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LOCAL HEROES
PHIL COLMAN
There is a grass airstrip just off of Deans Bridge Road in Blythe, GA, affectionately referred to as the "Pea Patch". On any given day one will find pilots there repairing existing planes or working on building new ones. PHIL COLMAN can be found there most days. He is one of only a handful of recorded DOUBLE ACES, since the United States formed aviation combat units. An ACE is officially defined as a fighter pilot who has logged five confirmed enemy planes shot down in air to air combat, unassisted. The enemy craft must be confirmed destroyed by a photograph or a witness. The United States has 1,512 recorded aces from the inception of the Air Force in 1911, with approximately 1,000 from WWI, 400 from WWII, and 43 during the Korean War. Colman earned his first ACE designation by shooting down six Japanese craft over China, between 1943-45. In 1952, Colman downed four MIG-15's, elevating him to the rare rank and honor of DOUBLE ACE. Born in Roanoke, Virginia, Phil built model airplanes as a child. His first flight was arranged by his Boy Scout leader who also paid for Phil and another friend to go up in a Waco Biplane. 
In 1941, he joined the Army Air Corps, the predecessor to the U.S. Air Force that we know today. Shortly after Pearl Harbor was attacked, Phil was sent to Maxwell Field, in Montgomery, Alabama, for aviation student training; Helena, Arkansas, for primary training in Stearman PT-17's (Primary Trainers); Bush Field in Augusta, Georgia, basic training in BT-13's and BT-15's (Basic Trainers); and to Spence Field in Moultrie, Georgia, for advanced training in AT-6's (Advanced Trainers). He graduated in Moultrie, Georgia in October of 1942. While stationed in Elgin Field, Florida, Phil flew P-38's, P-39's, P-40's, P-47's, P-51's and Dive Bombers ("A" for Attack) A-24's, A-25's, AND A-36's. It should be noted that all pursuit planes (The "P" Series) had only one seat, so all in-flight training was done by yourself. At Elgin Field, Colman and others staged Dogfights between American P-40's and captured a Japanese Zero. In December, 1943, Colman was assigned to the Chinese-American Composite Wing (CACW), which was based in various locations throughout south central/south western China. The capital of China, Peking, was occupied by the Japanese. Claire Chennault had rescued the Chinese Air Force in the earlier years of WWII with his famous Flying Tigers. Chennault convinced the United States to continue its Anti-Japanese effort by flying wing to wing with the Chinese Air Force. During the last two years of the war, flying P-40's, P-51's, B-25's, the bombers, and crews of the CACW battered the Japanese from one end of occupied China to the other. Their mission was to paralyze the infrastructure and inhibit Japanese troop movements by shooting cargo trucks, troop transports, railroad tracks, tunnels, and bridges. By the end of the war they numbered eight aces among their pilots. Phil returned to civilian life for six years before being recalled to active duty with the Georgia Air National Guard in early 1951. Trouble was brewing in Korea and a new era in Aviation Combat was dawning with the introduction of high speed jets. Interested in flying the newest of the jets, Phil managed a transfer to a fighter group that had F-86 SABRES. On one of his flights the engine flamed out on his landing approach. With the engine out he elected to make a deadstick, gear up landing on railroad tracks! Members of his squadron later dubbed him "Casey" (for Casey Jones). Even today, Phil Colman is a legend among Georgia Air National Guard personnel for his wartime accomplishments and superior piloting skills. Those who have flown with him assure us that all the wild stories about him are not only true, but probably understated! Recently unveiled at the American Fighter Aces Museum in Mesa, Arizona, is a replica of his P-40 titled "O'Riley's Daughter" and carries "Captain Phil Colman" below the cockpit canopy. Today, Phil continues to enjoy flying in his single seat N-3 PUP out of the "Pea Patch".
ALDINE PATTON
Born in Morganton, North Carolina, Aldine Patton (...like so many kids) built model airplanes and developed an early interest in what was to become a lifelong passion for flight. His father built a hangar to house a local pilot's Bird CJ-3 (3-Place Open Bi-Plane) at the newly opened Morganton Airport, a grass strip 1,200 feet long. It was the first time he had seen a real airplane! The pilot caught young Al crawling around on the birds fabric wings with muddy feet and yelled at him to "get off!". Al and some friends hung around the new airport and would often watch the planes take off and land from a nearby tree stand. It was from this perch he would later see that same pilot with his new bride nose the Bird CJ in, crash, and kill both of them. Grampa Patton repeatedly told him, "Don't get interested in flying, son". Grampa's advice was not to be heeded. As Al got older he began packing parachutes and taking various odd jobs around the airport in exchange for flying lessons. Among those repacking chutes with Al was another famous Augusta flyer, aerobatic legend, Bevo Howard. Al's time around airports paid off as he gained experience in Aeroncas, Cubs, Wacos, a Nicholas Beasley Nb-8, a CW Travelaire, and a Culver Dart. There was a businessman who frequently flew into Morganton and had met Al on several previous visits. One day, the man notice young Al admiring his Aeronca K, and generously offered to let Al take her for a spin. Al, however, failed to divulge that he had not yet soloed, and took her up anyway! His first solo in 1939 went well enough. War had broken out in Europe, and the United
States - while maintaining a neutral position - began preparations to
be ready if needed. Many colleges began to offer a CPT (College
Pilot Training) Curriculum. Al, first enrolled at Lenoir-Rhyne
College, and later at the University of North Carolina at Chapel
Hill. On campus he met a "slick looking guy in a Marine dress
uniform" asking young interested men to join up. "We need dive
bomber pilots". He lured these young men with the promise they would
be flying the fast, maneuverable P-51's.
