Medals and Distinction

Below is a list of medals, awards, etc. that Austin received.  At this point I can only assume this is not a complete list but fairly close.  The majority of these medals were given to me back in the early 1980's and have not been seen by anyone except myself, and my father until just recently.  They were kept in the plastic bag along with the written description he provided at the time within a box inside a box.  I think that throughout my childhood and later on I only handled these maybe a total of five times.  It wasn't until earlier this year that I put them in a temporary display until a permanent home can be made for them. 

The tragedity with all of this also comes at the loss of a number of items I can only vaguely recall around the same time I was given these medals.  While living in Chicago our family drove back to Ford City, PA for a visit and Austin had given me a large bag full of patches and other items I only saw briefly.  Before leaving he secured the suitcase they were in to the top of our car and we set off home.  Somewhere along the Interstate our luggage fell off the roof and everything was lost forever.  To my knowledge, this is all that remains as Mary mentioned that his uniforms succumbed to moths a number of years back. 

Note:  the eagle and crest in the upper left hand corner was the center piece for the caps pilots wore.  In the lower right hand corner, I believe this is the piece Mary wore as a broach in their wedding photo.  In the photo it shows a gold piece very similar to this, but as color photos were rather new at the time the color may have been off in the actual wedding photo.  Also, I did not include here all of the written Commendations he received for action during WW2.  He received a few for various reasons during certain bombing runs on Germany for valor, leadership, etc... 

Air Medal-Awarded August 2, 1944 included 4 Bronze Oak Leaf Clusters

-Awarded Oak Leaf Cluster September 2, 1944 “For meritorious achievement while participating in sustained bomber combat operations over Germany and German occupied countries…”

-Awarded Additional Oak Leaf Cluster October 2, 1944
-Awarded Additional Oak Leaf Cluster December 15, 1944
-Awarded Additional Oak Leaf Cluster February 26, 1945
The Air Medal was awarded to personnel who, while serving in any capacity in or with the Armed Forces of the United States, shall have distinguished himself/herself by meritorious achievement while participating in aerial flight. Awards may be made to recognize single acts of merit or heroism, or for meritorious service.

American Campaign Medal - WW II
Awarded to service members performing either one year of consecutive duty between December 7, 1941 to March 2, 1946 within the continental borders of the United States, or performing 30 days consecutive or 60 non-consecutive days of duty outside the borders of the United States but within the American Theater of Operations. The American Theater was defined as the entirety of the United States to include most of the Atlantic Ocean, a portion of Alaska, and a small portion of the Pacific bordering California and Baja California. Service stars were authorized to any service member who was engaged in actual combat with Axis forces within the American theater. This primarily applied to those members of the military which had engaged in anti-U-Boat patrols in the Atlantic.

Armed Forces Reserve Medal - Air Force Version
Awarded November 17, 1954
6146th Air Force Advisory Group (ROK AF)-San Francisco, CA
Commander: Herbert L Daniels, Major.
Awarded to service members completing a total of ten years service as a member of a Reserve or National Guard component of the United States military. This service may be cumulative, provided that the combined ten years of service was performed over a period of twelve consecutive years. Voluntary recalls to active duty are not counted within the ten years of service nor is service within the inactive reserves (IRR).
The Armed Forces Reserve Medal is also awarded to any member of the Reserve of National Guard who is mobilized to an active duty status. In such cases, the ten year period criterion is waived and the Armed Forces Reserve Medal is presented regardless of time in service. The Mobilization device is awarded as an attachment to the Armed Forces Reserve Medal in all such cases of mobilization to active duty.
The Armed Forces Reserve Medal is a service wide decoration for all branches of the military and is presented to both officers and enlisted personnel.

Distinguished Flying Cross Medal
Awarded-April 9, 1945, received medal September 26, 1945
Awarded to any officer or enlisted member of the United States armed forces who distinguishes himself or herself in combat in support of operations by "heroism or extraordinary achievement while participating in an aerial flight, subsequent to November 11, 1918." The decoration may also be given for an act performed prior to that date when the individual has been recommended for, but has not received the Medal of Honor, Distinguished Service Cross, Navy Cross, or Distinguished Service Medal. During wartime, members of the Armed Forces of friendly foreign nations serving with the United States are eligible for the award. It is also given to those who display heroism while working as instructors or students at flying schools.

National Defense Service Medal
Awarded to anyone who serves on active duty in the United States military during a designated time period. In the fifty years since the creation of the National Defense Service Medal, it has been authorized for the following time periods; June 27, 1950 to July 27, 1954 for service during the Korean War; January 1, 1961 to August 14, 1974 for service during the Vietnam War; August 2, 1990 to November 30, 1995 for service during the Gulf War; September 11, 2001 to a date yet-to-be-determined for service during the War on Terrorism. For service in the Gulf War and War on Terrorism, it is also authorized for members of the military reserve provided they are a “military reservist in good standing.” The National Defense Service Medal is further authorized to students at the service academies, but is not granted to discharged or retired veterans who did not serve in one of the above time periods. The decoration is also not authorized to members of the inactive reserve. The award was intended to be a “blanket campaign medal” issued to any member of the United States military who served in a designated time period of which a “national emergency” had been declared. As of 2005, it is the oldest service medal which is still issued to the active military.

