind of minor difficulty. Tucker was a good student without any effort when something caught his interest, involved in sports and school plays and clubs. He was a member of the Osborne Methodist Church and very active in the Methodist Youth Fellowship.

Tucker Barton, #31 on the Osborne High School football team.

Tucker graduated from Osborne High School in the spring of 1954 and worked for his father until the spring of 1955. He worked at the warehouse and as a second driver on his father’s trucks.

At the very end of May 1955 Tucker and his friend Everett Waugh were involved in a terrible accident near Pryor, Oklahoma. They had stopped for a four-way stop and then started across the highway. An oil truck came from their right and hit them. A terrible explosion ensued and the driver and his son in the oil truck died. Tucker and Everett both were injured and terribly burnt. They both spent many months in and out of St. John’s Hospital in Tulsa, Oklahoma undergoing plastic surgery.

In the fall of 1956 Tucker went to school at Fort Hays State College in Hays, Kansas. Tucker was a serious cook and lived with a house full of boys in Hays and did most of the cooking. His mother, Mary Ellen, was a wonderful cook and he had learned much about cooking from her.

While he was at Fort Hays State Tucker took a test to enter the army as a helicopter mechanic. In spite of the condition of his hands, as a result of the accident in Oklahoma, he passed the test, enlisted in the army and went to Fort Leonard Wood for basic training. [An aside: During World War I, Herb Barton drove Colonel Leonard Wood around in a motorcycle side car at Fort Riley.]

After basic training the man now usually called “Jay” went to Fort Rucker in Alabama for helicopter mechanic training. He spent time based in Hawaii, and then went back to Fort Rucker to become a helicopter pilot.


Part Two

“Jay” Barton – The Adult Years

by Kathy Barton, wife

Jay completed helicopter flight school, and from age 21 to age 41 Jay served in the army as an aviator, eventually attaining the high rank of Chief Warrant Officer 4.

To circumvent Air Force objections about armed aircraft, the Army’s first unit of armed helicopters in Vietnam with a misleading name: The Utility Tactical Transport (UTT) Company. Activated in Okinawa on July 25, 1962 were operating in Vietnam by mid-summer 1962. Jay got his orders for Vietnam soon after flight school and served the first of his two tours of Vietnam in 1962-1963 in the U.S. Army’s UTT unit. His call sign while in Vietnam was Playboy.

“Jay” Barton in Vietnam.
Jay Barton poses with his helicopter during his first tour of duty in Vietnam. Jay’s call signal during this time was “Playboy”, the emblem of which can be seen on the ‘copter next to his right hand.

On January 2, 1963, Jay performed in such an extraordinary manner under fire while flying a combat mission that he was awarded the Distinguished Flying Cross, awarded only for extraordinary heroism and achievement above and beyond the call of duty. Jay was specifically cited “for heroism while participating in aerial flight.”


Osborne County Farmer, July 11, 1963, Page One:

Flying Cross to G. J. Barton

George (Tucker) Barton, Warrant Officer serving with the United States Army at Saigon, Vietnam, was awarded on June 22 the Distinguished Flying Cross for his heroic action on January 2, 1963.

The citation was given “for heroism while participating in aerial flight.” Brigadier General Joe Stillwell, Jr., presented the award at the Tan Son Nhut Airport, Saigon.

Colonel Robert H. Shell gave the following as reason for the award:

“Warrant Officer Barton distinguished himself by heroism while participating in a heliborne operation on January 2, 1963. Warrant Officer Barton was the copilot of a UH-1 helicopter providing armed helicopter escort for troop carrying CH-21 helicopters engaged in an aerial assault near Ap Bac, Vietnam.

“As Warrant Officer Barton’s aircraft approached the landing zone intense ground fire from fortified Viet Cong positions was received. Two CH-2l’s were forced down in the landing zone and were unable to proceed.

“With full knowledge of the mounting dangers, Warrant Officer Barton made a firing pass on positions to provide covering fire for the downed crews. Warrant Officer Barton’s craft sustained a hit that struck the machine gun ammunition boxes and caused them to burst into flames. All though one UH-1 had already been shot down, Warrant Officer Barton, with professional calm, continued his firing passes while the burning ammunition was being jettisoned.

“Throughout the day he continued his escort mission and completed several medical evacuations while under insurgent fire. Warrant Officer Barton’s devotion to duty and courage under fire reflect great credit upon himself and the United States Army and are in keeping with the highest traditions of the military service.”

Barton is the son of Mr. and Mrs. Herb Barton, Osbome. He is a 1954 graduate of Osborne High School. He attended Fort Hays State College before entering the service January 26, 1957.

Jay Barton’s Distinguished Flying Cross certificate.


When his tour in Vietnam was completed in the fall of 1963, Jay was then assigned to the Kansas City Air Defense Command, which was headquartered at the Olathe Naval Air Station, Olathe, Kansas.


Osborne County Farmer, November 26, 1964, Page 3:

Tucker Barton Receives Fifth Oak Leaf Cluster For Combat

Army Chief Warrant Officer G. J. Barton. 27, son of Mr. and Mrs. Herb B. Barton, 11 Hall Street, Daleville, Alabama, received the fifth Oak Leaf Cluster to the Air Medal during ceremonies at the Olathe Naval Air Station, September 17. An Oak Leaf Cluster is given for each additional award of the medal after the initial presentation.

Barton received the award for his meritorious achievement while engaged in aerial combat support of ground forces of the Republic of Vietnam during his recent assignment in Vietnam.

He served in Vietnam from December 19, 1962, until November 10, 1963. Currently he is serving as a helicopter pilot with the 55th Artillery s Fifth Missile Battalion at the Olathe Naval Air Station.  Barton entered the Army in February of 1957.

To receive the honor a soldier must participate in at least 25 combat missions. Barton participated in 162 missions to win the fifth cluster.  He and his parents are former residents of Osborne.


While stationed at Olathe Jay met Kathy Treat, a medical social worker at the University of Kansas Medical Center in Kansas City, Kansas. They were married on June 19, 1965. Less than two years later Jay received orders for a second tour in Vietnam. After transitioning to the Chinook helicopter, he headed back to the combat zone.

Jay Barton receiving the Civil Defense Award from the State of Missouri.
Jay Barton plotting a flight plan, April 1966.

Jay served in the 196th Assault Support Helicopter Company (ASHC) in 1967-1968. After a short training period, the 196th deployed to Camp Lane in the Republic of South Vietnam in January 1967. Jay’s call sign for this second Vietnam tour was Flipper 53. It was on January 19, 1968 that Jay once again demonstrated himself as a hero and was awarded a second Distinguished Flying Cross.

Official notice for Jay Barton's second Distinguished Flying Cross.
Official notice for Jay Barton’s second Distinguished Flying Cross (click to enlarge).
Portait photograph of Jay Barton in his military uniform.

When Jay’s second Vietnam tour was over he returned to the United States and was again assigned to the Kansas City Air Defense Command for a short time, before being reassigned to the Dayton/Cincinnati Air Defense Command. It was in Ohio that on April 21, 1969, a daughter, Karen Suzanne Barton, was born. Before her first birthday the family headed to Fort Eustis, Virginia for Jay to attend the Aircraft Maintenance School to become an Aircraft Maintenance Officer. The next move was to Fort Stewart, Georgia for stage 1 of fixed wing school, and then on to Fort Rucker, Alabama for stage 2. Upon completion of fixed wing school, Jay was assigned to the flight detachment at Fort Leavenworth, Kansas where he was the maintenance officer and flew fixed wing aircraft.

