Roundtable Forum
Our 17th Year
September 2014

In this issue.

Roundtable Opening Remarks
Otis Kight
Absence of Army Aircorp fighters at Midway.
Roundels at Midway
Yasuji Watanabe
A Little Midway Magic
The Japanese Zero and how we learned to fight it
BOM Books for the asking
The Battle of Midway Roundtable Opening Remarks

This month we have Ron Russell's comments on Otis Kight.  Mr. Russell had far more contact with Mr. Kight than I ever did and his comments reflect how special a person Otis Kight really was.  He will be missed by all and we wish we all could have known him as well as Mr. Russell.  Thank you very much for sharing your thoughts.  We all appreciate it.

We also have some further discussion on Yamamoto, comments on why not more fighters could have deployed and participated in the battle, an interesting observation on some color film on Torpedo Eight and two submissions from Fran Kraus.  The last one on how we learned to fight the Zero is well know but this article is well done and is an interesting read for those less familiar with the events.

Otis Kight

From Ron Russell

Although it's never unexpected, it's still hard to accept that any of our Roundtable's BOM vets has answered that final muster. Still, it must be said that with a few of them, the news comes particularly hard. Otis Kight was among a small cadre of Midway veterans whose participation with us was absolutely essential. Tom Cheek, Clay Fisher and Mac Showers were in that group--there are a few more but I won't try listing them for fear of omitting someone. But just a stalwart, steady few in any case.

Otis was in a class by himself. He not only contributed extensively to our body of knowledge about life in VF-42 and on the Yorktown in the Midway era, but he did so with a remarkable flair and a clever wit. While someone else might mention that the gunners were loading and firing at a very rapid pace, Otis would tell us that they "got rid of 1.1 mm. rounds faster than a two-year old can lose his breakfast." Or when receiving a report about a Japanese submarine in the area, Otis would say that the news "went over on the Yorktown like a concrete Zeppelin."

I could go on at great length about Otis's frequent and welcome hand on the Roundtable and especially in No Right to Win, but all that is generally known by our members who've been around for a while. Let me just add one further anecdote about his character. A few years ago I was seeking the whereabouts of a high school buddy who'd become a naval officer--we'd been best friends back then, but had no contact over the years. I wanted to seek him out in view of our shared USN experiences and rekindle the friendship, but failed in spite of extensive resources. I finally traced him to one of 3 street addresses in Virginia, but with me on the opposite coast, the search stopped there--until Otis offered to go door-knocking for me at all three, in cities considerably distant from his home in Virginia Beach. That he would do something like that at such an advanced age for someone who was little more than an e-mail acquaintance struck me as the pinnacle of generosity and friendship. He was truly one of a kind.

So once again, as I've said before and will doubtless do so again on these pages--fair winds and following seas to an honored Midway veteran and a true friend of the Roundtable--and a cherished friend of mine.

--Ron Russell

This is from the BOM anniversary in San Francisco, 2006.

From Barrett Tillman

Thank you for the update on Otis. His enthusiasm was limitless--thank goodness we had his recollections.


From Robert Summers

Was interested to see the discussion of approvals for the Yamamoto shoot-down surface again in the Round table. Given that only 4 days elapsed between the message intercept and the interception of Yamamoto's aircraft over Bougainville, makes it unlikely that there was time for much bureaucratic discussion.

I have posted a brief video interview presenting the opinion of someone who was there, RADM Mac Showers(Ret), who was assigned to Station H in Hawaii. He is very clear in his opinion about who approved the Yamamoto shoot-down.

Take a look at: Yamamoto's Demise

Bob Summers
Shoestring Educational Productions
San Diego, CA 92124
Editor's Note:  Thanks for the video. Very nice. Mac Showers has always maintained that Nimitz made the final call. I could never see it going any higher as only Nimitz would send it on and to what end is uncertain. I think his only concern was putting in jeopardy the fact that we broke the Japanese Naval code.
From Robert Summers

Despite the Midway Ambush, The Yamamoto Shootdown, the success of our
killer sub wolf packs against the Japanese Merchant Fleet (we had broken
their Merchant Marine Code), the Japanese would never believe that we had
broken into their codes, although it was discussed!

Showers said it best, "They didn't think that we were smart enough!"

From Ron Martell

Two books to add to Barrett Tillman's recommendations are R. Cargill Hall, Lightning over Bougainville, 1991, which is based on the Yamamoto Mission Retrospective in April 1988, and Carroll V. Glines, Attack on Yamamoto, 1993.

