| The C.E. Daniel Collection |
| Ensign Horace Edward Spears VF-20 "Fighting Twenty" United States Navy Reserve - KIA - |
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| This page is dedicated to the brave service of Ensign Horace Edward Spears, Ensign Gustave Wilbur, the men of VF-20, and the aviators of the United States Navy who served with dedication and distinction during WWII. If anyone has any additional information relating to Ensign Spears or any of the other gentlemen mentioned on this page, I would enjoy hearing from you. |
| Two photographs above of Ens. Joseph E Cox, lost over Yap Island, September 6, 1944, while flying an F6F-5 Hellcat with VF-20 from the USS Enterprise. Cox is standing to the far right, rear row of the family photo. The two photographs above were used with the kind permission of Pat Ranfranz, through his website: www.missingaircrew.com. Mr. Ranfranz is doing tremendous work on behalf of our WWII aviators lost in the Pacific Theater. Take the time to see his website and help support him in his endeavor. |
Above: A letter written by Mrs. Fred Cox to the mother of Horace Spears, dated February 21, 1945. By this time, Mr.
and Mrs. Spears had already learned the fate of their son. Mrs. Cox's son, Ensign Joseph E Cox, was a
squadron-mate of Horace Spears in VF-20. At the time of this letter, Mrs. Cox had been informed that her son
Joseph was missing in action. It would be quite a long time before the Cox family would learn that Joseph had been
killed in action. Years later, his aircraft would be located on Yap Island, in the South Pacific. (For additional
information concerning Cox and the finding of his aircraft, visit www.missingaircrew.com.)
and Mrs. Spears had already learned the fate of their son. Mrs. Cox's son, Ensign Joseph E Cox, was a
squadron-mate of Horace Spears in VF-20. At the time of this letter, Mrs. Cox had been informed that her son
Joseph was missing in action. It would be quite a long time before the Cox family would learn that Joseph had been
killed in action. Years later, his aircraft would be located on Yap Island, in the South Pacific. (For additional
information concerning Cox and the finding of his aircraft, visit www.missingaircrew.com.)
A recent addition to my private collection was an extensive grouping related to Ensign Horace "Ed" Edward Spears,
United States Navy Reserve, assigned to VF-20, the Fighting Twenty. This very extensive grouping includes a literal
pile of paperwork relating to Spears Naval career, his flight log book, photos, medals, insignia, Western Union
telegrams and award certificates. Also found among his items were personal letters from his commanding officer,
Navy Cross winner and ace, Cdr. Frederick E. Bakutis, and a letter from the Secretary of the Navy during WWII,
James Vincent Forrestal.
What makes this such a special grouping to me is the fact that Ensign Spears did not survive the war, while fighting
in defense of our great nation. His items were kept together apparently by a loving family and well preserved for
nearly 66 years before finding their way into my private collection. I am honored and humbled to have the
opportunity to not only have possession of these items and ensure their preservation, but to be able to tell at least
part of his story. Like all of our servicemen who failed to return home from the war, Ensign Spears deserves
recognition for his sacrifice. I hope in some way, this page provides a fraction of the recognition he deserves.
United States Navy Reserve, assigned to VF-20, the Fighting Twenty. This very extensive grouping includes a literal
pile of paperwork relating to Spears Naval career, his flight log book, photos, medals, insignia, Western Union
telegrams and award certificates. Also found among his items were personal letters from his commanding officer,
Navy Cross winner and ace, Cdr. Frederick E. Bakutis, and a letter from the Secretary of the Navy during WWII,
James Vincent Forrestal.
What makes this such a special grouping to me is the fact that Ensign Spears did not survive the war, while fighting
in defense of our great nation. His items were kept together apparently by a loving family and well preserved for
nearly 66 years before finding their way into my private collection. I am honored and humbled to have the
opportunity to not only have possession of these items and ensure their preservation, but to be able to tell at least
part of his story. Like all of our servicemen who failed to return home from the war, Ensign Spears deserves
recognition for his sacrifice. I hope in some way, this page provides a fraction of the recognition he deserves.
