"So you'd like to fly around the world . . ."

But the main source of satisfaction came from tallying up rotation points which was the basis for selection of the next group of weary veterans to go home. So great was the desire that nobody cared about flying the 1,500 miles up to Japan to look at the terrible destruction we had caused.

Each time I would tally up my points it seemed I'd get a different answer. After a few days, however, I finally arrived at the conclusion that they totaled about a 100 -- and all gilt-edged. So on this day I'm talking about, and while still turning over those 100 points in my mind, a radio message from General Nathan B. Twining, then Commanding General of the 20th Air Force, came across my desk. It brought the news that the War Department had authorized a flight of-three B-29's from Guam "around-the-world" terminating in Washington. There would be only two refueling stops--one at Karachi, India and the other at Frankfurt, Germany.

A little further on came some more information which caused me to read more closely. It said, "YOUR WING WILL PROVIDE ONE AIRCRAFT IN BEST POSSIBLE MECHANICAL CONDITION AND A COMPLETE CREW OF COMBAT VETERANS WITH THE HIGHEST NUMBER OF ROTATION POINTS STOP". This meant that I was going to have to start to work to set up the crew and airplane although the task was not to difficult because only a couple of weeks before we had done the same thing for the non-stop flight from Japan to Washington which had ended up in Chicago. We still had plenty of good airplanes and plenty of experienced crew members who would jump at the chance to participate in such a flight.

Then that little requirement about "the highest number of rotation points" began to give me a peculiar sensation. What other pilot in the Wing had 100 points- I wasn't sure but it didn't take long to find out by checking the Wing records and making a few phone calls to the four Group Operations Officers. The most points I could find among the pilots was 90 so I hurried in to see Colonel Robert A. Ping, Deputy Chief of Staff for Operations. He conferred with Colonel George W. Mundy, Wing Commander, and my "peculiar sensation" turned into a happy moment as Colonel Mundy told me I could select the crew and airplane and report to Guam for the flight.

Little did I know at the time what was in store for me but all problems seemed minor in the eagerness to participate in such a historic flight and get back to the good old USA. I had already flown out to the Mariannas by way of Hawaii and Kwajalein. This would give me a chance to see the rest of the world. It would also make a good story to tell my grandchildren in future years. Since all of the activity connected with my Wing's part of the project centered about my desk, I called in the four Group representatives and we selected a crew of high-point men consisting of two other Pilots, two Flight Engineers, two Navigators, two Radio Operators, one Radar Operator, and one Crew Chief. it was a "high-powered" crew of 11 men all eager to go home. Then we began going over the airplanes finally picking an almost new B-29 with all the latest improvements including the innovation of fuel injection engines rather than the older carburetor ones. Since this was going to be a long flight we wanted to have the best airplane available and in the best possible mechanical condition.

Many hot, tedious hours were spent checking the engines, the instruments and polishing the wings and fuselage with wax to cut down any extra drag thereby giving us more mileage for our gasoline. Crew members not busy with the airplane were notified to commence packing because we had to be on Guam on October 13th so it is not hard to visualize the bee-hive of activity among all of us who were going.

Finally, on Saturday morning, October 13th, with good-byes said to everyone, and the crew assembled at the B-29, we climbed aboard to start up our constant companion for the next several days. Forty-five minutes later we landed on Guam after the 120 mile flight from Tinian. It was the first time any of us had ever flown together as a crew so the flight to Guam gave us a chance to get acquainted.

The first order of business was to get settled. We were assigned two six-man tents near the flight line which, in the Guam mid-day sun reminds one of a steam bath. Then after a quick lunch we all reported in to the briefing room at the 314th Bomb Wing where we were pleasantly surprised to learn that General Twining, himself, was going. At the same time, we found that four crews were present instead of the three we had thought. This was cleared up when we were told that the three airplanes in the best condition would make the grueling journey while the fourth B-29 and crew would carry most of the luggage back by way of Hawaii. This unexpected turn of events put a little competition into the project but at least the odds were fairly good.

So bright and early the next morning, Sunday, October 14th, we were in the air over Guam, with the other three contenders, for an hour's test flight. This test flight was to be the deciding factor in picking the three best B-29's to make the round-the-world flight. But we didn't have too much to worry about because our plane had been in A-1 shape flying to Guam the day before In addition, it was the only one with the fuel injection engines. General Twining had commented on this at the briefing and wanted it in the flight to compare those engines with the carburetor engines. He even had said he would fly with us so we all figured we had a berth cinched and the competition to avoid the baggage detail was really between the other three-crews.

It was one of those beautiful, tropical days with fleecy, white clouds and a bright sun. Our B-29 was soaring high with our spirits soaring even higher. Then it happened! And when I say "it" happened, I mean just that. For when the Flight Engineer pulled back the mixture control on number four engine into the lean position, the whole airplane began vibrating. Immediately, all of us stiffened like we'd been hit by flak. We couldn't believe what we felt and heard, yet there it was. The Flight Engineer put it back in the rich position and we were purring along as usual. Then he tried it in lean again. There was the vibration again. Something was wrong with our number four engine. We tried time after time until the Flight Engineer was ready to give up in disgust. We let the other Flight Engineer take the panel. The same thing happened. I even left my seat and tried it myself but that didn't change anything. For over an hour we tried every trick known to smooth out that number four engine in the lean position but it just wouldn't smooth out.

Our crew was now faced with the stark reality that we couldn't participate in the flight with a defective engine. It couldn't be left in the rich position because of excessive fuel consumption and it couldn't be put in lean because the vibration might be the forewarning of even worse problems. As the situation then stood we would either have to get it fixed and quick, or we would certainly be the prime candidate to be the baggage plane and go back by way of Hawaii.

Finally, with everyone sick at heart we came in to land. Our "dream B-29", which we had chosen so carefully, had let us down. But we still had faith in her because we all thought she just needed a little "doctoring". It turned out that she needed a "major operation" but that came a few hours later.

Wasting no time we taxied into our parking stand, shut the engines down and rolled out the engine stands. Off came the cowling on number four and several mechanics climbed up to see what might be wrong.

The other three B-29's had all landed and word soon got around that they all were in perfect condition. This further disheartened us. Then General Twining drove up in his jeep and before I could say anything he announced that he was ready to load his flying gear if we were satisfied with the test flight. Finally, looking at the number four engine with the cowling off, I had to give him the sad story. The Flight Engineers and we three Pilots explained in detail the engines behavior while the General listened intently. Then, undismayed, he ordered all of the "brains" on the island of Guam focused on that sick engine. And I will say that no B-29 engine ever received more expert attention than that one did that Sunday morning and afternoon.