Not to understate the situation but Alaska is a big place. If you’re looking for something there you better have a good idea where to start. Following are Dave Mahre’s notes from his initial information search:

Spring 1995

Researching the events of the Aleutian campaign, I, Dave Mahre, made the acquaintance of Mr. John Geddes from LaVern, California. John was a P-38 pilot of the 54^th Fighter Squadron who had the misfortune of "getting tagged" by the tail gunner of a Japanese Betty bomber. He ditched his burning airplane in the waters of MASSACRE BAY on May 23, 1943 during the BATTLE OF ATTU. A phone call from John on May 16, 1995 brought the FRIEDMAN ditching to my attention -- "You need to talk to a guy named Frank Friedman, he put one in a fresh water lake on TANAGA Island." John recalled Frank was from St. Louis, MO.

I called Frank up cold turkey on May 17, 1995, and we had quite a talk. Frank related the whole story to me, but recalled the Island as KANAGA. He suggested that I contact his wingman that day, Mr. Jim Duffy, as he would well remember the event. I wrote on Frank May 17, 1995 and we would talk and correspond through the mail numerous times in the near future. I also sent a request out to the USAF Historical Records Center, hoping to find an accident report on the ditching -- they might have a good location of the ditching sight.

Knowing that the airplane was intact when Frank swam away from it, I figured that it would be well preserved by the cold fresh water. The thought of locating and recovering an INTACT and well preserved P-38 really got my blood boiling! The two suspect islands were in the ALEUTIAN ISLAND WILDERNESS, a permit would be required for a trip out to locate the airplane and recover it. I wrote a letter to the controlling agency and detailed what I wanted to do.

May 18, 1995 was spent in and out of various Seattle libraries, trying to find a map of the Islands around ADAK. I was able to get hold of a small scale map in Tacoma and ordered a more defined and larger scale map from US Coast and Geodetic. I then had the small scale map enlarged and sent to Frank, asking him to mark where he thought he ditched the airplane.

May 23, 1995 I received a call from Historical Records Division -- no accident report as Frank was on a combat mission and the loss of the aircraft was considered a "COMBAT LOSS". I was given a number and person to contact for records of "COMBAT LOSSES". I called this individual and followed it up with a written request that was FAXed the same day.

May 30, 1995 I called the controlling agency of the ALEUTIAN ISLAND WILDERNESS to check on the progress of my permit. They informed me that written historical documentation indicating the airplane was "IN FACT LOST" was needed. I then called Mr. John Haile Cloe of Anchorage, AK, a noted Elmendorf AFB historian and requested he research his records to see if there was any written documentation of the loss.

May 31, 1995 I received a response from USAF HISTORICAL RECORDS on COMBAT LOSSES: There was no COMBAT LOSS report because Frank had voluntarily ditched the aircraft. They did however provide an excerpt from the 54^th Fighter Squadron History of June 11, 1943 that detailed fog rolling in and stated "The whole mess ended with the loss of two airplanes and one of our oldest and most experienced pilots, Glen B. Martin."

June 1, 1995 I called Mr. Jim Duffy and had a very good conversation. Jim also recalled the Island as KANAGA. I sent him a copy of the maps of KANAGA and TANAGA and asked that he indicate the lake he best recalled the airplane being ditched in.

June 2, 1995 In search of another source of information I wrote the NAVAL HISTORICAL Center in WASHINGTON DC hoping to find some written report on the PBY crew that picked up Frank. Maybe there would be some reference to where they landed the PBY; in a named bay, off-shore from a specific point, or off a named island.

June 8, 1995 I received a written response from John Haile Cloe, author of THE ALEUTIAN WARRIORS, listing the island as TANAGA. Also, the names of Treland, Larson and Martin appeared as having been involved in the sortie that day. From a roster of surviving members of the 54^th Fighter Squadron, I found Oscar Treland's last known address and called him. We had a good conversation, Oscar recalled the Island was TANAGA. He saw the airplane in the lake "a couple times after it was ditched, and said the tail was visible out of the water. I wrote him and sent a map of each Island. I also wrote the controlling agency and requested a permit for access to TANAGA and KANAGA for a reconnaissance trip of the lakes on the two islands. I made the acquaintance of noted aviation artist, Mr. Jim Dietz -- we discussed doing a painting depicting a typical day in the Aleutians with the 54^th Fighter Squadron as a way to raise money to fund a recovery effort. I stopped and met Jim personally on my way home that evening. Jim was very intrigued at the venture but did not have the time to help me. Jim suggested that I contact Mr. Jack Fellows, another well known artist in the Seattle area. Jack has done many prints of P-38's in the Pacific theater.

June 13, 1995. I received a call from Mr. Jim Duffy with an address from a Christmas card list for Mr. John Larson. A phone call to information in Lyons, Oregon gave me a number. I called John, he remembered the incident and recalled the Island as KANAGA. I wrote him, sent maps and requested any information he might have.