Absence of Army Aircorp fighters at Midway.

From Barrett Tillman

Ref. Army fighters at Midway. Apart from range problems (shared by F4Fs and F2As) I doubt there was enough ramp space remaining at Midway for another squadron or accommodations for personnel. That kind of detail may be semi-impossible to determine at this remove.

Barrett sends

Roundels at Midway

From Marty Bunch

On John Ford's video at 1:53 you see a TBD on the deck with T-3 being moved and it has the big roundels on the wing with the meatball and the painted smaller ones on the side. I'm assuming this was between Coral Sea and Midway since Ford was on the Island around the battle itself. Was this TBD in the battle with the red meatballs?

Marty Bunch
Member for a few years and family friend of Roy Gee (SBD pilot at Midway)

Editor's Note:  This footage was most likely from the color film that was documenting the Hornet rather than anything Ford filmed.  Marc Mitscher had color film and color photo's shot documenting Torpedo Eight.  What is interesting is the red center on the roundels on the bottom side of the wing.  According to sources the red center on the bottom of the wings were too high to paint when they were folded in the hanger so they remained red.  Now whether these were eventually painted out by Midway I don't have a good answer.  I would assume they were but I have nothing to verify that assumption.  The red center on the star was determined to be a hazard after Coral Sea when US aircraft were mistakenly identified as Japanese due to the red center of the star.

Yasuji Watanabe

From Ron Martell

Is there anyone you can think of who could check to determine when and what position and rank Yasuji Watanabe held when he retired from the Japanese Maritime Safety Agency that later changed its name to the Japanese Coast Guard?  I know he was the head of the Kyushu District with 2,000 men and ninety ships under his command and that the movie Tora! Tora! Tora! site lists him as a retired rear admiral.  There is both an internet site and an email from Elaine Fischel that said he commanded the entire agency before he retired.  I would like to be able to state the facts as accurately as possible. Any help you can give me will be greatly appreciated.

Editor's Note:  Ron Martell is writing a book entitled Showdown in the Pacific War.  I have received a manuscript of the book and it is quite good.  Full review will be in the next month or so.  At any rate his question I could not answer.  If anyone has info that would help him state the rank accurately send me an email and I'll pass it on.

A Little Midway Magic

From Fran Kraus

The USS Midway, named for the climactic 1942 sea battle that changed the course of World War II, was commissioned a week after the war ended, and decommissioned 47 years later, in 1992. The world’s largest ship until 1955, it was the scene of many naval aviation breakthroughs, earning a reputation for “Midway Magic.”

A dedicated committee of influential local leaders worked tirelessly from 1992 to 2004 to bring the aircraft carrier to San Diego and turn it into one of the world’s most successful and popular naval museums. With a mission to preserve, inspire, educate and entertain, it now attracts over a million visitors a year.

Late August is the time for the Midway American Patriot Award Gala, hosted annually on the ship. Connie Conard chaired, as she has for several years running (her mother, Virginia Napierskie, was the event’s presenting sponsor), and the guest count approached 600. The awards honor individuals whose lifetime accomplishments epitomize the true meaning of patriotism, personal sacrifice and selfless service to America.

This year’s honorees were Geoffrey Blackman, Elton Frazier, Rudy Matz, Edward McKenna, Andy Mills, Dr. Charles Monroe and Ervin Wendt. Aged 94 to 99, they’re survivors of that same Battle of Midway for which the ship is named.

After cocktails and hors d’oeuvres amid the restored historic aircraft on the aft flight deck, partygoers saw a helicopter deploy several jumpers from 10,000 feet. Gliding down sequentially on parafoils, each landed gracefully on the forward flight deck, the last flying a large American flag. Guests then took their seats for the program and dinner.

With Midway CEO Mac McLaughlin (a retired admiral) sidelined by flu, Scott McGaugh served as emcee. Honorary chairs Vangie and Jim Regan came onstage, and everyone stood respectfully as the honorees marched in, the colors were presented and the national anthem was sung. The New Wayne Foster Dance Orchestra played as dinner service began. The entree featured salmon and beef Wellington. “I feel patriotic tonight,” said bandleader Wayne Foster, and the group played a medley of patriotic songs, followed by thematic favorites.

The event’s highlight came later, when the seven honorees were brought onstage individually. Short biographies (too short, really) were read outlining each man’s Battle of Midway involvement, and Vice Adm. David Buss, commander of Naval Air Forces, bestowed the awards.