World War II (WWII) Victory Medal
Awarded to any member of the United States military who served on active duty, or as a reservist, between December 7, 1941 and December 31, 1946. The World War II Victory Medal was first issued as a ribbon, and was referred to simply as the “Victory Ribbon.” By 1946, a full medal had been established which was referred to as the World War II Victory Medal. There is no minimum service time limit for the issuance of the World War II Victory Medal, and the National Personnel Records Center has reported some cases of service members receiving the award for simply a few days of service. As the Second World War ended in August 1945, there are also cases of service members, who had enlisted in 1946, receiving the decoration without having been a veteran of World War II.

Chungmoo Distinguished Military Service Medal (image below)
Received Sept 29, 1955
Issued by Won Yil Sohn, Minister of National Defense, Republic of Korea
Translation:
....To Major Austin W. Simmons, 6146th Flying Training Group, USAF
Major Austin W. Simmons, United States Air Force distinguished himself by exceptionally meritorious service as communication advisor to the Republic of Korea Air Force from 1 November 1954 to 20 September 1955.  His enthusiastic and determined effort in formulating and monitoring the overall communication operation and expansion of communication organization of the Republic of Korea Air Force has contributed to the successfull accomplishment of the mission, especially he has yielded great benefit to the Republic of Korea Air Force by initiating the communication training for VHF/FM and Carrier Mechanics at Technical Training School, Fifth Communication Group, Fifth Air Force since 4 January 1955.  Major Simmons displayed his meritorious performance of duty in the Radar Training of ROK Air Force personnel at 502nd Tactical Control Group, Fifth Air Force since 17 January 1955.  When the ROK Air Force headquarters moved from Taegu to k-16 maintenance of all Telephone line and communication equipment were manipulated successfully by his precise planning and persistent efforts.  His outstanding devotion to duty reflected great credit upon himself, the Fifth Air Force and the United States Air Force.

Ribbons And Awards

Air Force Longevity Service Award included bronze oak leaf cluster
Awarded to U.S. Air Force personnel completing four years of Active, Reserve, or Air National Guard service. For those members of the Reserve and National Guard, service must have been in a drilling status with regular attending of weekend drills and annual training. The decoration is awarded to both officers and enlisted personnel, in contrast to service stripes which are only provided to enlisted members of the military. The award was first issued in 1957 by order of General Thomas D. White, Air Force Chief of Staff. It was primarily created as an Air Force equivalent to the service stripes used by other branches of the United States military to denote years of military service. Additional awards of the Air Force Longevity Service Award are denoted by oak leaf clusters. The award is retroactive to the founding of the Air Force in 1947.

European - African - Middle Eastern Campaign Medal Ribbon included triple bronze star cluster
Awarded for any service performed between December 7, 1941 and March 2, 1946 provided such service was performed in the geographical theater areas of Europe, North Africa, or the Middle East. For those service members who participated in multiple battle campaigns, service stars are authorized to the decoration with the arrowhead device awarded for any airborne or amphibious operations performed. The Fleet Marine Force combat operation insignia is also authorized for certain sailors. The following campaigns are recognized by service stars to the European-African-Middle Eastern Campaign Medal: Egypt-Libya: 11 Jun 42 - 12 Feb 43; Air Offensive, Europe: 4 Jul 42 - 5 Jun 44; Algeria-French Morocco: 8-11 Nov 42; Tunisia: 12 Nov 42 - 13 May 43; Sicily: 14 May 43 - 17 Aug 43; Naples-Foggia: 18 Aug 43 - 21 Jan 44; Anzio: 22 Jan 44 - 24 May 44; Rome-Arno: 22 Jan 44 - 9 Sep 44; Normandy: 6 Jun 44 - 24 Jul 44; Northern France: 25 Jul 44 - 14 Sep 44; Southern France: 15 Aug 44 - 14 Sep 44; Northern Apennines: 10 Sep 44 - 4 Apr 45; Rhineland: 15 Sep 44 - 21 Mar 45; Ardennes-Alsace: 16 Dec 44 - 25 Jan 45; Central Europe: 22 Mar 45 - 11 May 45; Po Valley: 5 Apr 45 - 8 May 45. For those service members who did not participate in a designated battle campaign, the following "blanket campaigns" are authorized to the European-African-Middle Eastern Campaign Medal, denoted by service stars: Antisubmarine: 7 Dec 41 - 2 Sep 45; Ground Combat: 7 Dec 41 - 2 Sep 45; Air Combat: 7 Dec 41 - 2 Sep 45.