Judging from his 2nd grade, 1932 report card of nearly straight A's, Horace
Edward Spears was a smart and studious young man. A photograph of him
near a civilian aircraft prior to his entrance into the United States Navy shows
an interest in aviation at a relatively young age.
Horace Edward Spears was born on February 20, 1924, Altus, Oklahoma.
Spears enlisted in the United States Naval Reserve on June 13, 1942. He
received his wings and was commissioned an Ensign on August 14, 1943, at
the Naval Air Training Center, Corpus Christi, Texas. Spears attended Carrier
Qualification training, and following its successful completion, was posted for
active duty with fighter squadron VF-20 on November 12, 1943, aboard the USS
Enterprise.
The USS Enterprise arrived in Pearl Harbor on November 6, 1943, just days
before Spears joined the ranks of VF-20. The Enterprise returned to action on
November 19, 1943, off of the Gilbert Islands. The USS Enterprise would take
the fight to the very shores of Japan, along with 12 other new carriers. The
Enterprise would not return to the United States for 560 days. Ensign Spears
would unfortunately never return.
Edward Spears was a smart and studious young man. A photograph of him
near a civilian aircraft prior to his entrance into the United States Navy shows
an interest in aviation at a relatively young age.
Horace Edward Spears was born on February 20, 1924, Altus, Oklahoma.
Spears enlisted in the United States Naval Reserve on June 13, 1942. He
received his wings and was commissioned an Ensign on August 14, 1943, at
the Naval Air Training Center, Corpus Christi, Texas. Spears attended Carrier
Qualification training, and following its successful completion, was posted for
active duty with fighter squadron VF-20 on November 12, 1943, aboard the USS
Enterprise.
The USS Enterprise arrived in Pearl Harbor on November 6, 1943, just days
before Spears joined the ranks of VF-20. The Enterprise returned to action on
November 19, 1943, off of the Gilbert Islands. The USS Enterprise would take
the fight to the very shores of Japan, along with 12 other new carriers. The
Enterprise would not return to the United States for 560 days. Ensign Spears
would unfortunately never return.
| Above: A letter of recommendation from Spears' grade school principal, Bob Durham, speaking on his character and his drive as a young man. |
| Above: Spears United States Navy Naval Aviator identification wallet, with his Navy issued identification cards. It shows his Naval aviator number as: C-9065. |
| A special thank you to David Jiminez. It is through his efforts that these items were located and presented into my collection for continued preservation. Without his help, this grouping would not have been possible. |
| A second letter from Mrs. Cox to Mrs. Spears dated December 19, 1945. At the time of this second letter, the Cox family still did not know the fate of their son. |
Spears Flight Log:
The flight log of Horace Spears begins with his first flight in February of 1943 in Corpus Christi, Texas. The log
book appears to cover most of his training time as a cadet, and continues on until his final training, where he is
introduced to the aircraft he will eventually fly in the combat zone. Unfortunately, Spears' combat flight log was not
among his possessions this many years later.
The flight log covers a time period from February 1, 1943 to April 30, 1944. During this time, Spears accumulated
573.7 hours in flight time. He flew various aircraft during this period including: the Stearman N2S-3, the Vultee
SNV-1, the North American SNJ-4 and finally, the Grumman F6F-3 Hellcat, primary fighter aircraft. The front of his
flight log appropriately lists all of the issued flight clothing and accessories given to Spears throughout his training.
Some of the men who are listed as having provided flight instruction to Spears are shown with only their rank
and last name. Some of these names include: Lt. Storey, Ens. Leeper, Ens. Storey, Ens. Helbing, Ens. Mongot, Ens.
Paxson, Ens. Landman, Lt. Holt, Ens. Sheldon, Ens. Blair, Ens. DeWitt, Ens. Climmitt, Ens. Linger, Lt. Maxwell, Lt.