While the evening was dedicated to honoring those heroes, the event also serves as an annual fundraiser for the Midway’s education programs, which now serve almost 50,000 students annually. Midway Magic plays out every day in the ship’s classrooms, hangar bay and flight deck, but most importantly in the hearts and minds of the young people who come aboard. What they learn about science, technology, engineering and math, as well as art, history and culture, can help them change the world. The Midway’s No Child Left Ashore program funds visits for the disadvantaged, providing opportunities for everybody.

A Champagne toast feted both the honorees and the museum’s 10th anniversary. Spectacular fireworks lit the night, before the band restarted and revelers hit the dance floor.

Editor's Note: This is a follow up to the article from last month's newsletter about the Midway Celebration in San Diego aboard the USS Midway.

The Japanese Zero and how we learned to fight it

From Fran Kraus

...Shortly after Pearl Harbor Attack.

In April,1942, thirty-six Zeros attacking a British naval base at Colombo, Ceylon (now Sri Lanka ), were met by about sixty Royal Air Force aircraft of mixed types, many of them obsolete. Twenty-seven of the RAF planes went down: fifteen Hawker Hurricanes (of Battle of Britain fame), eight Fairey Swordfish, and four Fairey Fulmars. The Japanese lost one Zero.

Five months after America's entry into the war, the Zero was still a mystery to U.S. Navy pilots. On May 7, 1942, in the Battle of the Coral Sea, fighter pilots from our aircraft carriers Lexington and Yorktown fought the Zero and didn't know what to call it. Some misidentified it as the German Messerschmitt 109.

A few weeks later, on June 3 and 4, warplanes flew from the Japanese carriers Ryujo and Junyo to attack the American military base at Dutch Harbor in Alaska's Aleutian archipelago. Japan's attack on Alaska was intended to draw remnants of the U.S. fleet north from Pearl Harbor, away from Midway Island, where the Japanese were setting a trap. (The scheme ultimately backfired when our Navy pilots sank four of Japan's first-line aircraft carriers at Midway, giving the United States a major turning-point victory.)

In the raid of June 4, twenty bombers blasted oil storage tanks, a warehouse, a hospital, a hangar, and a beached freighter, while eleven Zeros strafed at will. Chief Petty Officer Makoto Endo led a three-plane Zero section from the Ryujo, whose other pilots were Flight Petty Officers Tsuguo Shikada and Tadayoshi Koga. Koga, a small nineteen-year old, was the son of a rural carpenter. His Zero, serial number 4593, was light gray, with the imperial rising-sun insignia on its wings and fuselage. It had left the Mitsubishi Nagoya aircraft factory on February 19, only three-and-a-half months earlier, so it was the latest design.

Shortly before the bombs fell on Dutch Harbor that day, soldiers at an adjacent Army outpost had seen three Zeros shoot down a lumbering Catalina amphibian. As the plane began to sink, most of the seven-member crew climbed into a rubber raft and began paddling toward shore. The soldiers watched in horror as the Zeros strafed the crew until all were killed. The Zeros are believed to have been those of Endo, Shikada, and Koga.

After massacring the Catalina crew, Endo led his section to Dutch Harbor, where it joined the other eight Zeros in strafing. It was then (according to Shikada, interviewed in 1984) that Koga's Zero was hit by ground fire. An Army intelligence team later reported, "Bullet holes entered the plane from both upper and lower sides." One of the bullets severed the return oil line between the oil cooler and the engine. As the engine continued to run, it pumped oil from the broken line. A Navy photo taken during the raid shows a Zero trailing what appears to be smoke. It is probably oil, and there is little doubt that this is Zero 4593.

After the raid, as the enemy planes flew back toward their carriers, eight American Curtiss Warhawk P-40's shot down four VaI (Aichi D3A) dive bombers thirty miles west of Dutch Harbor. In the swirling, minutes-long dogfight, Lt. John J. Cape shot down a plane identified as a Zero. Another Zero was almost instantly on his tail. He climbed and rolled, trying to evade, but those were the wrong maneuvers to escape a Zero. The enemy fighter easily stayed with him, firing its two deadly 20-mm cannon and two 7.7-mm machine guns. Cape and his plane plunged into the sea. Another Zero shot up the P-40 of Lt. Winfield McIntyre, who survived a crash landing with a dead engine.

