Hamakua | Images of Old Hawaiʻi

October 30, 2025 by Peter T Young 1 Comment

Kaʻohe

Looking at land divisions on the Island of Hawaiʻi, “the common ahupuaʻa is found to be a strip say 1,000-feet average width, and running from the seashore, not by any means to the top of the mountains, but to the zone of timber land that is generally exists between 1,700 and 5,000-feet line of elevation. The ordinary ahupuaʻa extends from half a mile to a mile into this belt.”

“Then there are the large ahupuaʻa which are wider in the open country than the others, and on entering the woods expand laterally so as to cut off the smaller ones, and extend toward the mountain till they emerge into the open interior country not however to converge to a point at the tops of the respective mountains.”

“Only a rare few reach those elevations, sweeping past the upper ends of all the others, and by virtue of some privilege in bird-catching, or some analogous right, taking the whole mountain to themselves.”

“Thus Mauna Loa is shared by three great lands, Kapapala and Kahuku from Kaʻū, and Humuʻula from Hilo. Possibly Keauhou from Kona may yet be proved to have had a fourth share.”

“The whole main body of Mauna Kea belongs to one land from Hāmākua, viz., Kaʻohe, to whose owners belonged the sole privilege of capturing the ʻuaʻu, a mountain-inhabiting but sea-fishing bird.” (Kaʻohe translates to ‘bamboo;’ the name may relate to a bamboo water carrier.)

“High up on its eastern flank, however, stretched the already mentioned land of Humuʻula, whose upper limits coincide with those of the māmane, a valuable mountain acacia, and which, starting from the shore near Laupāhoehoe, extends across the upper ends of all other Hilo lands to the crater of Mokuʻāweoweo.”

“These same lands generally had the more extended sea privileges. While the smaller ahupuaʻa had to content themselves with the immediate shore fishery extending out not further than a man could touch bottom with his toes …”

“… the larger ones swept around outside of these, taking to themselves the main fisheries much in the same way as that in which the forests were appropriated.”

“Concerning the latter, it should here be remarked that it was by virtue of some valuable product of said forests that the extension of territory took place.”

“For instance, out of a dozen lands, only one possessed the right to kalai waʻa, hew out canoes from the koa forest. Another land embraced the wauke and olona grounds, the former for kapa, the latter for fish line.” (Lyons, The Islands, July 9, 1875)

“From the mass of evidence taken we find that in ancient time the main value of the land of Kaʻohe was the uwaʻo, a sea-bird, whose habitat was the dry, rocky and elevated portion of the mountain.” (Appeal from Boundary Commissioner, May 31, 1892)

Kaʻohe is an irregular ahupua‘a because it only occupies a narrow (and relatively resource-poor) band along the coast where most of the residents would have lived.

But as Kaʻohe ascends the eastern slope of Mauna Kea and emerges above the forest near 6,000-feet in elevation, it expands to occupy the entire summit region. The uplands of Kaʻohe would have contained few food resources beyond ground-nesting birds.

The primary evidence of pre-contact human utilization of Kaʻohe’s vast mountain region is the adze quarry, which would have provided Kaʻohe with a valuable resource to exchange with other ahupua‘a. (Mills)

The adze quarry area was “the largest workshops in the world for making of stone tools.” (Kenneth Emory) It covers an area of roughly 7 ½-square miles on the south slope of Mauna Kea. The main activity was concentrated in a zone that is 1-to-1½ miles wide between the 11,000 and 12,400 ft. elevation.

The landscape is dotted with numerous cinder cones, the principal one of which in the quarry area is Puʻu Koʻokoʻolau. The upper slopes of Mauna Kea have been described as a stony alpine desert. There is little vegetation and the ground surface has the appearance of a desert pavement.

Kaʻohe effectively crosses and includes all regions going from the sea to the summits of Mauna Kea and Mauna Loa. Some of the general regions include (from top to bottom:)

Kuahiwi – the mountain top, which is too high in elevation for heavy vegetation to grow. It has strong winds and extreme climates (sometimes very hot and sometimes very cold.)

Kualono – the region near the mountain top. Likewise, very few plants and animals live here. Māmane and naio (hardwoods) are the only hardy trees to grow at this height.

Waomaʻukele – the region named for the wet, soggy ground. The main trees that live in this area are the koa and ʻōhiʻa. This area was located in the rain belt of the island, especially on the koʻolau side of each island.