Price, Lt. Fry, Lt. Mueller, Lt. Goetter, Lt. Terrill, Lt. Bryant, Ens. Sheppiels, Lt. Schaeffer, Ens. Shannon, Lt. MacInnes,
Ens. Porodnan, Lt. Petersen, Ens. Hendrickson, Ens. Norman, Ens. Thompson, Lt. Brown, Ens. Nordhansen, Ens.
Schanbach, Ens. Winters, and Ens. Hawley.
On October 19, 1943, the flight log shows that Spears qualified in carrier landings, flying an SNJ completing his
training on the USS Wolverine, a US Navy freshwater aircraft carrier. The USS Wolverine was used as a training ship
to qualify Navy pilots in carrier landings. Spears' carrier qualification was signed off by Lt. R. W. Fleming, AV(S)
USNR.
The flight log of Horace Spears begins with his first flight in February of 1943 in Corpus Christi, Texas. The log
book appears to cover most of his training time as a cadet, and continues on until his final training, where he is
introduced to the aircraft he will eventually fly in the combat zone. Unfortunately, Spears' combat flight log was not
among his possessions this many years later.
The flight log covers a time period from February 1, 1943 to April 30, 1944. During this time, Spears accumulated
573.7 hours in flight time. He flew various aircraft during this period including: the Stearman N2S-3, the Vultee
SNV-1, the North American SNJ-4 and finally, the Grumman F6F-3 Hellcat, primary fighter aircraft. The front of his
flight log appropriately lists all of the issued flight clothing and accessories given to Spears throughout his training.
Some of the men who are listed as having provided flight instruction to Spears are shown with only their rank
and last name. Some of these names include: Lt. Storey, Ens. Leeper, Ens. Storey, Ens. Helbing, Ens. Mongot, Ens.
Paxson, Ens. Landman, Lt. Holt, Ens. Sheldon, Ens. Blair, Ens. DeWitt, Ens. Climmitt, Ens. Linger, Lt. Maxwell, Lt.
Price, Lt. Fry, Lt. Mueller, Lt. Goetter, Lt. Terrill, Lt. Bryant, Ens. Sheppiels, Lt. Schaeffer, Ens. Shannon, Lt. MacInnes,
Ens. Porodnan, Lt. Petersen, Ens. Hendrickson, Ens. Norman, Ens. Thompson, Lt. Brown, Ens. Nordhansen, Ens.
Schanbach, Ens. Winters, and Ens. Hawley.
On October 19, 1943, the flight log shows that Spears qualified in carrier landings, flying an SNJ completing his
training on the USS Wolverine, a US Navy freshwater aircraft carrier. The USS Wolverine was used as a training ship
to qualify Navy pilots in carrier landings. Spears' carrier qualification was signed off by Lt. R. W. Fleming, AV(S)
USNR.
| A United States Navy photograph showing the USS Wolverine. This photograph is not part of the grouping, but was an important aspect of Spears' training during carrier qualifications. |
A letter sent to Spear's parents, dated May 3, 1944, provides the details relating to the last moment of Ens. Spears'
life. The letter was written by the Commanding Officer of VF-20, Lieut.-Commander F.E. Bakutis, provides the
Spears family with the details of the incident which claimed their sons life.
The letter states the following:
VF-20/P6 United States Pacific Fleet
Air Force
Serial: 73 Fighting Squadron Twenty
c/o Fleet Post Office,
San Francisco, California
3 May, 1944.
Mr. Roy Spears
518 N. Hightower,
Altus, Oklahoma.
Dear Mr. Spears,
It is with the deepest regret that I had to inform you concerning your son, Edward. He was sincere, cheerful,
hardworking and a thoroughly reliable pilot who had become a very real part of the squadron. His loss has come
as a profound shock to all of us who were looking forward to having him in the squadron as long as we are
together. We shall miss him keenly as a flier and a friend.
Ed is listed as missing as the result of a mid-air collision. He was participating in a gunnery exercise which called
for coordinated attacks on a towed target. During one of the attacks his plane collided with a plane piloted by
Ensign G. A. Wilbur, which was making a run from a different direction. The impact was necessarily severe and
both planes were badly broken up.