While stationed at Fort Leavenworth, Jay was chosen to be one of two pilots to ferry a twin engine military plane all the way from the Beech airplane factory in Wichita, Kansas to Ankara, Turkey, a then-unheard of flight in a small aircraft at the time. He and his co-pilot, CW2 P. R. Lefebvre, wrote an article about their trip that was published in the July 1972 edition of the Army Aviation Digest. There were some very tense moments such as loss of radio contact, temporary loss of engine power, and various weather-related issues that could have dumped them in the icy water among the icebergs.

[The story of Jay and Lefebvre’s “ferry flight” can be found reprinted in full at the end of this biography.]

By the time Karen was two years old she had lived in five states, and then in January 1973 the family was on the move again, this time for Jay to attend the Warrant Officer Advanced Course at Fort Rucker, Alabama. Finally in late summer of 1973 they settled in Aurora, Colorado, where Jay was assigned to Readiness Region VIII Flight Detachment. There he flew out of Denver’s Stapleton International Airport until his retirement on May 31, 1978, having flown approximately 970 successful missions flown in his 20-year military career.

Besides the two Distinguished Flying Cross medals mentioned above, Jay was also awarded the following commendations:

  • Air Medal (with 28 Oak Leaf Clusters)
  • Master Aviation Badge
  • Armed Forces Expeditionary Medal
  • National Defense Service Medal
  • Vietnam Service Medal with Silver Service Star
  • Vietnam Campaign Medal
  • Army Commendation Medal
  • Armed Forces Reserve Medal
  • Good Conduct Medal
  • Vietnam Cross
The Barton family  – Kathy, Jay, and Karen.

Jay rarely talked about his military career and achievements after his retirement from the Army. The Bartons remained in Colorado and Jay worked for several years as a district manager for a mobile home-moving company. When the company downsized and eliminated his job, he decided he didn’t want to work for someone else anymore, so Jay went into partnership with a retired marine who was repairing lawn mowers and other small engines in a tiny shop in Aurora. They soon moved to a larger building, hired another mechanic, and began selling lawn mowers, snow blowers, chain saws and other power tools. After some time, Jay bought out his partner’s share of the business. The business continued growing, but in 1992 he was forced to sell it due to health problems. He had been on oxygen for one year by then.

Jay’s new challenge was finding purpose with his health limitations. He was on oxygen full time and no longer had energy for much of anything. Then his doctor urged him to start walking. He only went one block and back home the first time, but because he was determined, he kept increasing the distance until he could walk two miles. Soon after, he learned of a study being conducted at National Jewish Hospital for patients with emphysema and thus began a long association with National Jewish. Long after the study was concluded, he continued to go there every day to exercise, and gave credit to exercise for living so long while impaired. Nineteen years on oxygen is a very long time.

Jay Barton in 1979 at one of his favorite pastimes – cooking!

Jay had a great sense of humor; he loved history and politics, doing crosswords, watching football and playing cards. His favorite TV show was Jeopardy, and he knew 99% of the answers. He was a member of the Vietnam Helicopter Pilots Association and enjoyed working in the kitchen, cooking and baking, and his wonderful desserts and peanut brittle became legendary among his friends and family. Jay won prizes for his pies at the church picnics, won first place in more than one chili cook-off, and won the hearts of many people for his nut brittle. One Christmas Jay estimated that he had made 70 pounds of nut brittle to give away.


Jay Barton’s Famous Nut Brittle Recipe

2 cups sugar

1 cup light corn syrup 3/4 cup water

2 tablespoons butter or margarine 2 teaspoons baking soda

2 cups mixed nuts/peanuts (roasted & salted)

Mix sugar, syrup, and water in heavy 4-quart pot. Bring to a rolling boil on high heat, turn heat down to medium high (on our stove I use #7 setting). Cook at this setting for about 13 minutes, stirring occasionally with a wooden spoon. At this time you should be able to spin a thread with the liquid (candy thermometer will be at about 270 degrees).

Turn the heat down to medium low (I use # 4 on our stove) and stir the nuts into the liquid. Cook at this setting for 5 minutes, stirring once or twice (use a regular table knife to clean off the spoon or the candy will stick to it).

At the end of 5 minutes stir in the butter and baking soda. The candy should fluff up. Pour immediately onto a cookie sheet with sides and allow to cool. After candy cools break it up into small pieces.

Yield about 2 1/2 pounds.


At some point after his retirement, Kathy decided that since Jay liked to cook more than she did, and had more time, it only made sense that he should be the one to prepare the evening meal. He agreed, and did so until his health issues made it too difficult.

Jay was an overcomer. He overcame a near-fatal accident, two tours in Vietnam, and the loss of breath brought on by emphysema. He persevered through these trials and more in his life, but he came to realize in his latter years that he needed and wanted help from his Heavenly Father so he committed himself to Jesus. Jay faithfully attended church and Bible study at the Harvest Fellowship Church in Brighton, Colorado for as long as he was able.

G. J. Barton passed away on December 23, 2010 in Aurora, Colorado. A military service was held on January 3, 2011 at the Fort Logan National Cemetery in Denver, Colorado, where he was buried with honors.

Closeup of text on the military tombstone for G. J. Barton, Fort Logan National Cemetery.

It is with the utmost respect that we honor G. J. Barton, a military veteran of distinction, as he takes his rightful place in the Osborne County Hall of Fame.



CW3 G. J. Barton

CW2 P. R. Lefebvre

(First published in the U.S. Army Aviation Digest, July 1972, ppgs. 24-29)

[NOTE: The T-42A Cochise was a military version of the Beechcraft Baron 95-B55 for use by the United States Army as an instrument training aircraft. The Army Aviation School took delivery of 65 aircraft, while a further five were bought for delivery to the Turkish Army.]

HOW DID WE feel about a “once in a career” flight to Turkey? We were indeed excited and impressed, but apprehensive. The apprehension came from realizing the largest body of water ever crossed by either of us was Possum Kingdom Lake. Now we would be flying one of two brand new T-42s across hundreds of miles of open ocean. The other T-42 was to be flown by Captain John Tykowski and WOl Robert Wimpy.

Both T-42s shown on the ground at the Beech Factory Airport in Wichita, Kansas, as the crews planned their flights from Kansas to Turkey.

Many questions had to be answered and much interservice coordination arranged, for the 2nd Aircraft Delivery Group (USAF), Langley Air Force Base, Virginia, was to handle the flight routing, navigational briefings and flight following.

The first question was, how do we get to Ankara? Were we to use the southern route – South America across to Africa? Or were we to use the northern route – Labrador to Lajes in the Azores? Or finally the Arctic – Greenland to Iceland, then to England? The answer to this was provided by the 2nd Aircraft Delivery Group. We were to start our trip from Langley and proceed as follows: Loring Air Force Base, Maine; Goose Bay Air Force Base, Labrador; Sondre Stromfjord Air Base, Greenland; Keflavik Naval Air Station, Iceland; Lossiemouth, Scotland; Weisbaden Air Force Base, Germany; Naples, Italy; and finally Ankara, Turkey.

Map showing the flight plan from Langley Air Force Base in Virginia to Ankara, Turkey.

