A. OVERVIEW
1. 1931 5-years old First flight Ford Tri-Motor
a. Sightseeing flight over Pittsburgh at probably 3000 - 4,000 feet
b. Duration of flight about 20-minutes
c. Cost $5.00 (as I recall)
d. Sat on my Dad's lap
e. Wicker chairs bolted to floor
f. Vividly recall -
(1) Sound of engines (very loud)
(2) How small everything looked from the airplane.

2. 1936 - August 1943
a. Moved to McKeesport, Pennsylvania.
b. Home overlooked the Monongahela River valley and Allegheny County Airport and Bettis Field on the opposite side of the valley.
c. All airplanes coming to Pittsburgh and leaving flew over our house. One of the earlier versions of an Approach Control electronic component was installed in our basement because of our being in direct line with County airport. My dad received a monthly stipend for allowing the installation. I was fascinated by it knowing that it had something to do with facilitating safe arrivals during bad weather.
d. Learned to identify the type of aircraft flying overhead by its engine/s sound.
e. My buddies and I spent many hours building both solid and flying models of all types of airplanes. Usually, the flying models crashed during the first few flights. The solid models hung from the ceiling in my bedroom.
f. Was fascinated by World War I aerial warfare and bought every pulp magazine devoted to that subject. Usually paid 25-cents for a new issue. Also, read factual accounts from books available at McKeesport library and through them, learned about the guys that really did it in the sky's over France.
g. During this period my career interests were twofold. My intent was to pursue a medical degree, but of equal importance was a fascination with airplanes.
h. When we entered the war in 1941, I quickly set aside my interest in becoming a "doc". Aviation was it!! Since the British challenged Germany in 193 9, I had been following the exploits of the Royal Air Force in newspaper and magazine articles.
i. Finally, in Spring 1942, I applied to the Royal Canadian Air Force for acceptance into their flight-training program. I really wanted to fly the great British fighter, the SPITFIRE.
j. Received application papers from them. Completed them, including stating my age to be one year older than I really was (in 1942 I was 16-years old but told them I was born in 1925 ... making me a mature 17-years old).
k. Several weeks later, received notice from RCAF Headquarters, Ottawa, Canada to report to the Statler Hotel in Cleveland, Ohio to undergo a flight-qualification physical on a date, several weeks after receipt of this notice.
l. This now required that I bring my dad and stepmother up to speed as to what I wanted to do. Obviously, they were shocked but in short time, I convinced them that this would be a far better way to proceed than not do anything until drafted into the Army (infantry) when I turned 18.
(1) A week or two before I was to report to Cleveland I received a letter from the RCAF stating that since both countries were "fighting a common enemy" (I remember these words exactly) Canada and the United States had agreed that Canada would not accept anymore American volunteers. I was devastated. I wrote a personal letter to Air Marshall William (Billy) Bishop, Commandant, RCAF, in which I pleaded my case and how I really wanted to fly for the Canadians (I really wanted to have the opportunity to fly the "Spit").
m. Received letter, signed by Air Marshall Bishop in which he (1) thanked me for my interest in flying with the RCAF, (2) expressed his understanding of my disappointment, and (3) urged me to apply for flight training in my country's air force. He wished me good luck and good flying,
n. NOTE: "Billy" Bishop was the leading ace of the western allies in WW I. Germany's Baron Von Richtofen surpassed him with a total of 82 victories,
o. In February 1943, after much coercing of my dad and step-mom, my dad finally gave in and signed a notarized affidavit attesting to my "false" birth date of July 11, 1925. p. Within the next several weeks, reported to the US Army Recruitment Office, Main Post Office Building (or Allegheny County Office Building … can't remember which), in Pittsburgh where I applied for entry into the
Army's Aviation Cadet Program. Over a period of several days, completed comprehensive mental and psychological tests. These were then followed by strict physical tests. I ace'd them all and was then sworn into the Army Reserve Corps as an Aviation Cadet. My reporting date to active duty was set for August 1943.

3. August 1943 - Early Summer 1946
a. Called to Active Duty and with 150 - 200 others, met at the Main Post Office, in Pittsburgh, were bussed to Pennsylvania Station , boarded a troop train and then transported overnight to Greensboro, North Carolina and the Army Air Corps' Basic Training Center. Received my first taste of military life:
(1) Received equipment and uniforms from the Base Quartermaster's warehouse. In rare cases did anything fit correctly until altered by the base tailor-shop.
(2) Received immunization for every conceivable disease known at that time ... sore arms for days.
(3) Quickly learned the Army way of maintaining an orderly bunk and living area, i.e., shoes always shined and under the bunk in "perfect" alignment, uniforms hung in a specific order, immediate area free of all dust and dirt, etc.
(4) Reveille at 5:30 AM and "Fall-Out" to the Company street in front of barracks in under shorts, t-shirt, socks and tennis shoes for roll-call and calisthenics. This followed by returning to barracks, dressing for days activities on drill fields and classrooms, marching to Mess hall for breakfast.
(5) Basic was "tough" but I learned a lot and got into the military grove very quickly.
b. In October 1943, completed Basic Training and was transferred to the 324th College Training Detachment at the New York State Normal School, Oswego, N.Y. where we Cadets received six months of extensive classroom training in subjects akin to flight training, i.e., Physics, Mathematics, as well as Military History, Leadership, Drill and Ceremonies, Discipline, Courtesy and Customs of the Service, Physical Conditioning and our first exposure to flight. We each received 10-hours of flight training at Fulton Airport. The training was conducted by a local flight training school contracted by the Air Corps' to conduct flight orientation and preliminary assessment of flying potential. We were not permitted to solo. It was winter when we got into this phase of our training, so the J-3 Piper Cubs were equipped with skis which made for some interesting ground acrobatics when you hit a bare spot while taxing to or from the runway. It was truly a GREAT experience. I did well in all phases of training including the flight training. Felt really confident that I would not have any problem in completing the future training curriculum... whatever it might involve.
c. In April 1943, was transferred to the Aviation Cadet Classification Center at Nashville, Tennessee. Here we underwent very comprehensive physical, mental and psychological testing and based on the results (and other factors which I learned about to my great disappointment), a determination was made as to what specialty the cadet would be assigned ... Navigator, Bombardier or Pilot. All the testing results were combined into what was called a "Stanine" score for each cadet. Those that did not achieve a high enough stanine were immediately washed-out of the aviation cadet program and would go on to tech schools such as Radio Operator, Gunner, Mechanic, etc. There were about 20-30% of our group of about 150 that "washed." My personal stanine score qualified me highest for Pilot training, second highest for Bombardier training and minimum score for Navigator training. I recall as I left the final review interview by a Major (Psychologist), his question to me was, "What airplane do you want to fly, Mister?" My immediate response was ... "the P-38, Sir!" I thought right along that I was going to qualify for Pilot training (which I did!) and after his question to me, I knew that I had it in the bag. Lo-and-behold, when the lists were published, I found that I was assigned to Bombardier school. I requested and received permission to speak to the senior review officer for our group, a LTCOL. He said that he understood my disappointment. However, he stated, (1) since the Pilot training program had a substantial training backlog at that time, and (2) the current combat losses of Bombardiers and Navigators was substantial, the Air Training Command decision had been made to assign those that qualified for Bombardier or Navigator training (including those who also qualified for Pilot training) to one of those two schools. My second disappointment... NO Spitfire or Lightning for Jack Meisinger.

Post Note: Jack Meisinger went on to graduate from Bombardier training and flew in B-25s and B-17s during his military career.