Waoakua – the forested region, the realm of the god and where the rain forest begins. This sacred area was kapu to most kānaka.

Waokānaka – where kānaka live and farm the land. Wood was harvested for tools, weapons and canoes; many other useful things for everyday living were gathered here.

Kula – the upland plain or open country. Pili was harvested and used mostly for thatching hale (houses).

Kahakai – the edge of the ocean. Here ʻākulikuli, with succulent green leaves, resists wind and salt water. Its leaves contain a special chemical that acts like a natural steroid.

October 22, 2025 by Peter T Young Leave a Comment

Train Accident at Maulua Tunnel

Following the Treaty of Reciprocity (1875) between the US and the Kingdom of Hawai‘i (that eliminated the major trade barrier to Hawai‘i’s closest and major market), sugar cultivation exploded on the Big Island.

As a means to transport sugar and other goods, on March 28, 1899, Dillingham received a charter to build the original eight miles of the Hilo Railroad that connected the Olaʻa sugar mill to Waiākea, that was soon to become the location of Hilo’s deep water port.

Rail line extensions continued. Extensions were soon built to Pāhoa, where the Pahoa Lumber Company was manufacturing ʻōhia and koa railroad ties for export to the Santa Fe Railroad.

All the sugar grown in East Hawaiʻi, in Puna and on the Hāmākua Coast, was transported by rail to Hilo Harbor, where it was loaded onto ships bound for the continent.

An early account stated that the rail line crossed over 12,000 feet in bridges, 211 water openings under the tracks, and individual steel spans up to 1,006 feet long and 230 feet in height.

Some of the most notable were those over Maulua and Honoliʻi gulches, the Wailuku River and Laupāhoehoe.

Over 3,100 feet of tunnels were constructed, one of which, the Maulua Tunnel (built in 1912), was over half a mile in length. This historic tunnel once opened to a 144 ft. high steel trestle that was 1,006 ft. in length.

While the main business of the railroad remained the transport of raw sugar and other products to and from the mills, it also provided passenger service.

Between 1909 and 1913, the Hāmākua Division of the railroad was constructed to service the sugar mills north of Hilo. Unfortunately, the cost of building the Hāmākua extension essentially destroyed the Hilo Railroad, which was sold in 1916 and reorganized as the Hawaiʻi Consolidated Railway.

Targeting tourists to augment local passenger and raw sugar transport, the Hawaiʻi Consolidated Railway ran sightseeing specials under the name “Scenic Express.”

Passengers were treated to spectacular views of the rugged Hamakua Coast, pounding surf, massive cliffs, plunging waterfalls, and wild and tangled tropical vegetation.

Not for the faint of heart, these trips included a stop on the trestles, where passengers disembarked to admire the outstanding scenery.

Then, an accident … “According to information from passengers, the observation train had just passed through the long tunnel at the approach of Maulua gulch trestle at 10:30 am, and had come to a stop on the high steel structure to allow the passengers to enjoy the view from that point.”

“As the observation train stood still the regular passenger train following came out of the tunnel. The brakes of the oncoming locomotive failed to hold well enough to stop the train from coming into collision.”

“The accident occurred about 100 feet out from the tunnel, as both trains were headed towards Paauilo. The derailed rear truck of the excursion train was thrown about one foot off the rails, it Is said.” (HTH, Oct 22, 1924)

“‘We all feel that we had a miraculous escape,’ a member of the excursion said in commenting on yesterday’s accident. ‘Although a near tragedy, the accident has put a different atmosphere into the party.”

“You might say that we feel awed. In that short moment yesterday morning families were drawn closer together and we have forgotten the little things that irritated us.’”

“Very soon after the accident everyone had himself well in hand, husbands were particularly attentive to wives, and a gentleman of the party went about administering ‘oxygen’ from the bulb of his kodak to those who were feeling faint.” (HTH (Oct 23, 1924)

A few remnants of the railway are still visible. Hawaiʻi Consolidated’s yards were in the Waiākea district of Hilo, where the roundhouse still stands today, next to the county swimming pool on Kalanikoa Street.

In Laupāhoehoe, a concrete platform remains where Hula dancers once performed for tourists. And the Laupāhoehoe Train Museum is housed in the former home of Mr. Stanley, the superintendent of maintenance.

Today, the Laupāhoehoe Train Museum and Visitors Center keeps the memory of Hawaiʻi Consolidated Railway alive. The admission fee is $10 for adults, Kamaaina $8, and $5 students. Special rates for tours are also offered.