Endo and Shikada accompanied Koga as he flew his oil-spewing airplane to Akutan Island, twenty-five miles away, which had been designated for emergency landings. A Japanese submarine stood nearby to pick up downed pilots. The three Zeros circled low over the green, treeless island. At a level, grassy valley floor half a mile inland, Koga lowered his wheels and flaps and eased toward a three-point landing. As his main wheels touched, they dug in, and the Zero flipped onto its back, tossing water, grass, and gobs of mud. The valley floor was a bog, and the knee-high grass concealed water.

Endo and Shikada circled. There was no sign of life. If Koga was dead, their duty was to destroy the downed fighter. Incendiary bullets from their machine guns would have done the job. But Koga was a friend, and they couldn't bring themselves to shoot. Perhaps he would recover, destroy the plane himself, and walk to the waiting submarine. Endo and Shikada abandoned the downed fighter and returned to the Ryujo, two hundred miles to the south. (The Ryujo was sunk two months later in the eastern Solomons by planes from the aircraft carrier Saratoga. Endo was killed in action at Rabaul on October 12, 1943, while Shikada survived the war and eventually became a banker.)

The wrecked Zero lay in the bog for more than a month, unseen by U.S. patrol planes and offshore ships. Akutan is often foggy, and constant Aleutian winds create unpleasant turbulence over the rugged island. Most pilots preferred to remain over water, so planes rarely flew over Akutan. However, on July 10 a U.S. Navy Catalina (PBY) amphibian returning from overnight patrol crossed the island. A gunner named Wall called, "Hey, there's an airplane on the ground down there. It has meatballs on the wings." That meant the rising-sun insignia. The patrol plane's commander, Lt. William Thies, descended for a closer look. What he saw excited him.

Back at Dutch Harbor, Thies persuaded his squadron commander to let him take a party to the downed plane. No one then knew that it was a Zero. Ens. Robert Larson was Thies's copilot when the plane was discovered. He remembers reaching the Zero. "We approached cautiously, walking in about a foot of water covered with grass. Koga's body, thoroughly strapped in, was upside down in the plane, his head barely submerged in the water. "We were surprised at the details of the airplane," Larson continues. "It was well built, with simple, unique features. Inspection plates could be opened by pushing on a black dot with a finger. A latch would open, and one could pull the plate out. Wingtips folded by unlatching them and pushing them up by hand. The pilot had a parachute and a life raft." Koga's body was buried nearby. In 1947 it was shifted to a cemetery on nearby Adak Island, and later, it is believed, his remains were returned to Japan.

Thies had determined that the wrecked plane was a nearly new Zero, which suddenly gave it special meaning, for it was repairable. However, unlike U.S. warplanes, which had detachable wings, the Zero's wings were integral with the fuselage. This complicated salvage and shipping. Navy crews fought the plane out of the bog. The tripod that was used to lift the engine, and later the fuselage, sank three to four feet into the mud. The Zero was too heavy to turn over with the equipment on hand, so it was left upside down while a tractor dragged it on a skid to the beach and a barge. At Dutch Harbor it was turned over with a crane, cleaned, and crated, wings and all. When the awkward crate containing Zero 4593 arrived at North Island Naval Air Station, San Diego, a twelve-foot-high stockade was erected around it inside a hangar. Marines guarded the priceless plane while Navy crews worked around the clock to make it airworthy. (There is no evidence the Japanese ever knew we had salvaged Koga's plane.)

In mid-September Lt. Cmdr. Eddie R. Sanders studied it for a week as repairs were completed. Forty-six years later he clearly remembered his flights in Koga's Zero. "My log shows that I made twenty-four flights in Zero 4593 from 20 September to 15 October 1942," Sanders told me. "These flights covered performance tests such as we do on planes undergoing Navy tests."

"The very first flight exposed weaknesses of the Zero that our pilots could exploit with proper tactics. The Zero had superior maneuverability only at the lower speeds used in dog fighting, with short turning radius and excellent aileron control at very low speeds. However, immediately apparent was the fact that the ailerons froze up at speeds above two hundred knots, so that rolling maneuvers at those speeds were slow and required much force on the control stick. It rolled to the left much easier than to the right. Also, its engine cut out under negative acceleration [as when nosing into a dive] due to its float-type carburetor. We now had an answer for our pilots who were unable to escape a pursuing Zero. We told them to go into a vertical power dive, using negative acceleration, if possible, to open the range quickly and gain advantageous speed while the Zero's engine was stopped. At about two hundred knots, we instructed them to roll hard right before the Zero pilot could get his sights lined up. This recommended tactic was radioed to the fleet after my first flight of Koga's plane, and soon the welcome answer came back: "It works!'" Sanders said, satisfaction sounding in his voice even after nearly half a century.