Several other questions also needed to be answered. For example, how were the aircraft equipped for an extended overwater flight to include fuel range, radio gear, survival equipment, etc.? Most of the answers were provided by the Beech Aircraft Corporation. The aircraft had internal auxiliary fuel cells with 120-gallon capacities. This provided a 10-hour plus fuel endurance. Radio equipment on each aircraft consisted of dual VHF navigation receivers, dual VHF communication radios, 64-code transponder, ADF receiver and a 10-channel preset high frequency (HF) radio. At that time all looked well, with the exception of survival equipment. All major questions were answered and any further information or guidance required would come from the 2nd Aircraft Delivery Group in Virginia.

Armed with the knowledge provided by Beech Aircraft and the 2nd Aircraft Delivery Group, we kissed the little woman, threw the white scarf over the shoulder and proceeded to Wichita, Kansas, to pick up our aircraft from Beech.

At Wichita we received a thorough briefing on the internal auxiliary fuel system. In addition, we were informed of an overgross condition of 700 pounds. When fully serviced the aircraft center of gravity was on the aft limits. A test flight/currency ride followed and then we were off to Langley Air Force Base and a briefing for the next two legs to Loring Air Force Base and Goose Bay Air Force Base. We picked up our survival gear, overwater and arctic equipment, then attended the briefing. We were informed that our 10-channel preset HF radio would not net with the flight following facilities to be used.

A search of the supply system with the help of the U. S. Army Aviation Systems Command (AVSCOM) at St. Louis, Missouri, indicated the earliest we could possibly receive any new crystals would be three weeks. However, we were fortunate enough to locate a company that would provide us with the proper crystals in two days and arrangements were made to purchase them.

Langley Air Force Base, Hampton, Virginia. Photograph (c) copyright 2007 Dean Heald.

The men of the 2nd Aircraft Delivery Group at Langley were very helpful in helping to clear up other problems and getting us on our way. However, they gave us a feeling that we wouldn’t make it to Turkey. Everywhere we went they would shake their heads and say, “A two engine airplane on a four engine ocean!”

Loring Air Force Base near Limestone, Maine, now closed. Photograph (c) copyright 2006 Ray Burly.

The trip to Loring Air Force Base was uneventful because we were still in the States and VOR navigation was excellent. Weather kept us in Maine an extra day, then we went on to Goose Bay Air Force Base. This flight was routine except for the fact while at the minimum enroute altitude (MEA) we were not in radio contact with anyone nor could we pick up the navigational facilities. Back to pilotage. While enroute we were VFR under the cloud deck and we saw some of the most beautiful countryside either of us had ever encountered. We flew over a mountainous area that hosted thousands of lakes with no visible habitation. The one single most impressive thing was the visibility. The only restriction was our own eyesight.

Canadian Forces Base Goose Bay, Newfoundland.

At Goose Bay we were met by a 2nd Aircraft Delivery Group representative. The next morning we received our briefing on the next two legs of our flight. These would take us across the North Atlantic to Sondre Stromfjord Air Base, Greenland, and then on to Keflavik, Iceland. The flight to Sondre Stromfjord would require five hours with 600 miles of our trip over water – very cold water, for this was iceberg country. We were more apprehensive about the successful completion of our mission than at any other time. Things looked even worse when we were informed our high frequency radios could not be fixed to net with the North Atlantic flight-following service, however, we might be able to pick up New York Airways on its secondary frequency.

During our briefing at Goose Bay we were told we could pick up Kook Island radio beacon at Char. (Char is an oceanic reporting point approximately 100 miles off the coast of Labrador.) The straight line distance between Char and Kook Island is 500 miles. We were somewhat concerned about the navigational portion of the briefing at Goose Bay; after all, who ever heard of picking up an NDB [non-directional beacon] at that distance?

Once again we were ready for liftoff. The weather was forecast to be clear at our altitude. Our alternate Frobisher Bay, Baffin Island, was forecast clear, so we took off. About 45 minutes prior to Char, you guessed it – we went IFR [instrument flight rules (IFR) is one of two sets of regulations governing all aspects of civil aviation aircraft operations; the other is visual flight rules (VFR)]. We arrived at Char on time and turned toward our next checkpoint. At Char we tuned in Kook Island beacon not really believing we would pick it up. Much to our surprise Kook Island came in loud and clear at a range of 500 miles.

We were then assured of making it: our ADF [automatic direction finder] was tuned, our clock was in working order and our mag compass full of fluid. But then our internal auxiliary fuel system started to leak inside the cockpit. Shortly after finding the leak our high frequency started to smoke and it burned up. With the fuel fumes we weren’t about to try the radio again because we thought the lack of air circulation caused the high frequency to overheat. We had radio contact with the other aircraft so all was well.

About 200 miles out of Char the layers started to break up and we would break out only to see buildups in front of us. But there was no turning back now. We secured all the loose gear and readied the aircraft for turbulence penetration.

All this was in vain for the clouds were as smooth as glass – not a bump.

We continued our flight, reporting our position to our friends in the other aircraft via VHF and they relayed our position to New York Airways. We broke out of the clouds about 100 to 200 miles off the coast of Greenland and we could see the island.

Visibility was so clear we took a visual wingtip bearing and this further assured our position. We also were very interested in the icebergs we saw floating below; they looked quite large even though we were cruising at 11,000 feet. They reminded us of the 1 hour and 30 minute survival period should we be forced down in the water.

Suddenly we got an urgent call from the other aircraft that it lost both engines, was still AI and was going in. There was a USAF Duckbutt on strip alert at Goose Bay but its flight time to our position would have exceeded the survivability time.

We tried unsuccessfully to establish some sort of radio contact. After about 3 minutes they called to tell us they got both engines back and were continuing with the flight. By this time we were beyond the point of no return. It was quite a scare and unexplainable. A check of the internal auxiliary fuel system to see if the fuel had been turned off revealed it hadn’t. When it was switched back on it worked fine.

The rest of the flight was uneventful except for the approach and landing at Sondre Stromfjord Air Base which was unusual in several ways. VFR minimums at Sondre Stromfjord are 4000-3, due to the fact that the terrain around the airfield elevation is 165 feet with peaks from 2,000 to 8,000 feet surrounding it on two sides. The icecap which is 2,000 to 9,000 feet was on the third side.

The view of the surrounding area from the airfield is spectacular. You can stand on the parking ramp, look to the east and see the icecap of the world; a fjord to the west with a water temperature of 32 degrees; and looking in all directions see nothing but treeless, barren rock cliffs. For you fishermen the fjord at Sondre Stromfjord is a fisherman’s paradise where a 10-pound Arctic char is a baby and is thrown back.

Sondre Stromfjord Air Base, Greenland.

The next day it was off to Keflavik Naval Air Station, Iceland . . . mostly a routine flight. While flying over the icecap our single engine zero climb altitude was 1,000 feet below ground level – and that would be some heavy flying if we lost an engine.

We had to cross 300 miles of solid ice with only two very small radar sites where humans could be found; one was in our flight path and the other was 100 miles to the south. After takeoff we climbed to 13,000 feet and proceeded to Iceland. On climbout the heater became inoperative. At 13,000 feet the outside air temperature (OAT) was minus 16 degrees Fahrenheit – and for a 5-hour flight that is cold!

Two events remain outstanding in our minds. First, the visibility – you could actually see the curvature of the earth with no obstructions and no haze. Just fantastic! The second was an optical illusion that one encounters when dealing strictly with one color; depth perception is nil. We saw nothing but pure white. Even though we at times were 4,000 feet above the icecap, it would appear that we were contour flying.