Air Force Good Conduct Medal Ribbon
Awarded to any enlisted member of the United States military (except U.S. Air Force personnel after 2006) who completes three consecutive years of "honorable and faithful service." Such service implies that a standard enlistment was completed without any non-judicial punishments, disciplinary infractions, or court martial offenses. If a service member commits an offense, the three-year mark "resets" and a service member must perform an additional three years of discipline free service before the Good Conduct may be authorized. The Air Force Good Conduct Medal which was authorized by Congress on July 6, 1960, but not created until June 1, 1963. Between 1947 and 1963, Air Force personnel were issued the Army Good Conduct Medal. For those serving both before and after 1963, both the Army and Air Force Good Conduct Medals could be worn simultaneously on an Air Force uniform. The 97th Air Force Uniform Board met in October 2005 and made the decision to discontinue the medal with the rationale that good conduct of Airmen is the expected standard, not an exceptional occurrence worthy of recognition. On 8 February 2006, the Board announced that effective immediately new medals will no longer be issued, but previously awarded medals that are a matter of record may still be worn. Additional decorations of the Air Force Good Conduct Medal are denoted by oak leaf clusters.

Cluster definitions.  These were pinned across certain ribbons.

Four Bronze Oak Leaf Cluster
Bronze and Silver Oak Leaf Clusters are common devices placed on many United States military awards and decorations signifying multiple bestowals of a particular award. The number of oak leaf clusters indicates the second and subsequent awards of the decoration. One single oak leaf cluster, for example, is attached to the designated award and denotes a second award of that particular decoration. Service members do not wear more than one service ribbon on their ribbon rack even when they have received the award more than once. Instead, multiple awards are shown by attaching the oak leaves to the ribbon. One single oak leaf denotes the second award of that particular decoration. Two oak leaves denotes three awards. Four denote five awards. When the sixth award of a specific decoration is bestowed on the individual, a single “silver” bronze oak leaf is placed on the ribbon (as opposed to five bronze oak leaves). Oak leaves are most commonly employed by the U.S. Army and U.S. Air Force to denote multiple awards. The U.S. Navy, Marine Corps and Coast Guard typically employ Gold and Silver Stars to signify multiple awards. Specific use of these devices, however, vary between services.

Triple Bronze Star
A service star, also referred to as a battle star, campaign star, or engagement star, is an attachment to a military decoration which denotes participation in military campaigns or multiple bestowals of the same award. Service stars are typically issued for campaign medals, service medals, ribbon awards, and certain military badges. Service stars are different from award stars, which are issued for multiple awards of meritorious and combat decorations. The United States military issues bronze and silver and gold service stars, with a silver service star issued “in lieu” of five bronze. For instance, six campaigns, served on a campaign medal, would be annotated by one silver and one bronze service star. In some situations, service stars are only issued after the second award of a decoration. For instance, three awards of a Sea Service Ribbon would be annotated by the ribbon with two bronze service stars. The United States Army also occasionally issues award numerals, instead of service stars, to denote multiple awards of certain ribbon decorations. In addition to award numerals, the United States Army uses the same Gold award star that is worn on many Navy, Marine Corps and Coast Guard decorations to denote the tenth and final award of the Army Sea Duty Ribbon. Service stars issued for actions in which a United States Navy vessel participated are also placed on campaign streamers, which are affixed to the U.S. Navy flag. The regulations for this originated in 1942, which defined naval campaign areas and designated engagements. Participation in such engagements, by ships and by individuals, was then denoted by service stars. The United States Army followed a very similar practice with ground campaigns and battle engagements. A common point of confusion is to confuse bronze and silver service stars with the Silver Star and Bronze Star Medal. The main difference between the two is that the Bronze and Silver Star Medals are individual decorations while service stars are worn on awards and are not individual decorations or medals.

Media

Below are but a handful of articles pertaining to Austin later on in his career.  Rather than writing about what you can simply read in each article, I'm just posting them up in their original size to make them easier to view.  Some did not have any dates associated or printed on them as well as publication names, so I can only guess as to when these were circulated.

Below is the actual photo used in the article above.

Complete List of Combat B-17's Flown in WW2

Kevin Wilson of the 381st.org sent me a complete list of the planes flown by Austin during WW2.  To date I've only found a couple of photos of him standing in front of The Alamo which he flew later in the war so this list along with the serial numbers of the plane along with his crew has helped tremendously.  I've tried to locate as many images of the nose art and have included them below to the best of accuracy as I could. 

Planes are listed in order as per his mission log.

-Wild Bill (MS-Z)42-37538 (used in 2 missions, first mission ever-he was co-pilot.)
-In Like Errol (MS-M)42-102590 (used in 2 missions, named for Errol Flynn.  Plane was lost on 3/30/45.)

-Feather Merchant (MS-Y)42-37553 (the original Feather Merchant was lost on 10/8/43)

-Stage Door Canteen (MS-R)42-31990 (named by Vivien Leigh, Lawrence Olivier and Mary Churchill).

-Columbus Miss (MS-N)42-97313 (used in 2 missions)

-Me & My Gal (MS-W)42-40017 (note: this plane was salvaged and renamed twice Miasses Dragon and Assend, I was unable to locate a photo with the nose art Austin flew.)
-Hells Angel (MS-P)42-97265 (note: there were two Hells Angel's in the 381st, the other was shot down 8/17/43)

-Los Angeles City Limits (MS-U)42-107018 (used in 4 missions)

-Tomahawk Warrior (MS-X)42-97267

-Pair of Queens Gee & Bee (MS-J)42-38127 (used in 3 missions, flew once as co-pilot.)