The museum is typically open 10 am to 2 pm Monday – Saturday. Other days open by appointment. (Hours sometimes change based on available volunteers.) The address is 36-2377 Māmalahoa Highway, Laupāhoehoe, Hawaiʻi 96764. (Lots of information here for Laupāhoehoe Train Museum and Ian Birnie.)

August 9, 2025 by Peter T Young Leave a Comment

Rescue in Paradise

Douglas developed the B-18 “Bolo” to replace the Martin B-10; the new model was based on the Douglas DC-2 commercial transport. The B-18 prototype competed with the Martin 146 (an improved B-10) and the four-engine Boeing 299, forerunner of the B-17 Flying Fortress, at the Air Corps bombing trials at Wright Field in 1935.

Although many Air Corps officers judged the Boeing design superior, the Army General Staff preferred the less costly Bolo; contracts were awarded for 82-planes, the order was increased to 132 by June of 1936. (Trojan)

The Bolo remained the Air Corps’ primary bomber into 1941. Thirty-three B-18s were based in Hawaiʻi with the 5th Bombardment Group and 11th Bombardment Group.

One of those Hawaiʻi B-18 Bolos, piloted by Boyd Hubbard Jr, took off from Hickam Field at 7 pm February 25, 1941 for a routine inter-island night instrument-navigation training flight. (Trojan)

Other members of the crew were 2nd Lt Francis R. Thompson (co-pilot), S/Sgt Joseph S. Paulhamus (flying engineer), Pvt William Cohn (radio operator), Pvt Fred C. Seeger (passenger), Pvt Robert R. Stevens (passenger) WIA. (Aviation Safety Network)

Their flight path took them over the Island of Hawaiʻi. While flying on instruments at 10,000-feet, Hubbard’s B-18 suffered a main bearing failure in the left engine. Hubbard headed to Suiter Field, the Army’s auxiliary field (it is now known as Upolū Point Airport.)

Hubbard made a last split-second correction prior to the crash. As he later described it, the mountain just loomed up before him in the darkness and he just reacted. He pulled back hard on the wheel and the aircraft stalled and belly flopped into the thick underbrush.

Airmen from Hickam later described the site as the “Worst possible place for a forced landing in the Islands.” (Trojan)

“The quiet of the wooded mountains was shattered by a roaring crash! No human ear heard the sound; but shortly thereafter the phone in my office rang with an urgent persistance.”

They called Frederick Christian Koelling (superintendent of the Kohala Ditch Co and engineer for the Hawi Mill and Plantation Co. (Nellist))

“I picked up the receiver with no inkling of the adventure into which this simple gesture would lead me. The voice which answered was an unfamiliar one, but the message imparted sent me running for help and set in motion the ’rescue in paradise’ which saved the lives of a gallant crew of six army fliers.”

“Prior to the rescue attempt, I asked the Army to locate Bill Sproat, our area supervisor, and fly him over the site of the crash. Bill, being thoroughly ‘at home”’ in this area, could easily give me directions which I felt would minimize the time required to effect a ground rescue.”

“On Wednesday, February 26th, having talked with Bill by telephone and determined the approximate location of the downed plane, I gathered a party of co-workers including Leslie Hannah, Ronald May, Elders Johnson and Lyons, and left Hawi, our home base, at noon for Pololu.”

“Arriving at Pololu, the first station in the Kohala Sugar Company irrigation system, we obtained mules and rode up the winding trail to Kaukini Camp.”

The next day, “we left Kaukini Camp just as dawn was breaking. Our party of eight now pushed on to the end of the trail where we dismounted and the mules were staked out. The area, known as Wailoa, was not as familiar to us as the previous terrain. However, a foot trail had been cleared for another two miles or more through these ravines.”

“We followed this trail until we reached the spot previously agreed upon between Bill Sproat and myself as being the most likely approach to where the plane had gone down.”

“We hacked our way up and down a series of steep ravines, crossing a rushing stream at the bottom of each. … In order to cover more ground, we separated into two parties of four and followed the edges of two gulches above which we had determined was the wrecked plane.”

“After more than an hour of steady climbing, always hampered by the dense foliage, vines and marshy soil underfoot, we met at the top of the second gulch. For another two and one-half hours we struggled and hacked our way with machetes over, through and around trees, staghorn ferns, rotten brush and clinging vines.”