We arrived at Big Gun ADF on the eastern coast of Greenland and proceeded on course. Thirty minutes out of Iceland we encountered a strange icing condition. We entered a light fleecy cloud and exited less than five seconds later and the whole airplane was covered with clear ice . . . not just the leading edges but the whole airplane, every square inch.

Our descent was uneventful but the landing was of great concern in both our minds. Flying at 13,000 feet with an OAT of minus 16 degrees Fahrenheit and no heater for almost 5 hours, your feet become ineffective except for them being a shoetree. Luckily the wind was down the runway and a crosswind landing was not necessary at Keflavik.

Rvk airport ´04
Keflavik Naval Air Station, Iceland.

Due to bad weather in England our takeoff for Lossiemouth, Scotland, was delayed six days. On climbout we again noted fuel fumes in the cockpit, only this time it was worse . . . almost nauseating . . . so we returned to the airfield. Our companions were 30 minutes ahead of us and elected to continue.

We waited two more days in Iceland and conferred with the Beech Aircraft Corporation and AVSCOM about our problem. There was no explanation.

During our 8-day stay we had a chance to really see Iceland. The name “Iceland” implies a wasteland, barren and ice-coated, but we found the island extremely green and beautiful. The people are friendly and – believe it or not – the average temperature at Keflavik is higher than Chicago’s.

When the weather improved we took off. All went well until we were halfway to Scotland. We had a dual instantaneous engine failure, no cough, no sputter, no fuel pressure drop – just immediate silence.

Knowing all the serious problems we were having with the internal auxiliary system, the only thing we could think of was to get off that system. We hit the boost pumps and switched to the aircraft’s main tanks. Both engines started without a problem, although I can’t say the same for my heart . . . and that poor seat cushion was never seen again. The rest of the flight was good IFR time and a GCA [ground-controlled approach] was made into Lossiemouth to 100 feet scattered, 200 feet overcast and one mile visibility conditions.

Royal Air Force Base Lossiemouth, Lossiemouth, Scotland.

The Scottish countryside is a beautiful place. The rolling hills were covered with foliage as if made of velvet, and imaginary leprechauns were popping up from behind every rock, tree and underpass. It was truly a paradise.

The next day began as usual with a weather briefing and it was forecast, according to the Royal British Navy, as a “cup of tea” along our routing to Weisbaden. All went as briefed until we were halfway across the English Channel. Instead of the stable status and fair conditions forecast, we ran into a line of heavy thunderstorms. We were told to turn eastward for a vector through the line. We did and were vectored into a fairly large cell which gave us several bad moments. The rest of the flight to Weisbaden was a series of dodging thunderstorms that weren’t supposed to be there. Our arrival at Weisbaden surprised the 2nd Aircraft Delivery Group representatives for they couldn’t believe we took off with such bad enroute weather.

The former Wiesbaden Army Air Field, now called Clay Kaserne, Wiesbaden, Germany.

Because of the serious problems encountered with the internal auxiliary fuel tanks, we had the system defueled and scheduled additional fuel stops in Pisa, Italy, and Athens, Greece. We received our final flight briefing at Weisbaden for the trip into Turkey and the additional diplomatic clearances needed for our extra stops.

The flight to Naples was routine and impressive since neither of us had ever seen the Alps. Roughly we followed the eastern French border to St. Tropez, then to Corsica and finally into Pisa. Throughout our flight in France we were never out of sight of an airfield. While on approach to Pisa there was quite a bit of neck stretching to see the leaning tower, however, the duties of landing the aircraft came first. The job of refueling was accomplished with hand signals because neither us nor the Italians could speak the other’s language. This language barrier presented an additional problem in reading back our IFR clearance.

Pisa International Airport Galileo Galilei, Pisa, Italy.

When all of this was behind us, we departed for Naples only to arrive there with thoughts that Mt. Vesuvius had erupted; the visibility was terrible! After an exciting night in “Old Napoli” we caught a cab for the airfield and unexpectedly experienced 45 minutes of bumper-to-bumper cars at 60 miles an hour. Goodbye to Naples!

Naples, Italy, with Mt. Vesuvius in the background.

Our flight path followed the coast of Italy southward to the toe of the boot then across to Athens. The major portion of this leg was routine until the sky filled with thunderstorms. After our experience over Amsterdam we decided to go VFR underneath. The last 100 miles from Araxas to Athens was low level along the water to our destination. Ah – beautiful Athens . . . it left us a little older, wiser and poorer when we departed for Ankara, our final leg.

The former Hellenikon Air Force Base, now Ellinikon International Airport, Athens, Greece.

All things went well until we arrived at the Turkish coast at Izmir; we went IFR and at the same time the whole world stopped talking to us. The next words spoken to us were from Ankara approach control. After a successful approach and landing we were met by a representative from the Joint U. S. Military Mission for Aid to Turkey plus a swarm of Turkish customs officials. We landed at Esenboga Airport and the final flight was to the Turkish Army Flight Training Center.

Ensenboga international Airport, Ankara, Turkey.

Well, that’s the end of our story. We left R21054 in the hands of the Turkish government. In all we spent 49 hours and 50 minutes in the air from Kansas to Turkey. We met some fine people and saw some beautiful countryside. Our last look at that proud bird was over our shoulders; she indeed was beautiful, but her appearance was somewhat marred by the fact that we spent many uncomfortable hours getting her to Turkey. Still, the trip home was nice as we sat back and relaxed on a 747 while someone else worried about getting us across all that water.


SOURCES:  Kathy Barton, Brighton, Colorado; Mary Ellen Titus, Manhattan, Kansas; “Ferry Flight”, with P. R. Lefebvre, U.S. Army Aviation Digest, July 1972, pages 24-29; Salina Journal, July 23, 1963, Page 9; Osborne County Farmer, November 26, 1964, Page 3; Kansas City Times, January 7, 1965, Page 24; Kansas City Times, June 19, 1965, Page 30.


Carl Edward Creamer – 2016 Inductee

(On this date, October 11, 2016, the Osborne County Hall of Fame is pleased to present to the world for the first time anywhere the third member of the OCHF Class of 2016)

Carl Edward “Ed” Creamer was a decorated World War II prisoner-of-war and is already a member of two Halls of Fame. Now this Osborne County native son is accorded the utmost respect by his birthplace with an induction into the Osborne County Hall of Fame.

Ed was born in Portis, Osborne County, Kansas on January 26, 1921, to Forrest Herman Creamer and Lola (Warner) Creamer. His father Forrest was a World War I veteran, a member of Company G, 139th U.S. Infantry, 35th Division.

Forrest and Lola Creamer, 1919.

Forrest was captured during the Battle of the Argonne Forest on September 29, 1918, and remained a prisoner-of-war in Germany until his release in April 1919. He died of pneumonia on March 12, 1921 when Ed was just a few weeks old. Ed and his older half-sister, Zada, were placed with relatives. When Ed was six years old, he went to live with his grandparents, William and Blanche Creamer, who lived on a farm three miles east of Portis.

Ed Creamer in 1922.
Ed and his class at the Portis (Kansas) Grade School, date unknown. 

Ed grew up in the Portis area and attended the Portis Grade School. He liked to fish and hunt and was a pretty good athlete. It ran in the family; he spent a lot of time with his uncles, Lawrence and Clifton, and Lawrence Creamer was a gifted athlete. He once had a basketball scholarship to the University of Kansas that was lost due to a knee injury, but went on to play with the “Portis Dynamos”, a legendary local barnstorming semi-pro team.