Thus by late September 1942 Allied pilots in the Pacific theater knew how to escape a pursuing Zero.

"Was Zero 4593 a good representative of the Model 21 Zero?" I asked Sanders. In other words, was the repaired airplane 100 percent?

"About 98 percent," he replied.

The Zero was added to the U.S. Navy inventory and assigned its Mitsubishi serial number. The Japanese colors and insignia were replaced with those of the U.S. Navy and later the U.S. Army, which also test-flew it. The Navy pitted it against the best American fighters of the time-the P-38 Lockheed Lightning, the P-39 Bell Airacobra, the P-51 North American Mustang, the F4F-4 Grumman Wildcat, and the F4U Chance Vought Corsair-and for each type developed the most effective tactics and altitudes for engaging the Zero.

In February 1945 Cmdr. Richard G. Crommelin was taxiing Zero 4593 at San Diego Naval Air Station, where it was being used to train pilots bound for the Pacific war zone. An SB-2C Curtiss Helldiver overran it and chopped it up from tail to cockpit. Crommelin survived, but the Zero didn't. Only a few pieces of Zero 4593 remain today. The manifold pressure gauge, the air-speed indicator, and the folding panel of the port wingtip were donated to the Navy Museum at the Washington, D.C., Navy Yard by Rear Adm. William N. Leonard, who salvaged them at San Diego in 1945. In addition, two of its manufacturer's plates are in the Alaska Aviation Heritage Museum in Anchorage, donated by Arthur Bauman, the photographer.

Leonard recently told me, "The captured Zero was a treasure. To my knowledge no other captured machine has ever unlocked so many secrets at a time when the need was so great." A somewhat comparable event took place off North Africa in 1944-coincidentally on the same date, June 4, that Koga crashed his Zero.

A squadron commanded by Capt. Daniel V. Gallery, aboard the escort carrier Guadalcanal, captured the German submarine U-505, boarding and securing the disabled vessel before the fleeing crew could scuttle it. Code books, charts, and operating instructions rescued from U-505 proved quite valuable to the Allies. Captain Gallery later wrote, "Reception committees which we were able to arrange as a result may have had something to do with the sinking of nearly three hundred U-boats in the next eleven months." By the time of U-505's capture, however, the German war effort was already starting to crumble (D-day came only two days later), while Japan still dominated the Pacific when Koga's plane was recovered.

A classic example of the Koga plane's value occurred on April 1, 1943, when Ken Walsh, a Marine flying an F4U Chance-Vought Corsair over the Russell Islands southeast of Bougainville, encountered a lone Zero. "I turned toward him, planning a deflection shot, but before I could get on him, he rolled, putting his plane right under my tail and within range. I had been told the Zero was extremely maneuverable, but if I hadn't seen how swiftly his plane flipped onto my tail, I wouldn't have believed it," Walsh recently recalled. "I remembered briefings that resulted from test flights of Koga's Zero on how to escape from a following Zero. With that lone Zero on my tail I did a split S, and with its nose down and full throttle my Corsair picked up speed fast .I wanted at least 240 knots, preferably 260. Then, as prescribed, I rolled hard right. As I did this and continued my dive, tracers from the Zero zinged past my plane's belly. "From information that came from Koga's Zero, I knew the Zero rolled more slowly to the right than to the left. If I hadn't known which way to turn or roll, I'd have probably rolled to my left. If I had done that, the Zero would likely have turned with me, locked on, and had me. I used that maneuver a number of times to get away from Zeros." By war's end Capt. (later Lt. Col.) Kenneth Walsh had twenty-one aerial victories (seventeen Zeros, three Vals, one Pete), making him the war's fourth-ranking Marine Corps ace. He was awarded the Medal of Honor for two extremely courageous air battles he fought over the Solomon Islands in his Corsair during August 1943. He retired from the Marine Corps in 1962 after more than twenty-eight years of service. Walsh holds the Distinguished Flying Cross with six Gold Stars, the Air Medal with fourteen Gold Stars, and more than a dozen other medals and honors.

How important was our acquisition of Koga's Zero? Masatake Okumiya, who survived more air-sea battles than any other Japanese naval officer, was aboard the Ryujo when Koga made his last flight. He later co-authored two classic books, Zero and Midway. Okumiya has written that the Allies' acquisition of Koga's Zero was "no less serious" than the Japanese defeat at Midway and "did much to hasten our final defeat." If that doesn't convince you, ask Ken Walsh.