“Two of our men had climbed trees above the underbrush to listen for an acknowledgement from the flyers. The men claimed they heard answering shots sounding like firecrackers in the still air, pak-pak!”

“Immediately the lagging spirits of the party revived. and we continued on with renewed vigor, putting considerable distance behind us over firmer terrain with less undergrowth.”

“After another half hour of steady climbing, we again checked our position, firing more rifle-shots, and again we could hear an answering, pak, pak, pak! As we strained our ears to pin-point the shots, suddenly one of our group saw a flare, a small parachute trailing smoke and fire a considerable distance away.”

“Another ridge, another gulch, until we finally reached a point where we could call to the stranded flyers. … Despite the fact that they had acknowledged our calls, we were very much in doubt as to the physical well-being of the survivors.”

“The scattered debris, the crushed and fallen trees, plus the sight of the badly damaged plane, caused considerable apprehension, as to the condition of the flyers; badly injured or worse.

“Miraculously, and no doubt due to the thick growth of trees and shrubs, the plane had landed with far less impact than it would have, had it crashed in a desert or open area. The survivors were only slightly hurt, a mighty fortunate crew indeed!”

“One of the aviators had a bandage over one eye; another an injured hand, a third had one pants leg ripped off and a lacerated leg, and the fourth bad a bruise on his face!”

“Captain Boyd Hubbard, leader of the crew, had a rather badly bruised arm, but the Lieutenant escaped with only a scratch! The marvelous condition of the flyers was a most welcome sight to their rescuers. If they had been seriously injured we would have had a much more difficult time getting them down out of the mountains.”

“After some consultation, it was decided that our party and two of the least injured aviators would return to the Kaukini Camp for the night. Bill Sproat was at that time, leading another party over our trail.”

Among this group were Major Higgins from Wheeler Field, a Dr. Hall, two mechanics and a number of Army personnel. Our presence at the scene would not be necessary as this group was better equipped to assist in the salvage work on the aircraft. Therefore, we immediately set out on our return trip.”

“It was with profound relief that we relaxed somewhat in our saddles after the exhausting descent. However, our troubles were not all over. We now proceeded entirely in darkness. Suddenly, one of the pack mules broke loose and lunged forward down the trail dragging its tie rope. Ronald May, whose mule was next in line, pursued the pack mule.”

“Fortunately, the tie rope became lodged in a rock cleft before the mule had traveled very far. Ronald leapt from his mount and grabbed for the tie rope – at the same instant, one of the aviators brought his flash into play. The sudden bright light [panicked] the mule causing the animal to plunge into Ronald who fell back off the trail and down the cliff coming to a splashing halt in a pool of water ten feet below.”

“We all came to a quick halt, pulling up our mules on the narrow trail. By great good fortune, Ronald was promptly located and, with the aid of a rope, we hauled him back up to the trail, more doused than hurt. The recalcitrant mule was firmly tied into the pack train and we all proceeded on to the stables above the Kaukini Camp.”

“Upon reaching Pololu, we disbanded and I drove the two aviators to [Upolū] Point Field from whence they were flown to Wheeler Field in Oahu. During the following days, the entire crew was brought out of the mountains along with all salvageable parts of the aircraft (the bombsight and instruments, Aviation Safety Network) by Bill Sproat and the Anny personnel who had accompanied him to the site.”

Decades later (during 1980s?) Gary Larkins visited this site and photographed it with top turret intact. Internal fittings and the top turret were removed, including the retractable top turret and nose cone. These parts went to the USAF Museum for use in their restoration of B-18A Bolo 37-469, but the turret did not fit their aircraft. (Aviation Safety Network) (Special thanks to Cindy McKievick for providing her grandfathers’ (FC Koelling) summary of his heroic rescue.)

June 29, 2025 by Peter T Young 2 Comments

The Perfect Nut

If you have every watched the game being played, your first thought (question) is if there really are any rules associated with it.

The first publicly recorded Australian Football match took place between Scotch College and Melbourne Grammar on the rolling paddocks next to the Melbourne Cricket Ground in 1858.

Each team selected its own umpire. Scotch College chose Dr John Macadam, Melbourne Grammar School Tom Wills. What qualifications Macadam had for the post, we don’t know. After three playing days, the game ended in a draw with each team kicking one goal. (University of Melbourne)

No, that is the basis of this story.

How about? … John Macadam, the man who on March 3, 1862 delivered the first-ever lecture at the Melbourne University Medical School and who went on to become Professor of Theoretical and Practical Chemistry at Melbourne University in 1865.