When Ed was thirteen years old his mother Lola married David Hatch and the family, together again, moved to Filer, Idaho. Ed graduated from Filer Rural High School in 1939.

Ed in 1935 in Idaho.
Ed’s high school diploma from Filer High School, Idaho, in 1939.

He joined the U.S. Navy on September 3, 1940, in Twin Falls, Idaho, and first went to the AFEES in Salt Lake City, Utah, and then to Boot Camp and Ordnance “A” School in San Diego, California, after which he had the rank of Apprentice Seaman, S 2/c, S1/c.

Ed in the U.S. Navy, 1940.

On March 3, 1941, Ed was ordered to VP-41 (Patrol Squadron) at Seattle, Washington, and then sent as part of the PBY-4 Beaching “Boot” crew for a short deployment to Sitka, Alaska, with the rank of Aviation Ordnanceman 3rd Class Petty Officer (AOM3). In June 1941 Ed was deployed with VP-41 at Kodiak, Alaska, and then on Kodiak Island December 7th, 1941. On May 24, 1942, VP-41 received their first Catalina PBY-5A amphibious flying boat and moved their operations to Dutch Harbor, Alaska, in the Aleutian Islands.

Ed was assigned to this Catalina PBY-5A amphibious flying boat at Dutch Harbor, Alaska.

On June 2nd Ed was assigned to a VP-41 flight crew. The next day, June 3rd, the VP-41 PBY-5A went on patrol, and was shot down by Japanese fighters. Ed was one of the three survivors of the nine-man crew. He was able to stay afloat in the Bering Sea for four hours before he was picked up by the Japanese cruiser Takao and taken as prisoner-of-war to Ofuna, Japan.

[Ed’s years as a prisoner-of-war, told in his own words, will appear at the end of this biography.]


After three years as a Japanese prisoner-of-war Ed entered the naval hospital in Oakland, California in September 1945 and then the U.S. Naval Hospital at Seattle, Washington, for rehabilitation.

Ed as photographed at the Seattle Naval Hospital, 1945.
ED shown here on leave back in Filer, Idaho in 1945.

The following month Ed was received a Presidential Appointment to the rank of Chief Petty Officer (AOC). In March 1946 he transferred to the Naval Air Station at Sand Point, Seattle, Washington, as both the Base Medical Administrative Assistant and as Ordnance Chief in Charge of Pistol, Rifle, Machine Gun, Skeet Ranges and Magazines.

In October 1948 Ed was assigned to Fleet Composite Squadron Five and transferred to the Naval Air Station at Moffett Field, California, as Special Weapons Chief in charge of all ABC, including crew training, records and ABC handling equipment. He was also designated the ABC Defense Chief.  Three years later Ed received orders to join Heavy Attack Training Unit One at Norfolk, Virginia, as Chief of Ordnance in charge of records in Special Weapons and ABC Handling Equipment, including all inventory, maintenance and repair.

The following year, in 1952, Ed was assigned to Fleet Aircraft Service Squadron 51 at the Naval Auxiliary Air Station at Sanford, Florida. In March 1953 he received a temporary Presidential Appointment to the rank of Gunner, Warrant Officer Pay Grade One and transferred to the U.S.S. Cabot CVL 28 at the Philadelphia Naval Ship Yard as Aircraft Ordnance and Training Officer. This temporary duty and rank ended in mid-1954 and Ed then transferred to Fleet Composite Squadron 62 at Jacksonville, Florida, as Leading Chief and Training.

Over the final six years of his active naval career Ed served with Attack Squadron 106 at the Naval Air Station at Cecil Field in Jacksonville, Florida, as Ordnance Chief, and then with the U.S. Naval Auxiliary Air Station at Barin Field in Foley, Alabama, as Ordnance Chief and CPO Club Manager. His final assignment was with Attack Squadron 196 at the Moffett Field Naval Air Station at Sunnyvale, California with FFT Attack Squadron 152, at the Naval Air Station at Alameda, California.

Ed’s first marriage was to Mary Lou _____, with whom he had a daughter, Tona. In 1955 he met and married Jeanette Heuring, and adopted her three children, Richard, Barbara, and Roger. Both Richard and Roger went on to their own naval careers, each attaining the rank of Chief Petty Officer, the same as their father.

On July 1, 1960, Chief Petty Officer Ed Creamer was transferred to Fleet Reserve and retired from the U.S. Navy after twenty years of service. He lived the rest of his life at Jacksonville, Florida. Ed was a life-member of the American Ex-Prisoners of War Association and the American Legion, and was a frequent guest speaker at Jacksonville, Florida area military bases’ POW-MIA remembrances. He attended the PatWing 4 and VP-41 final squadron reunion in 1999, where he met and shook the hand of the Japanese Zero pilot that shot him and the crew of his PBY-5A from the sky on June 3rd, 1942.

There have been three books written about his capture and interment in Japan:

  1. We Stole to Live – Joseph Rust Brown
  2. War Comes to Alaska, The Dutch Harbor Attack – Norman Rouke
  3. The Thousand-Mile War, WWII in the Aleutians – Brian Garfield


In 2011 Ed was one of the first six inductees into the Maritime Patrol and Reconnaissance Hall of Honor for his actions prior to and after his capture. In 2012 he was inducted into the Association of Aviation Ordnancemen Hall of Fame.

The Maritime Patrol and Reconnaissance Hall of Honor, with Ed’s plaque on the left.
Ed’s plaque in the Association of Avation Ordnancemen Hall of Fame.
David Hatch and Ed Creamer showing off the mess of fish they caught, 1960.

Throughout his life, Ed was an avid sportsman, golfer and bowler, and never met a stranger, just friends he hadn’t yet met. Carl Edward Creamer passed away August 23, 2012 in Jacksonville. He was laid to rest in the Jacksonville National Cemetery with full military honors for his dedication and commitment in serving The United States of America.

Ed Creamer’s funeral service, Jacksonville National Cemetery, Jacksonville, Florida, 2012.
Carl Edward “Ed” Creamer’s tombstone, Jacksonville National Cemetery, Jacksonville, Florida.
In 2013 Ed’s family donated several items of his to the National Prisoner of War Museum at the Andersonville National Historical Site in Andersonville, Georgia.

*  *  *  *  *


My Days as a POW in a Japanese Prison Camp

by Carl E. (Ed) Creamer

I reported for duty at Dutch Harbor, Alaska on May 28, 1942. Less than a month later – June 2nd – we were attacked by Japanese fighter planes. On the same day, I was aboard a Navy PBY aircraft on my way to another assignment, when we were attacked by the Japanese planes. The pilot made a crash landing in the Bering Sea. Soon I found myself in a life raft watching the plane sink into the water. After floating for about four hours I was picked up by a Japanese cruiser. In a few days I arrived in Japan and was taken to a prison camp named Ofuna.

The following three years were interesting but no less rough. They were made interesting by the American pilots routine bombing that kept us on our toes at all times. Their aim was so good we were bombed out of five different camps. I became what might be called a “traveling prisoner-of-war”.

Photograph of Ed Creamer taken during his internment as a Japanese prisoner-of-war.

On September 16, 1942, it was my turn to leave Ofuna. The group I was in included five Americans, two Englishmen and two Canadians. The Japanese took us to the Yokohama baseball stadium. That same day 200 Englishmen arrived from Hong Kong. Americans from Kiska, Alaska were also there. (Kiska was one of the two islands at the end of the Aleutian chain that was later invaded by the Japanese. The other was Attu.) Americans who survived the Bataan Death March also came. Eventually about 250 men called the ball stadium home. Not long after, five civilians from Wake came after Japan had captured that Island. They were in very poor condition.