-Dee Marie (GD-K)42-97076 (flew as group lead, plane loaned from the 534th)

-no name (PFF) (GD-J)44-8036 (loaned from the 534th)
-no name (VP-N)44-8175 (used in 2 missions, planed loaned from the 533rd)
-The Alamo (MS-L)44-8228 (used in 2 missions)

-Sunkist Special (MS-I)42-97625 (used in 2 missions)

-Crack O' Dawn (MS-S)43-38998 (loaned from the 533rd, flew as group lead)
-no name (PFF) (VP-U)44-8196
-no name (MS-N)44-8402 (used in 2 missions)

Living Life.

At some point within the past 15 years I was given a couple of photo albums with misc., childhood photos of my father that also included a number of photos of Mary Jane and Austin just living.  Below are a but a handful of those photos and shows what life was like for the young couple.  My guess is that most of these were taken either in Eastern Canada or the coast of Maine with the exception of the photo of Austin on the beach in FL.  I can only speculate that this photo was taken when he met his crew prior to shipping off to England to fight in the war.  I will also take a guess that the child in these photos is of my father and their first born child, Darl.  Most of them are not identified on the back, those that are I've included what's written. 

Austin at Sarasota Beach, FL.  "The birds would catch every peanut that was thrown their way."

Austin at Ganden (sp?) Lake.  (child really resembles Darl in photos at that age.)

Austin on Coal Boat (could also read Caal Boat?)

Austin making ice cream.

Austin on the wharf at Catalina.

Mary Jane fishing.

The photo below was not marked on the back like so many I pulled from the two albums.  It shows their Christmas tree along with a photo of Austin in uniform in front and their marriage photo hanging high on the wall in the background.  There are also a bunch of toys under the tree which I can only assume were for either Darl or Darl and Karen. 

Florida 1944

About a month ago I received a correspondance from Steven Johnson who was Angus Johnson's son (passed away in 1963).  After corresponding a bit we traded photos and I received the following photo's taken in Florida, 1944.  This was the time when Austin met and received the crew he would command throughout their time during the war.  I want to take this time to thank Steve for these photos.

The crew, Lt. Austin Simmons back row, 2nd from the left.  Angus Johnson, front row kneeling in front of Austin.

Lt. Simmons and ?? at the beach in West Palm Beach, FL May 19, 1944.

Fast forward to November 2nd, 1944, Austin took a flight up to Spetchley Park near Worcester, England.  It is unclear exactly the reason for this visit.  However, Spetchley Park was used by the 8th Air Force after the Battle of Britain as a place for its pilots to recuperate.  It is also unclear if his entire crew accompanied him on this trip or not.  I would suspect they may have as Angus Johnson took this photo of the outside of the building: 

The Pilot, Instructor and Once Again, the Soldier

Major Austin W. Simmons

A little over a decade after being called to Active Duty Cpt. Austin Simmons was promoted to Major effective April 19, 1955 despite a minor setback with the rejection of his application to become an officer in the Regular Army. A month later the promotion outlined in the April 19th letter was revoked. The reason was simply a clerical error for Cpt. Simmons was promoted to Major on July 31st, 1947 by order of the President of the United States.

It has to be noted here that Austin had only a high school education and unlike so many of those officers who stayed in the ranks had no formal schooling nor was a graduate of West Point. The advantage he had was a commission during war time in which he was able to capitalize on and use to better himself and his family. This is in no way demeaning by any means, as it is thought that promotions during war time carry more prestige, honor and are more deserved. It has been documented on many occasions and relayed by those who knew him personally that he was a very bright individual but lacked that piece of paper to back him up.

The promotion in rank in July 1947 would be his last until right before his retirement in 1963 when he was promoted to Lt. Colonel and then retired. From what his wife Mary told me this did bother him a bit so much so that it is well documented that he took a number of advanced military education courses throughout his lengthy career and received many diplomas within the military education system. If you take into consideration that he was given command of a strategically important radar base in Iceland right as Vietnam and the Cold War was acceleration I would dare to speculate that his superior officers saw in Austin an extremely intelligent and capable officer, yet had their hands tied when it came to promoting an individual without the backup of a college degree. Haven taken that into consideration I wonder what course his career would have taken him had he obtained a degree.

Despite being a Major and having already proven himself to be a skilled B-17 pilot during combat, Austin still pursued the life of a pilot and on June 24, 1955 he officially became rated as a Senior Pilot.
Two years later on April 3, 1957 he was appointed as an Instructor and a Test Pilot for the B-25 Mitchell while stationed at the 766th AC&WRON in Maine. The twin engine B-25 medium bomber was much smaller than the four engine B-17 that launched his career that became famous in 1942 during the Doolittle Raid on mainland Japan.

