Honoring the

Women Airforce Service Pilots

On Thursday 21 Oct, 2004, the JBB Squadron and Chapter had the pleasure of listening to Eliabeth Stavrum Lux talk about her experiences as a WASP during WWII.

Born: May 24, 1922 in Superior, Wisconsin.
Youngest of four children. Moved at age three to Oconomowac, Wisconsin.
Due to the depression in 1929 we moved to Oshkosh, Wisconsin.

Graduated:
1939 Oshkosh High School, with honors.
1940-1941 Oshkosh State Teachers College
1941-1943 University of Madison, BA, Philosophy, Pre-law, with high honors
1943 WASP training, Avenger Field, Texas
1976-1978 University of Maryland, MA, American Institutions, Emphasis on Material Culture

Duties performed: `
Engineering test flights, instrument instructor, link instructor, cross country flights

While at Oshkosh State Teacher's College, I learned that the government was offering a program of ground school and flying instruction. Classes were comprised of 20 students, one of whom could be female. World War II was imminent so the government wanted more pilots for the air corps.

The ground school was at the college, and the flying instruction was at Oshkosh Airport. Upon completion of the course, I was instructed in flying by Steve Whitman, manager of the Oshkosh Airport. I became certified as a pilot. Private Pilot's License: 615-41. My father, who had been supportive of my flying, was my first passenger.

Steve Whitman, the manager of the airport, was having a difficult time attracting students, due to parents' concern regarding their children going to war. Steve offered me 2 hours of flying time for any student I could enroll as a student in the pilot program.

After receiving my private pilot's license, I joined the Civil Air Patrol. The purpose of this organization was to develop more interest in flying. They had meetings, and we marched in parades.

In January 1943 a national magazine (Life?) had an article about the WASPS. I wrote asking how I could join. The reply was, one needed to be 21 years old and have 200 hours of flight time. By then, I had 65 hours of flying time. (35 hours required for the private pilot's license), and was 20 years old. Nevertheless, a few weeks later I received a wire to report for a class in March, and to get a physical.

I replied that I had promised my parents that I would graduate, and graduation was May 29th. I was 21 on May 24th and I had orders to report to Avenger Field in Texas on July 5th. With money borrowed from my father for the ticket, I took the long, hot train to Sweetwater Texas. The air conditioner was not working, and the train was very crowded.

At Avenger we received three levels of instruction: primary, basic and advanced. In primary training we flew the Stearman Primary Trainer (PT19), In basic training, the Basic Trainer 14 (BT14), and in advanced training, the North American Advance Trainer (AT6). Ground school accompanied flight training. In December we graduated. The 43-W8, the 8th WASP class to graduate in 1943, was the first class to receive the new wings, and to be assigned the training command.

After graduation, I reported to the Headquarters of the Southeastern Training Command in Montgomery, Alabama to receive an assignment. The major who interviewed me there at Maxwell Field recommended Napier Field in Dothan Alabama. Napier Field was a base providing advanced training for pilots. All cadets flew the AT6. According to their demonstrated ability and interest, some cadets were selected to train on pursuit planes, such at the P40.

Initially I performed engineering test flights on airplanes (AT6) that had been repaired.

I was then sent to Bryant Field, Texas to be trained in instrument flying. I returned to Napier to become a flight instructor and instructed cadets on instrument flying in the AT6. This training required the instructor to sit in the front seat of the aircraft and the student to sit in the back seat. The student could not see outside of the aircraft, having to depend only on instruments to fly.

At Napier I also flew the P40, and studied to receive my commercial license in instrument flying. In addition I volunteered and was assigned by Operations for after hours cross country flights.

Anecdotes
On one engineering test flight, I put the AT6 into a spin, as required by the test procedures. Although I did the required actions, the spin became tighter. When I released the controls and tried to open the hatch in order to jump out of the aircraft, the spinning stopped. The plane had been rigged incorrectly, i.e. backwards.

Due to the dangers of combat flights, i.e. high mortality rate, the P40 initially had been in less demand; the colonel had been delighted I wanted to fly the plane, as it would encourage the male cadets' competitive spirit. On the PT40 I logged 10 hours before the male cadets protested, as this was a challenging plane to fly, and accessibility to the aircraft was thus limited.

As an example of cross country flying for Operations, one weekend.I was assigned to fly a colonel to an Army Navy game in Washington D.C

April 19, 2004, Elizabeth Stavrum Lux