We worked in many different places while at the stadium. We worked as stevedores unloading salt from the barges while others worked in the Yokohama shipyard. I preferred working in the peanut oil factory. We all soon learned how good peanut oil was on rice. The peanut oil that followed me back to our prison home after work was enjoyed by the other prisoners. It was one of the more healthy foods available to us. Eating peanuts all day helped me stay healthy. Five civilian prisoners had beri-beri and a lot of the peanut oil was used to help them. Overall the stadium was not a bad place to be, if you could call a POW prison good.

In February 1943, the Japanese moved 38 men to Camp 5. I was among the 38 selected. In this group were 11Americans and we stayed together for the rest of our confinement. (Their names are listed at the end of this story.) The remaining 27 were English. Some of the Englishmen died during the next 2 1/2 years we were imprisoned. All of the Americans survived. It took us over an hour to walk to this new camp. When we arrived, we found that it was a Canadian camp. They had been captured at Singapore and brought to Japan to work in the shipyard. The walk to work took us an hour. We got along well but during the winter months the snow was knee deep keeping us wet all the time.

The Japanese office-in-charge was a baseball fan and always wanted to play ball, always yelling for the Americans to come out and play ball with him. During the baseball games, the guards didn’t bother us very much. When we had trouble with them, we would let the Japanese officer-in-charge know and he soon had them down on their knees.

There was much sickness during our stay here, most of it was pneumonia.  About 104 Canadians died that year. During all the sickness the Canadians were unable to work, but our 38 men worked through it except for one American who contacted pneumonia. He later recovered and was back to work in a couple of weeks. I was the only American to come down with yellow jaundice along with three Canadians. Two of them died. The other Canadian and I were lucky; we lived to tell about it.  Through all the sickness and bad weather we were subjected to at Camp 5, we still had our original 38 men.

In April, 1944 we moved again after surviving almost two years in three different prison camps. The original 38 of us left Camp 5 for Camp 11, known as the Shibawa Camp. It was built and maintained by the Shibiwa Engineering Works. We still had about an hour to walk to work. In September 1944, 99 Javanese Dutch from the island of Java arrived and on October 2nd we greeted 50 Australians, and two more Dutchmen. I do not remember where the Australians were when they were captured.

We started getting interpreters in the camp. They were sent back to Japan from America when the war began. Our first one had been a senior at UCLA and was one of their top wrestlers. He was cruel to us and we were glad when he left.  Our next was a Mr. Tuda. He was an older man and a very good opera singer. He had lived in the states for many years and was to be married to a girl who was a senior at Ohio State. He was a very well educated person. I talked to him about his stay in Florida before being sent back to Japan. We got along very well during the rest of my time. We eventually established a friendship although under adverse conditions.

During my stay at Camp 11 the sergeant who was second in command chose me to be his cook and housekeeper. His name was Uno. I got along very well with him and ate all the time I was cooking if I didn’t get caught. I also helped out the men who needed more food when I could. I didn’t have to walk every day to the plant and back so it helped me stay healthy. I thank Sgt. Uno not only for myself but also for many of the men who did not know some of the things he did for them.  He was not a saint, but things might have been worse had it not been for him.

Mr. Tuda once said to me, “Creamer, if you think you are watched, you should see how I am being followed.  They also watch my mother’s house where I stay, night and day”. We became friends and talked a lot when we were not in crowded quarters. Tuda came in the mornings and the first thing he would say was “Creamer, let’s go down to the restaurant for coffee and donuts. I sure do miss my morning coffee”. This man saved me a lot of grief and helped me keep many of the prisoners out of trouble.  During this time we met a young boy about 10 years old.  He worked at the Shibawa Engineering Works. He said, “Yank, when are we going back to the United States? These people here don’t even speak English”. He had been born in New York. I learned by meeting this boy [that] the Japanese even detained people who were not prisoners and had no business being there.

On November 21, 1944 we received 564 Red Cross packages for 181 men. By this time we had lost 10 men. The 38 men we started out with were still alive. Later, we received one Red Cross package for two men.

We had Christmas off and were issued a Red Cross package. You quickly realize how wonderful it is when you are in a place where things like that are not common day occurrences. I enjoyed that Christmas more than the other two.

It wasn’t long before we started seeing planes. The American planes did bomb runs some distance from us and we were not affected. One night just before we dozed off, we heard a lone plane flying. It sounded as if it would fly right over our camp. Then we heard a bomb begin to scream. We dove under our blankets to keep glass from cutting us if the bomb didn’t kill us. The bomb hit about 30 feet beyond our hut and blew out every window in that building.  We all jumped up to see who was dead, but no one was hurt. One person had a few scratches. He was in the benjo (toilet) when the bomb hit and it blew him out through the door. We knew it was an American plane by the sound of its engine. We were beginning to see more and more planes as the days went by. We would be outside our barracks in the daytime and see American planes on bombing raids. Many times both day and night the Japanese guards would fix their bayonets and charge at us as if they were going to kill us.  They might have, but we never waited long enough to find out. Often, we saw many of the allied planes shot down and a few men parachute out who were captured and became prisoners. We saw engines burn off planes and scream to the ground. We also saw a plane fly over us and take pictures. We could almost reach up and touch it.

One afternoon the sirens started their mournful sound to tell us of in-coming planes. About half a dozen fighter planes started strafing an anti aircraft gun site located a block from our camp. The slugs were whining all around us. We were in our small bomb shelter which would not keep any bombs from blowing us up but did keep us from being hit by 50-caliber slugs. They kept strafing for about 20 minutes then left. I do not know whether they got rid of the gun or not. The Japanese were very mad at us after this attack. Bullets hitting concrete gives you an eerie feeling, in fact it scares the hell out of you. We found a few 50 caliber slugs in our compound after the raid was over. We had not been bombed up to now, but our peaceful living was coming to an end. We were destined to be traveling fast and far for the next few months.

That night everyone and everything was peaceful. We had no thought of being the bulls-eye for the burning of many acres of Tokyo and Yokohama. Around 11p.m, the sirens sounded the alert. Alert means planes are in the area, or over Japan. The red alert had not sounded. We were supposed to get up, put on our clothes and be ready to fight fires or leave the area. Fighting fires with a mop and a bucket does not work, especially when planes are dropping tons of fire bombs. The bombs were exploding north of us and seemed quite some distance. We felt we would not be bothered, so we didn’t finish dressing and sat talking about it when we realized the Yanks were dropping bombs in a circle. It seemed we were about the center of that circle. They were dropping fire bombs. Crates of them broke up as they fell. When the bombs came out of the crates, they would scream on the way down. It scared the Japanese as bad as we POWs. You really want a fox hole to get in and cover up fast. About a mile from our camp was a tire factory.  A load of bombs was dropped there to start a fire and every time it died down a little, another load was dropped to start the fire again.

By this time we had put on our clothes and were on the parade grounds with buckets and mops waiting to put out fires if the buildings started to burn. I never got a chance to use the fire equipment because the bombs began to drop all around us. As minutes went by, the noose was tightening.  Our Japanese guards were starting to worry. They were bombing within a few blocks of the camp when the guards herded us out of the camp and down the road at a run. We did not even have time to get our clothes and left without blankets or anything. They headed us to a swamp about a half-mile away, the only place where bombs were not falling. When we were a block away, a plane load of bombs hit the camp right where we had been standing. It was raining by this time and we had no blankets or heavy clothes to keep us warm.