June 14, 1995 I met Jack Fellows and discussed the creation of a portrait or painting. Jack suggested I call Mr. Jack Haugen of "PAT WING 4 AIRDALES" and Mr. Jim Morrison of the PBY INTL. ASSOC. I called each and followed up with a written request they run an ad looking for information trying to locate the PBY crew in their quarterly newsletters.

June 16, 1995 A letter and report of the mission from Jim Duffy sheds no new light on the ditching location. I received a permit from the controlling agency for a "Reconnaissance Preliminary to Salvage". I signed, dated and returned the permit including a copy of the mission summary sent by Jim Duffy, a copy of 54^th Squadron History, and the response from John Haile Cloe.

June 21, 1995 Frank Friedman sent a hand drawn map of the lake depicting the location of the rock pile and where the airplane sank in relation to the rock. Frank picked a lake on the west end of Kanaga Island.

June 24, 1995 Frank sent a black and white photo of the airplane that he recalled as being taken just before the ditching. From it, I am able to make out aircraft model and serial number.

June 27, 1955 I Receive map of the lake from Jim Duffy depicting the rock pile in lake and where the airplane came to rest. Jim picked a lake on the east side of Kanaga Island, near Swallow Point.

July 6, 1995 Receive a response from Mr. John Larson. John did not see the airplane in the lake but recalled the island as KANAGA. He sent a detailed summary of the mission and photocopies of his log book for the days prior to and after the "Big Day." I got many leads from names of pilots which were recorded in his log but none provided any new information.

July 7, 1995 Receive map of the lake from Oscar Treland depicting a rock pile and airplane in lake.

July 12, 1995 I wrote the Air Force and ask for permission to recover an airplane by specific serial number.

July 19, 1995 A private party gave preliminary approval for funds to bank role the venture.

August 12, 1995 I receive letter from Air Force authorizing recovery of airplane. Included was a history of the aircraft, when it was built, accepted by the Air Force, delivered to Hamilton Field and assigned to the 11^th Air Force. It states the airplane arrived in Alaska Feb. 28, 1943 and was a "condemned by salvage Sept. 11, 1943." I did not like the sound of the phrase: "condemned by salvage" !

August 14, 1995 I called the Air Force and talked with the individual that wrote the report, asking for his interpretation of the wording. He suggested that I call Records Division and talk with Doc. Jim Kitchens who researched the aircraft history and supplied the information used to write the report. I spoke with Doc. Jim Kitchens and requested that he look at unit and base histories of that time period to see if any written account was made addressing a salvage effort on the airplane. I contacted a retired historian, Mr. Marvin Fischer and hired him to research the base histories from June 11 to September 15, 1943.

August 16, 1995 We made the decision to go based on the advice received from Mr. Kitchens, Mr. Fischer and the AF contact: This terminology was broadly used in the war years when an aircraft was deemed beyond economic salvage or repair. Men and material would not have been put at risk to salvage an airplane in a "combat zone". Had they salvaged the airplane, how would they have gotten it out of the lake, onto a barge -- where would they have taken it to repair it -- everybody was living in tents, there were no hangars available in the area. Aircraft production in late 43 met or exceeded the demand. It is still there, GO GET IT!

August 20, 1995 The team members who will make the trip all meet for supper. We discussed the possible time frame and assigned all open items that needed to be accomplished.

August 21, 1995 I had supper with the individual that has agreed to put up the money. I showed him the AF letter and give him one last chance to back out. He says "Go for it."

From this point on, I have pretty well done all I can do. The outcome is in the hands of three factors: #1 WEATHER. We will need sufficient ceilings and visibility to scout the lakes, and have water conditions good enough to land the GOOSE (our transport aircraft) next to our objective. If we are unable to get into the lake for whatever reason, and end up on the beach, we will have to portage the gear overland to the lake and are at the mercy of the elements. The GOOSE may not be able to stay if the weather worsens. When and if the GOOSE can get back on the beach to pick us up is anybody’s guess. #2. Our pilot will go the extra mile to help us attain our goal; willing to spend a night or two with the airplane in a lake on account of weather or needing to image more than one lake. #3 The raft, outboard motor, camera's, electronic imaging and diving gear that Bob Mester has supplied for this trip must function as planned.

Bob, Crayton, and James all donated their time, any equipment they owned, knowledge and expertise -- knowing that there was a certain amount of risk. We could be gone for an unknown amount of time, end up stuck on a beach at the mercy of the Aleutian elements. There was nothing to be gained if we didn't find the airplane and a lot to lose. There was no guarantee of success. To them I will always be grateful.

If we found the airplane intact and were granted the authority to recover it, our intent was to restore it to flying condition in the original markings. Frank Friedman would be the first man to fly it.