Attacks of this kind are dangerous in that they require extremely close timing, and although none of the other
pilots saw the actual crash, it is believed that Ed and Ensign Wilbur misjudged each others path of flight until too
late to avoid the crash.
Lieutenant Lillard, who was leading the flight, and Ensign Cox, Ed's team leader at the time, both followed the
planes down to the water in order to give such help as they could in case either Ed or Ensign Wilbur bailed out.
They reported that one badly ripped parachute was seen to open and later they spotted a rubber life boat on the
water, but there did not appear to be anyone in it. They circled the life boat and continued to search, without
success, for signs of the other pilot. A short time later a seaplane arrived at the scene and picked up the life boat
but failed to recover the pilot who was in the water under the life boat and already apparently dead. The crew of the
seaplane reported that they were able to catch only a fleeting glimpse of the body before it sank, and that under the
circumstances identification was impossible.
Surface craft and additional planes continued to search the area throughout the day for signs of the other pilot
but failed to find any traces of him.
Since one of the pilots failed to jump from his plane, and the other apparently died before he could climb into the
rubber life boat, it seems safe to conclude that neither of them survived the collision by more than a very few
seconds and therefore, any suffering either of them may have experienced must of necessity have been but
momentary.
Yesterday the members of the squadron paid tribute to the memory of Ed and Ensign Wilbur at a small, simple,
but very moving Memorial service. We wish you had been with us.
We will send you Ed's personal effects as soon as possible. That was his wish. If anything further develops, we
will let you know immediately.
Again allow me to extend to you the heartfelt sympathy of the entire squadron and the group in your loss. I only
wish that I could do something to help you in your sorrow. Ed was a fine officer and must have been a son of
whom you were proud. We all feel his loss tremendously. Please do not hesitate to call on me for any assistance
at any time.
Very sincerely yours,
(name signed)
F.E. Bakutis, Lieut-Comdr., USN
Commanding Officer.
life. The letter was written by the Commanding Officer of VF-20, Lieut.-Commander F.E. Bakutis, provides the
Spears family with the details of the incident which claimed their sons life.
The letter states the following:
VF-20/P6 United States Pacific Fleet
Air Force
Serial: 73 Fighting Squadron Twenty
c/o Fleet Post Office,
San Francisco, California
3 May, 1944.
Mr. Roy Spears
518 N. Hightower,
Altus, Oklahoma.
Dear Mr. Spears,
It is with the deepest regret that I had to inform you concerning your son, Edward. He was sincere, cheerful,
hardworking and a thoroughly reliable pilot who had become a very real part of the squadron. His loss has come
as a profound shock to all of us who were looking forward to having him in the squadron as long as we are
together. We shall miss him keenly as a flier and a friend.
Ed is listed as missing as the result of a mid-air collision. He was participating in a gunnery exercise which called
for coordinated attacks on a towed target. During one of the attacks his plane collided with a plane piloted by
Ensign G. A. Wilbur, which was making a run from a different direction. The impact was necessarily severe and
both planes were badly broken up.
Attacks of this kind are dangerous in that they require extremely close timing, and although none of the other
pilots saw the actual crash, it is believed that Ed and Ensign Wilbur misjudged each others path of flight until too
late to avoid the crash.
Lieutenant Lillard, who was leading the flight, and Ensign Cox, Ed's team leader at the time, both followed the
planes down to the water in order to give such help as they could in case either Ed or Ensign Wilbur bailed out.
They reported that one badly ripped parachute was seen to open and later they spotted a rubber life boat on the
water, but there did not appear to be anyone in it. They circled the life boat and continued to search, without
success, for signs of the other pilot. A short time later a seaplane arrived at the scene and picked up the life boat
but failed to recover the pilot who was in the water under the life boat and already apparently dead. The crew of the
seaplane reported that they were able to catch only a fleeting glimpse of the body before it sank, and that under the
circumstances identification was impossible.