We huddled together and tried to keep warm. It was about midnight. The planes did not leave until 5:30 A.M. We settled down and slept a couple of hours, and when the sun came up, the Japanese had us on the march. We headed out around 8 a.m. We marched through the burned out area where every house and busine.ss was burned to the ground. We walked about one-and-a-half hours and came to Camp 5, the Canadian camp, again. All day we were very careful what we did and how we acted. The Japanese were mad about the bombing raid; maybe hurt would be the right word. The Yanks had leveled Tokyo. Later on in the day, they finally got around to giving us something to eat.

We stayed at this camp a couple of weeks getting clothes and blankets replaced. Some of the men had been taken by truck to the old camp to pick up what could be used again. Not much was worth bringing back. All of our clothes and blankets were gone and all of the Red Cross packages had been burned.

In a couple of weeks, we were on the march again. Our new camp was deep in the heart of Shibawa Engineering Works about three quarters of a mile from the front gate. Shibawa had put a fence around a building I will call the barracks. There was building right on the canal for a bathhouse and toilet. The cook house was one building by itself. Then about 20 or 30 feet from there was our barracks. On the south side of our building was the canal which ran from Tokyo Bay to Yokohama shipyard. On the west side was part of the shipyard docking. On the east was Tokyo Bay. North, between all the buildings, was the exit out of the factory. So to leave the camp in case of an air raid, our only way out was three quarters of a mile north to the gate, one-and-a-half  miles west between gas tanks on the north and truck factory, shipyard and other factories on the south. That brought us to open area. To the north of us were 15 to 20 storage tanks. We were really surrounded.

The Japanese got us settled down and we started back to work doing what we had been doing before. This was around June, 1945. The barracks were divided so the guards had the east half and we had the west. The American and English lived by the partition at the center of the building. Next the Javanese, then at the west end, the Australians. By this time we had lost many men through sickness and transfers. Most of our losses were the Javanese. We were down to 130 people from our original 191.

Life went on, working, sleeping and watching planes across the canal bombing the hell out of the peanut oil factory. We had not been bothered yet. We held many safety drills, all of them at night. The Japanese would rout us out of bed, muster us on the parade grounds then march us about two miles until we were completely out of the industrial area to an open space. Then we would muster to see that everyone made it there. We would be there for an hour or so then march back to the camp. We would get back to bed about 3 a.m. This happened three or four times.

On July 3rd, we had eaten, showered, and were waiting for lights out and talking about home and other things when an Englishman made a statement that later turned out to be true.  He said, “We are going to get the hell bombed out of us tomorrow.” Conversations stopped and someone asked him why did he think that and he said, “Tomorrow is the 4th of July, Independence Day for you Yanks, and they will level this place.”

Lights went out about 9 p.m., and I believe most of us were asleep. Around 11 p.m. the siren sounded the alert. When this happens, we were to put on our clothes and muster on the parade ground and be ready to leave the area. That was why we had all those safety drills. We had just started to put on our clothes when the siren changed to red alert, meaning the planes were coming in to bomb. We jumped under our blankets so the shattered glass would not cut us. We heard the first plane diving on us then heard them pull up, then the bomb screaming. We knew we were done. As it happened, the first bomb hit in the canal, the next in the compound, and the next two hit the buildings in the factory. No one was hurt by the first plane. We started putting our clothes on again. Most of the men were dressed by the time the second plane started its dive. We dove back under the blankets. We heard those bombs screaming and some yelled “This is it, goodbye.” That bomb hit the building right where the Australians were quartered. About a fourth of the west end of the building was blown apart.

Under this building was a reservoir about half full of water. I believe more people would have been killed except the space between the water and floor took part of the shock. As it was, at least 20 Australians were killed. Some of the Javanese Dutch were also killed. This had taken place in about 10 minutes with two planes bombing us. When the bomb hit the building all the prisoners who were able to walk or crawl headed for the only door left.  As I hit that door with about 20 others, another plane was in a dive. Everyone yelled to “hit the deck.” All the people who were outside hit the deck as a bomb exploded in the compound.  A piece of that bomb went over our heads and cut one man’s legs off between the knee and the thigh. That same piece of bomb fragment tore a hole in a small building about the size of a wash tub.

When the plane had gone we jumped up and waited to see what was next, and then we took the wounded man inside. He did not live very long. We had an American doctor in our camp. He had been the doctor for General Douglas MacArthur in the Philippines. He was a captain in the Army. He and some of the boys tried to do what they could for the wounded while the planes kept bombing. We were doing this in the dark, searching for people scattered all over the compound, in the water, under the roof and many other places. Some of the crew was marched out of the area and stayed until the planes had gone. The bombing continued until 5 am.

That raid lasted about six hours. Not all of these planes came over our camp. They were bombing about one-and-a-half miles in width from east to west and about two miles north. Planes were bombing from the south using the canal as a land mark.  We were fortunate not to have lost the entire POW camp.

The Yanks were not bombing us, but the buildings about 100 yards beyond us. We just happened to be in the way. As the planes were coming in, we were trying to save as many men as we could. Each time a plane dived on us, we would hit the deck until the metal and dirt quit flying, and then go back to work. We had found 32 men and took them back to the barracks. By noon, 12 of these men were dead. So with the 20 Australians we lost when the bomb hit, our total loss was 32 people. Australians and Javanese were the casualties.

When it was light outside, we counted the bomb holes inside our fenced in area and found 20 holes large enough to bury a one-and-a-half ton truck. That does not count the ones that hit the canal. About 25 to 30 runs had come in directly over our barracks that night. The Yanks lowered the boom on the shipyard, Shibawa, the truck company and a couple of other companies. North of us, many of the tanks had been destroyed. Also, around those tanks was a POW camp; 29 Americans were killed there during the raid. We did not learn there was a camp there until after the raid. Our 11 Americans, and a doctor we picked up along the way, were still alive.

We stayed in this camp about three or four days to account for all the prisoners. When all the dead were identified, the Japanese made us take them across the canal to the Yokohama side and cremate them. I did not make the trip. That was one job I could do without.

Now the traveling prisoner is ready for a new camp; always heading for a new camp site. If it wasn’t for being a prisoner, I could have been on a camping trip. We didn’t have to march this time. I believe Shibawa provided the trucks to take us to our new camp. It was quite a distance from Shibawa and in an area that had not been bombed. The site was a residential area surrounded by small hills on the south.

A large cave was in one of the hills. The camp had two barracks, one on the north side for us and one on the south side for the guard quarters. It also had a cookhouse, bathhouse and toilet. There was a large parade ground between the two barracks. We were a long distance from any industrial area so we didn’t have much to do. It was first time in three years we had that much time to ourselves.

One day, a Japanese told us about many people getting killed by two huge bombs. He said that the American people were very bad to kill so many people. We finally got one of the Japanese newspapers and found that two atomic bombs had been dropped.

The Japanese did not mistreat us at this time, but we knew something was in the air. One morning we got up and went outside for exercise; the weather was overcast at about 1000 feet. It was as if a blanket had been thrown over us. There was no sunshine whatsoever. A little later we heard many aircraft overhead. We had no idea whose planes they were or why they were in the area. Since there was no bombing and we were not sure what to think. The next day was again overcast. We could not see the planes, but they were up there, really buzzing around. No bombs, no guns, and it was very disturbing not knowing what was going on. We were wondering if we were going to be blown out of another camp when the overcast lifted. We kept quiet and careful about our actions. Maybe that helped because this became our last camp.

