Gabby Gabreski

"Gabreski's parents had emigrated from Frampol, Poland to Oil City, Pennsylvania, in the early 1900s. His father (Stanisław 'Stanley' Gabryszewski) owned and operated a market, putting in 12-hour days. As in many other immigrant-owned businesses in those days, the whole family worked at the market. But Gabreski's parents had dreams for him, including attending the University of Notre Dame. He did so in 1938, but, unprepared for real academic work, almost failed during his freshman year."

During his first year at Notre Dame, Gabreski developed an interest in flying.

He took lessons in a Taylor Cub and accumulated six hours of flight time.

However, his autobiography indicates, he struggled to fly smoothly and did not fly solo, having been advised by his instructor Homer Stockert that he did not "have the touch to be a pilot".

At the start of his second year at Notre Dame, Gabreski enlisted in the United States Army Air Corps, volunteering as an aviation cadet.

After his induction into the U.S. Army at Pittsburgh, he undertook primary flight training at Parks Air College, near East St. Louis, Illinois, flying the Stearman PT-17.

Gabreski was a mediocre trainee and was forced to pass an elimination check ride during primary to continue training.

He advanced to basic flight training at Gunter Army Air Base, Alabama, in the Vultee BT-13 and completed advanced training at Maxwell Field, Alabama, in the North American AT-6 Texan.

Francis Stanley "Gabby" Gabreski (born Franciszek Stanisław Gabryszewski; January 28, 1919 – January 31, 2002) was an American career pilot in the United States Air Force who retired as a colonel after 26 years of military service.

He was the top American and United States Army Air Forces fighter ace over Europe during World War II and a jet fighter ace with the Air Force in the Korean War.

Although best known for his credited destruction of 34½ aircraft in aerial combat and being one of only seven U.S. combat pilots to become an ace in two wars, Gabreski was also one of the Air Force's most accomplished leaders.

In addition to commanding two fighter squadrons, he had six command tours at group or wing level, including one in combat in Korea, totaling over 11 years of command and 15 overall in operational fighter assignments.

After his Air Force career, Gabreski headed the Long Island Rail Road, a commuter railroad owned by the State of New York, and struggled in his attempts to improve its service and financial condition.

After two and a half years, he resigned under pressure and went into full retirement.

Gabreski's official Air Force biography states:

Gabreski earned his wings and his commission as a second lieutenant in the Air Corps in March 1941, then sailed for Hawaii aboard the SS Washington to his first assignment.

During the spring and summer of 1942, Gabreski remained with the 45th (renamed as 45th Fighter Squadron in May 1942), training in newer model P-40s and in Bell P-39 Airacobras that the unit began to receive.

He closely followed reports on the Battle of Britain and the role played in it by Polish RAF squadrons, especially by the legendary No. 303 Polish Fighter Squadron.

He became concerned that the US did not have many experienced fighter pilots.

This gave him an idea: since Polish squadrons had proved to be capable within the RAF and since he himself was of Polish origin and spoke Polish, he offered to serve as a liaison officer to the Polish squadrons to learn from their experience.

The idea was approved, and he left Hawaii for Washington, D.C. in September 1942, where he was promoted to captain.

In October, Gabreski reported to the Eighth Air Force's VIII Fighter Command in England, at that time a rudimentary new headquarters.

After a lengthy period of inactivity, he tried to arrange duty with 303 Squadron, but that unit had been taken out of action for a period of rest.

Instead, he was posted to No. 315 (Dęblin) Squadron at RAF Northolt in January 1943.

Gabreski flew the new Supermarine Spitfire Mark IX, flying patrol sweeps over the Channel.

He first encountered Luftwaffe opposition on February 3, when a group of Focke-Wulf Fw 190s jumped his squadron.

Too excited to make a "kill", Gabreski learned that he had to keep calm during a mission, a lesson that served him well later in the war.

He later spoke with great esteem about the Polish pilots and the lessons they taught him.

In all, Gabreski flew 20 missions with the Poles, engaging in combat once.

On February 27, 1943, Gabreski became part of the 56th Fighter Group, flying the Republic P-47 Thunderbolt, assigned to the 61st Fighter Squadron, and quickly became a flight leader.

He was immediately resented by many of his fellow pilots, and the fact that he was opinionated and outspoken did little to ease the situation.

In May, shortly after the group moved to RAF Halesworth and entered combat, Gabreski was promoted to major.

This ill-will was soon exacerbated when both of these men were lost in combat on June 26 and did not subside until he recorded his first credited kill: an Fw 190 near Dreux, France, on August 24, 1943.

His first kill presaged criticism that followed him throughout his combat career, when his wingmen complained that his attack had been too hastily conducted to allow them to also engage.

On November 26, 1943, the 56th FG was assigned to cover the withdrawal of Boeing B-17 Flying Fortress bombers that had bombed Bremen, Germany.

Assigned as a fighter pilot with the 45th Pursuit Squadron of the 15th Pursuit Group at Wheeler Army Airfield, Hawaii, 2nd Lt. Gabreski trained on both the Curtiss P-36 Hawk and the newer Curtiss P-40 Warhawk.

He met his future wife, Catherine "Kay" Cochran, in Hawaii and became engaged shortly after the Japanese attack on Pearl Harbor.

During that action, Gabreski joined several members of his squadron in flying P-36 fighters in an attempt to intercept the attackers, but the Japanese had withdrawn.

On June 9, he took command of the 61st Fighter Squadron when its commanding officer was moved up to group deputy commander.

This also stirred ill feelings toward him since he had been jumped over two more senior pilots.