Surface craft and additional planes continued to search the area throughout the day for signs of the other pilot
but failed to find any traces of him.
Since one of the pilots failed to jump from his plane, and the other apparently died before he could climb into the
rubber life boat, it seems safe to conclude that neither of them survived the collision by more than a very few
seconds and therefore, any suffering either of them may have experienced must of necessity have been but
momentary.
Yesterday the members of the squadron paid tribute to the memory of Ed and Ensign Wilbur at a small, simple,
but very moving Memorial service. We wish you had been with us.
We will send you Ed's personal effects as soon as possible. That was his wish. If anything further develops, we
will let you know immediately.
Again allow me to extend to you the heartfelt sympathy of the entire squadron and the group in your loss. I only
wish that I could do something to help you in your sorrow. Ed was a fine officer and must have been a son of
whom you were proud. We all feel his loss tremendously. Please do not hesitate to call on me for any assistance
at any time.
Very sincerely yours,
(name signed)
F.E. Bakutis, Lieut-Comdr., USN
Commanding Officer.
Among the other items within the Spears grouping were numerous photographs of Spears,
friends and family, newspaper clippings relating to other Altus, Oklahoma soldiers who were
serving, or who had been injured or killed during the war. The grouping included a large number of
Spears' original United States Navy orders, cabinet photographs of friends who were serving in
various branches of the United States military, correspondence between the Spears family and the
Department of the Navy and the Veterans Administration, and Spears life insurance forms that he
had completed. Spears' flight school yearbook, The Slip Stream, was still contained in its unopened
box, as it had been mailed to the Spears family home during the war, and prior to Spears' death. In
all, a very large number of paperwork items were among all of Spears' items. The paperwork
provides a detailed view of Spears career as it progressed.
As a result of his life insurance policy, and his untimely passing while serving in the United States
Navy, Spears' father would receive a monthly payment of $53.90 until the total of $10,000.00 was
paid out. It is sad to realize in reading these documents that the Spears family would be reminded
monthly of the passing of their son, with the arrival of each $53.90 check. Those payments would
continue monthly for over 185 months.
friends and family, newspaper clippings relating to other Altus, Oklahoma soldiers who were
serving, or who had been injured or killed during the war. The grouping included a large number of
Spears' original United States Navy orders, cabinet photographs of friends who were serving in
various branches of the United States military, correspondence between the Spears family and the
Department of the Navy and the Veterans Administration, and Spears life insurance forms that he
had completed. Spears' flight school yearbook, The Slip Stream, was still contained in its unopened
box, as it had been mailed to the Spears family home during the war, and prior to Spears' death. In
all, a very large number of paperwork items were among all of Spears' items. The paperwork
provides a detailed view of Spears career as it progressed.
As a result of his life insurance policy, and his untimely passing while serving in the United States
Navy, Spears' father would receive a monthly payment of $53.90 until the total of $10,000.00 was
paid out. It is sad to realize in reading these documents that the Spears family would be reminded
monthly of the passing of their son, with the arrival of each $53.90 check. Those payments would
continue monthly for over 185 months.
| Ironically, the Fighting Twenty photographic roster displays the identification photographs of Spears and Ensign Wilbur, side by side. |
| The two pilots who were mentioned by Leiut-Comdr. Bakutis in his letter to the Spears family about the collision between Spears and Wilbur, Ensign Joseph Cox and Lt. Lillard. See below for additional information concerning Ensign Cox. All four of these brave men would lose their lives during WWII. |
| In the years following the war, the State of Oklahoma would recognize Spears for his military service, sending the Spears family a State of Oklahoma certificate of recognition. The Department of the Navy would posthumously award Spears the World War Two Victory medal and the American Campaign Medal. Both of these medals were mailed to the Spears family in Department of the Navy envelopes. |
| A letter dated August 5, 1944, sent to the Spears' family from the Secretary of the Navy, James Forrestal. The letter was sent using the Secretary of the Navy's own letterhead and is signed by James Forrestal. |
| Official United States Navy Inquiry: |
I was able to obtain the official United States Navy inquiry regarding the mid-air collision involving Ens. Wilbur
and Ens. Spears. The report indicates that Ens. Spears was flying an F6F-3 serial #42676, while Ens. Wilbur was
flying an F6F-3, serial #42421 at the time of the accident.