About 11 a.m. we were called out for muster. The Japanese were all in their dress uniforms and swords. Some of the guards were putting a table and table cloth with a radio in the parade grounds. After muster we were marched to the cave. One guard stayed with us standing outside. While we were waiting to see what was going to happen, one of the Javanese Dutch said that the Japanese were getting ready to surrender. When the radio started blaring, all the Japanese came to attention.  Every time something was said, they would salute and bow. Finally, the speech was over. We were told to come out of the cave. We went down to the parade ground to wait and hear what had been said over the radio. The officer-in-charge told us how good the Japanese had treated us during our stay and that now the war was over and we should be friends. Then he told us that all the guns had been removed from the camp. The weapons in camp would be swords and bayonets for our own safety.

That is when our doctor took over the camp. The Japanese gave us paint and brushes to paint PW on the roofs of our buildings to identify that we were prisoners of war and not to bomb us. While we were painting PW, we got the idea to send the pilots a message requesting coffee, sugar and cream. The next day our sign was answered. These items were already coming in by the time we got out of bed. There must have been a daylight launch from the carriers. The fighter pilots had put the items in the cockpit. Coming low and slow, they flipped the plane upside down and here came coffee for breakfast! This went on for almost two days. We finally had to mark out coffee, cream and sugar. The compound was getting full of these items which had broken when hitting the ground, but we drank coffee all day and night. It sure was good!

Later torpedo bombers started coming in with sea bags stuffed with food, candy, newspapers, notes, clothes, smokes and whatever they could get their hands on. Each plane had four sea bags in the bomb bay. They just kept coming all day long. Then the big birds started dropping food and clothing on chutes. These landed all over the hills. For two days we hauled packages, parcels and boxes. It looked like we were a supply depot. We had enough shoes to outfit an army. We stuffed ourselves. We made donuts and everything we could think of. We made pancakes with sugar syrup. For us it was like Thanksgiving.

Then came the day we had waited for so many days and nights. We were going home or at least we were going out to the ships in Tokyo Bay. We all cleaned up with a shave and a shower, got our gear tied up that we were taking with us and mustered in the compound.  We were waiting for the Japanese bus to pick us up and take us to the docks. The bus was late and while standing waiting we talked about home and other things.

Soon a large plane marked with a red cross appeared overhead. This plane was flying toward the south, wiggling its wings in salute, and kept on going. It was such a pretty sight to see our planes without worrying if one of the bombs would be yours. The pilot circled the plane back north of us and headed back south directly to our camp. No one had any idea what would happen in the next few minutes. Those 90 plus men standing and watching came about as close to losing their lives as we did when bombs were dropped.

All at once the bomb bay doors opened and what looked like a house was a large platform with food and clothes. The plane was low and directly above us. The parachutes snatched boxes of canned goods and clothing off the platform. The chutes tore loose from the platform of canned goods which had six or seven boxes on each. We were stunned; no one could move. There was no place to run and hide. It was too late to try for the gate into the hills. All the Japanese were in their office when about six cases of canned peas went through the roof in to the office where they were having tea.  All of us were running around bumping into each other, dodging cartons or whatever came down. The Japanese officers came out of their building like scared rats, yelling and asking what was going on. They got out in the compound just in time to see the finish of the drop. Only one person was hurt.  A Red Cross medical kit hit a Javanese Dutch on the wrist and broke it. While all this was going on, one of our boys made the statement “Hell, the Yanks couldn’t kill us all with bombs so they tried it with Red Cross supplies. We fooled them.  We are still among the living!”

The bus finally arrived.  We didn’t pick up the material that was dropped. We did take the medical kit. The doctor wrapped up the injured man’s broken arm. We arrived at the docks and what a sight to see! All those American ships anchored in Tokyo Bay. There were many landing craft at the docks. We were standing waiting for someone to tell us what to do when we heard a voice say, “Get in the damn boats, what do you need, a special invitation?” When I got in the barge I asked one of the sailors who that was doing the yelling. He said “Aw, that was only Bull Halsey.” I said “OK, let him yell.” I was not about to say anything about my favorite sea-going sailor.

On the hospital ship we encountered rough waters. One time we would be looking at the deck and next we would be looking at the keel. It reminded me of being in the Bering Sea when the Japanese cruiser picked us up. Finally they lowered the stretchers down and one at a time and we were finally aboard the ship, and started to change clothes. They wanted to burn ours because of the bugs.  We stayed on the hospital ship overnight.  We slept on the top deck out under the stars and with a full belly. This is where 12 Americans who had been through a lot of tough days and nights parted company.

MacArthur and Bull Halsey got into an argument about taking the prisoners out of the camps before the armistice was signed on the battleship Missouri.  Finally, Halsey told MacArthur to do as he damned well pleased with his Army and Air Force and the Navy would take care of everyone else. And that is just what happened. The next day I was sent with some of the others who were fit to travel – ones who did not need hospitalization. We were taken to an airfield in Japan and put on a plane for the United States and home. The pilot asked if we would like to see Tokyo and Yokohama from the air. We agreed that we needed to see what was left of the area we had been bombed out of so many times. What a bare black looking place. Then we talked the pilot into flying over Mount Fuji.

I arrived at the naval hospital in Oakland, California on September 10th.  I went to Seattle Naval Hospital next and stayed there until February 1946. I returned to duty at Seattle Naval Air Station. I met many of the men who had been in Squadron VP-41.  I stayed in the Navy until I retired in 1960 then I said goodbye. Twenty years was enough for me . . . or so I thought.  Many times since then I would have been very happy to go back.

I always assumed that the Canadians or English were the hardiest people, but three years in confinement taught me the Americans were far superior.

Eleven Americans left the Stadium Camp in February 1943, and were together until August 1945 when we went our separate ways to return to our families.

Eight men survived the Bataan Death March:

  • Charles L.V. Barlow               SGT PVT        Lenox, Tennessee
  • Robert M. Juarez                     PVT                 Saticoy, California
  • Bryon Woods                          PVT                 Minneapolis, Minnesota
  • John Pimperal                          PVT                 Chicago, Illinois
  • Hilton S. Elmore                     PVT                 Glenwood, Oregon
  • Eugene Odor                           PVT                 Newport, Kentucky
  • Fred Thompson                       CPL                 Deming, New Mexico
  • Walter Higgs                           CPL                 Rome,  Georgia


Two men survived the invasion of Kiska, Alaska:

  • Walter Winfrey                       2nd Class Aero           Staten Island, New York
  • Mike Palmer                            1st Class Seaman        Prineville, Oregon


I survived a plane crash in the Bering Sea, Alaska:

Carl E. Creamer                      3rd Class AOM           Filer, Idaho


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SOURCES: Jeanette Creamer, Jacksonville, Florida; Richard Creamer, Milton, Florida; Roger Creamer, Green Cove Springs, Florida; Barbara Weedman, Jacksonville, Florida; Aviation Ordnance Hall of Fame, http://www.aaoweb.org/AAO/Hallfame/; Maritime Patrol Association Hall of Honor, http://www.maritimepatrolassociation.org/hallofhonor/; Osborne County Farmer, March 21, 1921; Florida Times-Union, August 26, 2012.