B-25 Mitchell

It is important to note and I will try and delve into this a bit further as more substantial documents surface to back this up, but while serving towards the end of the Korean War Major Simmons was again called upon to fly combat missions.  This time it was in what he called 'kiddy cars', comparing the flight characteristics of the B-17 to his new weapon, the F-86 Sabre.  Rather than lengthy bomb runs his target was the Russian MiG-15's against whom he would give chase until his fuel supply or national borders would force him to turn and call off the fight.  When he spoke about this in 2004 he recalled that at the time the MiG pilots wanted nothing to do with the American Sabre's and would always turn and flee.  He did get close enough to fire his weapons but was not credited with any kills.  Apparently the Air Force lacked enough experienced pilots and were losing jets and pilots to rooky mistakes.  Major Simmons flew each mission with two 'wingmen' who were there to watch and learn from the more experienced pilot.  Often as he recalls they would land with a 'dead stick' meaning that they had run out of fuel and had to mountain hop their way back to base catching the airflows off the mountain ranges to keep their warbirds in flight. 

F-86 Sabre's in formation over Korea, circa 1954.

Towards the end of his career he was still learning new aircraft and on July 1, 1961 he was designated as Aircraft Commander in R4D type aircraft.  The R4D or Douglas C-47 Skytrain, commonly known as Dakota was used primarily as a military transport plane during WW2 and throughout the 1950's. 

C-47

Military Education Courses:
Dec 9, 1949: Military Management, Great Falls AFB, Great Falls, MT (Note: Spelled his name ‘Auston’)
Mar 17, 1951: Electronics Officers Airborne Course, Keesler AFB, MS
Feb 23, 1954: Advanced Communications Electronics Officer Course, Keesler AFB, MS
July 1, 1954: Officers Leadership, Air Training Command, Mather AFB, California
March 1, 1957: Interceptor Controller, Air Training Command, Tyndall AFB, Florida
Sept 17, 1957: Military Affairs Course, Air University Extension Course Institute
Dec 6, 1957: Air Defense Command Controller Proficiency Training Course, 4750th Air Defense Group (WPNS), Yuma, AZ
Jan 24, 1958: SAGE Familiarization Course XX1616-3, SAGE Technical Training Sqdrn, 3380th Technical Training Grp, Waltham, MA
Mar 12, 1959: Command And Staff School Course No. 3, Extension Course Institute, USAF
June 10, 1960: Graduated Command And Staff College at Maxwell AFB, Alabama, Air University
June 19, 1961: Fund Prin Guided Missiles, Extension Course Institute, USAF
Jan 8, 1962: Government Contract Course #7801 at Gunter AFB, Alabama, Extension Course Institute, Air University.
June 15, 1962: ‘The Economics of National Security’ from the Industrial College Of The Armed Forces, scoring in the upper 25 percent of graduates.

And on June 10, 1960 Mary J. Simmons received a Distaff Diploma from the Air University ‘for having cooperated with Command and Staff College and withstanding the onslaught of Demanding Air Force Requirements, And In General Being A Major Influence In The Satisfactory Completion Of The Resident Course By Her Husband…’

Another Icelandic Rescue: Mrs. Anne Marie Nielson

One of the other (few) stories I heard of my grandfather usually came in conjunction with the rescue of Airmen Mangone (previous entry), although the details were few and often seemed to be told with a bit of hesitation.

Last evening I came upon a document that seems to support and shed a bit more light on this story.  So here I will relay what I've heard along with what little light is shed in this document.

The story takes place sometime in early 1961, although the exact date is still a bit of a mystery.  At the time, Major Austin Simmons was in command of the H-1 base in Iceland, 932nd ACWRON.  A distress call came from Mestersvig, Greenland which was approximately 550 nautical miles due north of his location.  The call was an emergency with a response required immediately and again Major Simmons personally took command of the mission. 
Mary had always said that the woman in trouble, Mrs. Anne Marie Nielson, went into labor with a tubal pregnancy and her life was in jeopardy.  Thus the urgency of the mission. 
The call came in at 2130 hours and apparently during preparations for departure the crew discovered a problem with the radio, something that was urgently needed and required for a mission anywhere north of H-1 as there was only radio beacon available as an aide.  By 2300 they had the radio repaired and were on their way north to the woman in trouble. 
The trip took them up to King Oscars Fjord which required them to land on a snow covered field to pick up the critically ill woman.  According to the commendation issued by Col Benjamin G. Willis on April 25, 1961 they accomplished the mission delivering the patient to Keflavik Airport in record time, saving her life. 

Iceland and Airmen Michael Mangone

I'm jumping quite a bit ahead here, all the way to the end of Austin's military career.  But I had the opportunity yesterday to speak with Reed Thomas who served in Iceland at the most remote and hostile US radar site during the Cold War:  H-4 as part of the 934th Aircraft Control and Warning Squadron.  He also runs the website which keeps that little known bit of history alive:  http://www.usradarsitesiceland.org/.