The inquiry indicates that Ens. Spears was flying as a wingman in a section of F6F's participating in the aerial
gunnery exercise, while Ens. Wilbur was flying as the lead aircraft in a separate two plane section of F6F's. The
report indicates both pilots took off at approximately 0950 hours to participate in the gunnery exercise. The mid-air
collision occurred at approximately 1048 hours. The first rescue aircraft, a USN J2F arrived on scene for an
attempted rescue of any survivors at approximately 1200 hours. Crew of the J2F observed an unknown pilot
suspended below an open "uninflated" life raft. When the rescue crew attempted to retrieve the flier, the line
attached to the life raft suspending the pilot broke, and the airman sank into the water, unable to be retrieved. The
inquiry identifies the location of the mid-air collision as being approximately 65 miles from Barbers Point, Hawaii.
Without any kind of explanation, the inquiry attributes the cause of the crash to pilot error, charging Ens. Wilbur
with 75% of the blame for the collision, with Ens. Spears being charged with the other 25%. At the time of the
collision, Ens. Spears was conducting an overhead run on the prescribed target, while Ens. Wilbur was conducting
a high side run to the same target.
The inquiry also shows that both Ens. Spears and Ens. Wilbur attained their US Navy pilot ratings on the same
day, August 1, 1943. Presumably, they were classmates together, having achieved their pilot ratings on the same
day.
and Ens. Spears. The report indicates that Ens. Spears was flying an F6F-3 serial #42676, while Ens. Wilbur was
flying an F6F-3, serial #42421 at the time of the accident.
The inquiry indicates that Ens. Spears was flying as a wingman in a section of F6F's participating in the aerial
gunnery exercise, while Ens. Wilbur was flying as the lead aircraft in a separate two plane section of F6F's. The
report indicates both pilots took off at approximately 0950 hours to participate in the gunnery exercise. The mid-air
collision occurred at approximately 1048 hours. The first rescue aircraft, a USN J2F arrived on scene for an
attempted rescue of any survivors at approximately 1200 hours. Crew of the J2F observed an unknown pilot
suspended below an open "uninflated" life raft. When the rescue crew attempted to retrieve the flier, the line
attached to the life raft suspending the pilot broke, and the airman sank into the water, unable to be retrieved. The
inquiry identifies the location of the mid-air collision as being approximately 65 miles from Barbers Point, Hawaii.
Without any kind of explanation, the inquiry attributes the cause of the crash to pilot error, charging Ens. Wilbur
with 75% of the blame for the collision, with Ens. Spears being charged with the other 25%. At the time of the
collision, Ens. Spears was conducting an overhead run on the prescribed target, while Ens. Wilbur was conducting
a high side run to the same target.
The inquiry also shows that both Ens. Spears and Ens. Wilbur attained their US Navy pilot ratings on the same
day, August 1, 1943. Presumably, they were classmates together, having achieved their pilot ratings on the same
day.
| Ensign Spears' name as it appears today, on a memorial wall of the National Memorial Cemetery of the Pacific at Punchbowl, which sits inside the Pu'owaina Crater in Honolulu, Hawaii. A special thank you to Mr. Spears' niece Sandra for providing me with, and allowing my use of this photograph. |
| Historical Note: The fate of Ensign Spears and Ensign Wilbur were quite common during WWII. Aviation accident, non-combat related, claimed the lives of more aviators than those actually lost to combat. During WWII, the United States Navy lost approximately 8,184 men to non-combat, aviation related accidents. At the same time, approximately 3,173 men would be lost to actual air combat. The same is true for all other branches of service, with non-combat aviation accidents claiming the lives of more men than actual combat. |