In order to become a Marine Aviator, he first had to join the Navy. After he completed the primary training at Pensacola, Florida, he could then make application to be a Marine. Al signed up and was sent to Pensacola for flight training. He never did get to fly the promised P-51's, but he gained experience in Wildcats and F-6's, and graduated from flight school in July 1943. Al applied to become a Marine and transferred from Fighters to Dive Bombers, flying a SBD Dauntless at Cherry Point, North Carolina. He was a member of the first squadron to fly the Curtiss SB-2C Helldivers. It was during Marine training in the Helldivers that he had one of his closest calls. While practicing dive bombing his wingman collided with him, breaking up both planes in midair! This happened at a point when both planes were diving vertically at nearly 300 MPH at a very low altitude. He managed to free himself from the cockpit and open his chute only seconds before hitting the ground. Al broke his leg on impact. Of the two crew members in each plane, he was the sole survivor. Al still has the rip cord handle from the parachute that saved his life. After his recovery, the squadron was sent to the west coast, then dispatched to fly SBDs and Helldivers at various points in the pacific campaign: Manus, Bougainville, New Guinea, Luzon, and Mindinao in the Philippines. Late in the war, they flew Corsairs. In recognition of his numerous air combat missions, Al was awarded the Air Medal. At the end of the war most of his squadron was sent to China, but Al returned home as he had contracted a tropical illness and had lost so much weight. After the war, Patton was the first sent to Eva Marine Base in Honolulu, Hawaii, and then on to Cherry Point, North Carolina, in the Marine Corps Reserves. He had acquired a 1937 Aero Sport, an open cockpit monoplane with a Ford V8 engine, that he used to commute from Morganton to his Reserve meetings at Cherry Point! "That airplane only had one speed - it took off, flew, and landed at 80 MPH!". Steam pouring forth from the radiator beneath the cowling was not uncommon. The old Aero Sport finally let him down, though, near Wilmington, North Carolina, he was forced to land at an old abandoned Marine airstrip. During previous flights he had thought that strip would be an ideal place to "put her down" should an emergency arise... when the emergency did materialize, he was barely out of gliding range, and landed her in a stand of short pines near the end of the runway. Late for duty, he hitched a ride to the base, and several weeks later sold her on an "as is, where she is" basis. During the late 1940's and 1950's, Al operated a printing business in Morganton, North Carolina and Anderson, South Carolina, and published Air Exchange Weekly. This general information publication critiqued General Aviation Airplanes and listed parts and aircraft for sale. Also, during this time he was in the Reserves and was a civilian contract Instructor for the U.S. Air Force at Spence Air Force Base in Moulrie, Georgia. While in the Reserves, Al flew Corsairs, Ad Skyraiders, and then Jets: Cougar and FJ-1 (which was the Navy version of the F-86). He retired as a Lieutenant Colonel in 1965. During the mid 50's he was an early participant in the Homebuilt Airplane movement. A single-seat plane was designed and built using surplus parts and materials from various old airplanes. He named his design the APF-1 (an abbreviation for "Al Patton's Folly", a name jokingly assigned by Al's wife, Hazel). Al went to work for the FAA in 1961 at Bush Field, in Augusta, Georgia, as an Air Traffic Controller. He continued to fly charters, corporate prop jets, and instructed student pilots. He would work as an Air Traffic Controller for 20 years. In 1963, he co-founded Experimental Aircraft Association, Chapter 172, served as its first (and several subsequent terms) president. He has also served as the Chapters technical advisor since its inception. Al is still a very active member of EAA 172. In recent years he has redesigned the APF-1 and modified it to a Two-Place configuration, dubbed "APF-2". Many who saw his new "Folly" begged him to draw up plans and five new APF-2s are currently being constructed under his watchful eye at the Pea Patch. Patton also recently completed an exact replica of a 1936 Rose Parakeet (a single-seat bi-plane) from original sketches he came upon while visiting a museum in Iowa. While Al's military history is distinguished and long, it is his uncommon skill at flying, building, and modifying experimental and antique airplanes that has earned him the unfailing respect of area pilots. He has either assisted or overseen the building of dozens of homebuilt airplanes over the years. When the time comes for final adjustments prior to a homebuilt initial test flight, Al Patton is the man who pronounces it ready to fly. His judgment in these matters is considered unimpeachable. Al is regarded most highly, however, for how much of himself he gives to others. Building or restoring a plane is a long, tedious, and time consuming process. Indeed, only one in ten experimental planes started make it to completion. When Al is asked to act as a consultant or to share his building skills, he donates many hours unselfishly to see the job through. His passion for flight is apparent to all who know him...
A. Russell - EDITOR'S NOTE:
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