Reed was good friends with Michael Mangone (Mike) who also served on H-4 and H-1 from 1960-61 and was until recently, the Memorabilia Chairman of the site/memorial foundation. 

The story of Airmen Mangone and my grandfather was one of the few stories that were ever really told in any detail.  My grandfather was never a braggard and was an extremely humble individual, who told me a couple months before his passing when asked about his experience during the war, 'I didn't do anything special.'  Like so many stories, this one had become extremely skewed and off by the time it reached me so I was excited to finally after twenty years to hear what really played out that day.  I believe the last version I heard was that he had rescued a Navy SeaBee and had to land on a volcanic beach in a large C-130. 

Below is what really transpired.

There were four radar sites in Iceland which were initially set up during WW2 by the British and eventually taken over and added to by the United States as the threat of Soviet aggression towards the US intensified with the Cold War. 
Two of the US bases were located towards the bottom of Iceland (H-1 and H-2) with the other two (H-3 and H-4) located much further to the north close to the pole.  Major Austin Simmons was in command of H-1 from 1960-1961. 
As was mentioned, H-4 was the most remote of the four radar sites and also the most inhospitable.  As Reed Thomas put it, it was not uncommon for the wind to topple a deuce-and-a-half and max out their equipment which could only read wind speeds up to 135mph.  The base was located near a mountain in which a road just wide enough to accomodate 'a deuce-and-a-half and the width of a sheet of paper', as Reed put it, ran seven miles to the top where the radar dome was located. 
Flying in and out of the H-4 was a feat in and of itself.  The runway was only 800 ft long and the approach as Austin recalled in the 2004 interview, was extremely difficult as there was very little to guage your elevation in relation to the ground and pilots risked 'pancaking' their planes into the snow and ice.  Needless to say there were very few pilots who had the skill or the courage to fly up there, even under the best conditions and preperation.
Due to its inhospitable location, H-4 only lasted a handful of years as it and the rest of the base required constant upkeep.  As Reed put it, 'It took us four years to build it and took the weather four years to tear it down.'
Mike was put to the task of disassemblying the radar at the top of H-4 prior to it's closure.  After their workday on July 30, 1961, he and two others were descending the seven mile road back to base when the deuce-and-a-half lost its brakes.  Two of the men successfully jumped from the truck while Mike became entangled and ended up having the two and a half ton truck roll on top of him, breaking multiple bones and inflicting a lot of injury to his entire body.
The call went out that they had a severly injured Airman and Major Simmons, the H-1 base commander, took the initiative and responded.  Grabbing the Priest as he thought they would need to issue last rights, they both boarded the L-20 (a small single engined plane) and took off for H-4 and Michael Mangone.  It is important to note that the Air Force had SA-16 rescue planes at their disposal, just not the pilots trained well enough for a mission like this.

The Canadian built DeHavilland U6-A 'Beaver' or L-20

While in flight those who were still stationed at H-4 took to the task of pulling the heavy truck off of Mike and had to employ the use of a wrecker to do so. 

As Reed put it, 'The flight up was dangerous and the flight back just the same.'  According to the historian Fridthor Kr. Eydal who writes about the Icelandic Air Defense, planes landed and left the same day.  There was no place to store a plane up there over night or even to tie it down.  Given the verocity of the wind, it could flip a plane easier than that of the heavier, boxy military trucks.

Major Simmons received a commendation for the rescue on August 3, 1961 in which the second paragraph stated, 'Your unhesitating and unselfish response to the need for assistance, combined with your excellent knowledge of the terrain enroute and in the vicinity of H-4 was of invaluable assistance to Captain Lenhart and was a major contribution in the safe accomplishment of a flight made under very difficult weather conditions for a single engined aircraft.' ~Col. O B Steely

In the end, Mike survived and corresponded frequently with my grandfather.  As Reed put it, 'It was rare for an enlisted man to have a close bond to a superior officer.  Maybe he would respect him, but rarely would there be a close bond.  Mike had a very close bond to your grandfather.' 

Michael Mangone passed a couple weeks before Austin did on March 11, 2010 due to a heart attack.  I'm certain they're both having a cup of coffee together right now.

Letter dated 11/30/2002 from Michael Mangone to Austin with accompanying photo of Mike while up in Iceland.

The letter reads,

Sir;

Enclosed are some orders, and other items I liberated from boxes that were stored in an old truck on my property.  Hope you have fond memories of your time at the 932.

Thanks again for the plane ride to the hosp.  Hope you can make it to the reunion in April.  It would be great to get a picture of you and I standing by the L20 they have restored.

Thanks again

Micheal Mangone

Certificate that was given to those leaving Iceland by their commanders.  This one was given to Michael Mangone and signed by Maj. Austin Simmons.  It was a bit of a joke that played on the harsh conditions these men faced up there.

Post War Commission

Austin and his new family began life in the post war era and began the traditional military hopping around the country from base to base.  Between his marriage and the years leading up to the Korean War he held a number of different positions at different bases. 