The Zero was Japan's main fighter plane throughout World War II. By war's end about 11,500 Zeros had been produced in five main variants. In March 1939, when the prototype Zero was rolled out, Japan was in some ways still so backward that the plane had to be hauled by oxcart from the Mitsubishi factory twenty-nine miles to the airfield where it flew. It represented a great leap in technology. At the start of World War II, some countries' fighters were open cockpit, fabric-covered biplanes. A low-wing all-metal monoplane carrier fighter, predecessor to the Zero, had been adopted by the Japanese in the mid-1930's, while the U.S. Navy's standard fighter was still a biplane. But the world took little notice of Japan's advanced military aircraft, so the Zero came as a great shock to Americans at Pearl Harbor and afterward. A combination of nimbleness and simplicity gave it fighting qualities that no Allied plane could match. Lightness, simplicity, ease of maintenance, sensitivity to controls, and extreme maneuverability.

Editor's Note:   Although most if not all of this has been repeated in other works it is important to remember what significance the Battle of Midway had on the war outside of the direct result of the destruction of the 4 Japanese carriers.  Code breaking not only allowed us to intercept and defeat a much larger force it also gave us the knowledge that the Japanese planned on attacking Dutch Harbor.  Without this forewarning any other scenario might have played out in the Aleutian Islands if we were not ready for the attack.  Koga's plane might not have been damaged and forced down on Akutan Island and even if so we might not have recovered it for many more months if at all.  The recovery of the Zero although not a turning point in itself was nonetheless as significant as the loss of the four Japanese carriers and their aircraft.  If it did nothing more than keep a few more American pilots alive during the forthcomming battles it would have been well worth the efforts.  But it did a lot more and likely helped shorten the war by months.

Battle of Midway Books

From Ted Kraver

Book Santa Claus is back.
Sorry I missed last year but got to the VNSA book sale this spring. Fewer books this year, hope Military History is not going out of style.

I was in Washington D.C. last year (April) at same time that the US Naval Institute was having its 2013 annual meeting with Authors, Historians, Publishers and Naval Officers. I dropped into the Park Hotel, and as the after-speaker questions dwindled I raised my hand to ask a question. I introduced myself and introduced myself to the audience “I was not one of the above but was a Reader.” Got a goodly round of applause.

So as a son of Elizabeth the County Librarian I offer these books to you on my 3 (three) strict terms of lo these many past years:

$0, no cost, nada dinero, free of charge.  I pay postage.  First request gets the book.

It’s my way of saying, thanks for the past fifteen+ years of having fun together. Unfortunately there were a dearth of BOM books.

Respond to: Ted Kraver email:

Midway Books

Miracle at Midway   Gordon Prange   1982  Hardcover

Incredible Victory    Walter Lord          1968  Pocket Books

Incredible Victory    Walter Lord          1976  Pocket Books

Designed for Glory    Thomas Wildenberg 1998  Innovation of the heavy dive bomber and BOM.

The First Team  (Pearl Harbor to Midway)  John Lindstrom   1984  Naval Inst. Press First Edition


Others – Pacific Theater

Up Front         Bill Mauldin  1945

Up Front         Bill Mauldin  1968

At Dawn We Slept Gordon Prange (2)

Wake Island     Duane Schultz   1978

Guadalcanal Diary    Richard Tregaskis  1959  (17th Printing) Popular Library Paperback

Guadalcanal Diary    Richard Tregaskis  1943   (1st Edition, Random House)

Guadalcanal    Richard Frank    1992  Penguin                   

Lonely Vigil    Walter Lord   1977   Viking hardback  (coast watchers)

The Battle of Leyte Gulf    Edwin Hoyt  1972  

The Last Stand of the Tin Can Sailors  James Hornfischer   2004 Bantam (I get tear’d up every time I think about Taffy 3 and St. Lo, Gambler Bay, Samuel B. Roberts, Johnson, Fanshaw Bay, Hoel, Kalinin Bay, Kadashan Bay, Marcus Island,...)

The Two-Ocean War    Samuel Eliot Morison   1963 Little Brown & Co.


Editor's Note: Mr. Kraver sent me this list earlier this year but for some reason I did not get the email.  He has kindly sent it again and as you can see the books are available to the first person that asks.  Thank you Mr. Kraver.  Much appreciated.