Before I get into the history of their military trek across the country it is important to note some of the events that played out behind the scene so to speak.  As was stated earlier, his new wife was not too thrilled about his making a career out of the Air Force despite Austin's wish.  Sentiments she later cherished.  However, despite his illustrious career with the 8th Air Force and how highly regarded he was both as a pilot and as a commander, the military began the process of downsizing it's ranks-something Cpt. Simmons quickly learned. 

In December 1945 the 79th Congress issued legislation which outlined the requirements for the post war army.  Within that legislation it permitted an increase of Regular Army Officers from 25k to 50k.  However, the War Department had no interest in filling all of those vacancies. 

On September 1, 1946 Captain Simmons received a letter from Major General Edward F. Witsell outlining the 5 reasons why the War Department had passed on his application for appointment into the Regular Army.  He was offered a chance to reapply per paragraph 4 which it looked like he had done. 

On October 9, 1947 his application was once again rejected by Major General Witsell.  The first line of paragraph two read, 'Your competitive standing among the great many officers who applied for regular commission was not sufficiently high to permit your appointment.'  It then went on to outline his patrotism during war.

Cpt Simmons April 1946.

At some point in 1947 (undated correspondence to Cpt. Simmons) he was relieved of Active Duty.  The order came from the Newfoundland Base Command to Cpt. Simmons who was then stationed at Gander Airfield in Newfoundland. 

On May 26, 1947 he received instructions and the initiative from Lt. Col James H. Reiter to apply for a commission within the Reserve Officers Corps.  A little over two months later he received a written response from the same Lt. Col Reiter that, 'The Secretary of War has directed me to inform you that by direction of the President, you are tendered appointment in the Officers' Reserve Corps, Army of the United States, effective this date...'  The date was July 31, 1947.

Note:  as you will see in the chronology below he was transferred from an officer in the Army (Army Air Corp) to that of an Air Force officer in September of 1947.  The Air Force came into it's own on September 18, 1947 under the National Security Act of 1947. 

    
Chronology from marriage through 1947:

May 20-July 21, 1945:               B-17 pilot - Memphis, TN

July 22-Sept 7, 1945:                Co-pilot domestic transport- Ft. Dix, NJ

Sept 8, 1945-Jan 9, 1946:         Asst Oper Control Off - Ft. Dix, NJ

Jan 10-June 30, 1946:               Asst Mat Operations Off - Cincinnati, OH

July 1-Oct 13, 1946:                 Asst Mat Operations Off - Memphis, TN

Oct 14-Nov 13, 1946:              Asst Mat Operations Off - HqATLD ATC LI (Long Island?), NY

Nov 14-Nov 21, 1946:             Enroute to join - Newfoundland

Nov 22-Dec 31, 1946:              Casual, Awaiting assignment - Newfoundland

Jan 1-Jan 10, 1947:                   Casual - Newfoundland

Jan 11-Jan 29, 1947:                 Operations Off - Newfoundland

Jan 30-July 1, 1947:                  Admin Off - Newfoundland

July 2-March 31, 1948:             Admin Off - Ft. Pepperell, Newfoundland

(Trfd to Dept of AF per Transfer Order #1, NME, 26, Sept, 1947)

Master B-17 Pilot

On May 20, 1945 the newly married Cpt. Austin Simmons was again assigned as a B-17 pilot in Memphis, TN.  There is a bit of speculation about his having flown the infamous 8th Air Force B-17 Memphis Belle. If there were ever a time in his career for doing so, it would have been during his time in Memphis, TN from May 20 to July 21, 1945. The original Memphis Belle was decommissioned as a combat aircraft on June 8, 1943, well before Lt. Simmons made it over to the European Theatre and was used back in the States as a show piece to garner support for the purchase of war bonds.  However, most of it's flights within the United States during the 31 city war bond tour were performed by various components of it's original crew.  I have not found any evidence yet to support the stories about his piloting this aircraft.  I can only speculate that if he did, it was for relocation purposes, etc...

6/11/2010 Edit:  In the 2004 interview with Austin his daughter Karen asks about the Memphis Belle and he confirms that he never flew or saw the plane.  Saying only that it was part of the 8th Air Force. 

End Edit

It should come as no surprise that the Air Force would have him return to the plane he flew so successfully. During his short leave right after completing his 30th combat mission and prior to his marriage, Cpt. Simmons was pulled aside and awarded one of the most prestigious flying awards a pilot could receive: The Distinguished Flying Cross. Which was awarded to him on April 9, 1945.

Cpt. Simmons receiving the Distinguished Flying Cross 1945.

The order, which read in part, “For extraordinary achievement while serving as Pilot of a B-17 airplane on bombing missions over Germany and German occupied territories, 1 August 1944, 8 August 1944 and 15 October 1944. The superior airmanship and singular determination evinced by Captain Simmons resulted in the successful completion of the operations. Although the aircraft which he was piloting sustained severe battle damage on 1 August 1944 and 8 August 1944 Captain Simmons expertly maintained control and succeeded in accomplishing the return flight to base….”

No surprise, the government ran out of medals to hand out and finally on September 26, 1945 did he actually receive the actual Distinguished Flying Cross medal.

It would seem that every time he turned around he was being issued medals and written commendation. His training instructors prior to the war as well as his wartime commanding superiors definitely saw something great in his flying skills as was evidence in their accompanying him on many missions rather than with other pilots.

August 12, 1944, 2nd Lt. Simmons was awarded the Air Medal ‘for meritorious achievement while participating in sustained bomber combat operations of Germany and German occupied territory….’

Written notification of Air Medal, 12 August, 1944.

He would later go on to receive multiple oak leaf clusters to accompany the Air Medal on October 2nd, December 15 and February 26, 1945

On October 27, 1944, 1st Lt. Simmons was issued a written commendation for the October 15, 1944 mission he flew as leading aircraft where the target within Cologne, Germany was destroyed. It was written that he ‘performed his duties in an outstanding and superior manner.’

Given the amount of successful combat and non-combat flight time he had under his wings, it was very apparent that Austin was a natural and skilled pilot. As we shall see later in his career he would be called upon to train other young pilots in combat and non-combat roles.

Photo of his Air Medal with Oak Leaf Cluster (left) and Distinguished Flying Cross (right) taken May 2010.

Mary Jane Smith

The photo of himself and Mary Jane Smith carried in his wallet throughout the war.

February 25, 1945 marked Captain Simmons last combat mission of the Second World War. Three days later he began the lengthy process of returning back to the United States and taking a much needed vacation. He was given leave through May 19, 1945.

“I now pronounce you man and wife. You may now kiss the bride.” smiled Reverend Moore. It was April 21, 1945 and Mary Jane Smith had just become Mrs. Austin Wilbourne Simmons inside the Ford Memorial United Methodist Church in Ford City, PA.

The alter of the Ford Memorial United Methodist Church.

Even Hollywood would be hard pressed to come up with a story such as theirs. An aspiring fashion model marries pilot and war hero.

Austin was born in Catalina, New Foundland on June 14, 1921.  At the age of two he immigrated to the United States with his parents Robert and Esther along with his younger brother Kevin.  Their journey took them through Ellis Island on September 27, 1923 where their last name was altered slightly from Simmonds to Simmons.  Austin, the eldest son, would eventually be big brother to thirteen brothers and sisters after the family settle down in a small town an hour and half north of Pittsburgh.

At 6'2" tall Austin was a natural at sports and went on to play basketball for Ford City High School.  But it wasn't just all brawn, the brains and intellect that would become apparent later in his career started to shine through as he played sousaphone in the band, collected poetry and participated in a class play.  Obviously, Austin chose service to his country in lieu of a college education a fact that went unnoticed well into his military career except on paper.  While in command of a base in Iceland during the Cold War, a visiting ranking commander issued a written commendation making note that the professionalism and intellect of Major Simmons gave him the impression that he was dealing with a highly educated individual. 
Regardless of his size, he still was subject to a bit of ribbing and due to his thick, curly red hair friends called him 'Red.'  He also earned the nickname 'Ozzie' which stuck with him well into his adult life. 

High School Senior Year Book page, 1939.

Young Austin finished up high school in 1939 and briefly went to work for PPG as a glass worker.  Then he, like so many of his generation, accepted the call to serve his country and enlisted in the Army.  And like a Hollywood love story of the time he met the love of his life, Mary Jane Smith before starting his military training and shipping off to England.  For two years they wrote back and forth with the occassional rendevous inbetween Austin's pilot training. 

In August of 1943 Mary made the trip down to Sumter, SC to visit him briefly.  She stayed briefly in Ye Old Guest House and took a moment to send a postcard back to her mother in Ford City,
'Mum, We got here Thursday night & haven't our suitcases yet.  Austin just phoned.  He sure is happy.  He is meeting us tonight at 8:00 Bus terminal.  This is the place we're staying.  Mary'

After the war they were finally married and a little over a year later they had their first born, Darl L Simmons in August 1946.  A few years later their first daughter was born, Karen K Simmons in 1949.  Followed later by Corey L in 1955 and Gregory K Simmons in 1961. 

Initially Mary was opposed to Austin's decision to remain in the Air Force, but is now thankful he did as the life and opportunities afforded to their young family were more than should could dream of. 

Wedding photo.

The war was in its last few months, but finally over for the new family. Rationing here in the States was still in effect as they drove off in their 1941 Pontiac.

April 21st also marked the issuance of one of the last commendations he would receive for his participation in the war effort. It was written,

To Captain Austin W. Simmons of the 381st Bombardment Group (H), while serving as Pilot—High Squadron for performing his duties in an outstanding manner to the success of the strategic bombing effort against an enemy of the United States in the European Theatre of Operations on the Mission to Munich, Germany, 25 February 1945.

(signature illegible)
Brigadier General, USA, Commanding


Countersigned:
Conway S. Hall, Lt. Colonel

Mary Jane Smith

 
 

School photo 1940, age 14.

Age 14.

Mary Jane with a parrot on her shoulder.

Mary Jane and Austin Simmons.

Mary Jane and Austin Simmons September 1990.