No, that’s not it either.

However, it’s the same John Macadam in each story … as well as the story that follows.

Given the variety above, it shouldn’t surprise you that John Macadam is the namesake for the macadamia nut. (Although, allegedly, Macadam had not seen a macadamia nut tree, or even tasted the macadamia nut.)

In 1857, German-Australian botanist Ferdinand von Mueller gave the genus of this plant the scientific name Macadamia – named after von Mueller’s friend Dr John Macadam, a noted scientist and secretary to the Philosophical Institute of Australia.

John Macadam, scientist, medical doctor, philosopher and politician, was born in May 1827 at Northbank, near Glasgow, Scotland. (His name has often been misspelled with a capital “A” as in “Adam.”)

Although in ill health by March 1865, he went to New Zealand to give expert testimony as an analytical chemist in a murder trial involving the use of poison. Along the way, he fractured his ribs in rough weather.

Subsequently, he developed pleurisy (inflammation of the moist, double-layered membrane that surrounds the lungs and lines the rib cage) and died at sea on September 2, 1865 (at the age of 38.) (CTAHR)

Let’s look back.

For at least 40,000 years, Aborigines have lived in macadamia heartland. As hunters and gatherers, they had an intimate understanding of their environment. The wild macadamias usually grew in dense rainforests, with competition from other trees and absence of light resulting in their producing few nuts.

However, trees growing at the edge of the rainforest or where the Aborigines had encouraged them by burning around each tree generally produced annual crops. Macadamia nuts were a treasured food but a very minor part of the Aboriginal diet due to their rarity. (McConachie)

In 1828, Alan Cunningham (explorer and botanist) was the first Western person to record the macadamia. Other names for Macadamia Nuts are Bush nut, Queensland nut, Queen of nuts, Macadamia, Bauple nut, Boombera, Jindilli and Gyndl.

Macadamia seeds were first imported into Hawaiʻi in 1882 by William Purvis; he planted them in Kapulena on the Hāmākua Coast. (Purvis is also notable for importing the mongoose – to rid his Hāmākua sugar plantation of rats.)

A second introduction into Hawaii was made in 1892 by Robert and Edward Jordan who planted the trees at the former’s home in Nuʻuanu on Wyllie Street in Honolulu. This introduction became the source of the principal commercial varieties cultivated in Hawaiʻi. (Storey)

The Macadamia Nut is Australia’s only native plant to have become an international food. Although an Australian native, the macadamia nut industry was started in Hawaiʻi (Australian farmers did not take advantage of the tree until 1950.)

In 1922, Ernest Sheldon Van Tassel organized the Hawaiian Macadamia Nut Company to produce and process macadamia nuts. Two orchards were established by this company: one (‘Nutridge’) on the Tantalus slopes overlooking Honolulu at an elevation of about 900 feet, and the other at Keauhou at about 1,800 feet elevation on the Island of Hawaiʻi. By 1934, there were about 25-acres planted on Tantalus and about 100-acres at Keauhou. (CTAHR)

Commercial processing of macadamia nuts began in 1934 at Van Tassel’s new factory in Kaka‘ako. The nuts were shelled, roasted, salted, bottled and marketed there as “Van’s Macadamia Nuts.” (Schmitt)

In order to stimulate interest in macadamia culture, beginning January 1, 1927, a Territorial law exempted properties in the Territory, used solely for the culture or production of macadamia nuts, from taxation for a period of 5 years.

Macadamia nut candies became commercially available a few years later. Two well-known confectioners, Ellen Dye Candies and the Alexander Young Hotel candy shop, began making and selling chocolate-covered macadamia nuts in the middle or late 1930s. Another early maker was Hawaiian Candies & Nuts Ltd., established in 1939 and originators of the Menehune Mac brand. (Schmitt)

The first major attempt at large-scale commercialization of macadamia nuts was made in 1948 by Castle & Cooke, Ltd., in their venture at Keaʻau on the island of Hawaiʻi. Later, another of the former ‘Big 5’ companies, C Brewer and Company Ltd, bought out C&C and changed the name to Mauna Loa Macadamia Nut Corp. (Hershey’s later bought the Mauna Loa brand.)

Then, in 1962, MacFarms of established one of the world’s largest single macadamia nut orchards with approximately 3,900-acres on the South Kona coast of the Big Island of Hawaiʻi.

Today, about 570 growers farm 17,000 acres of macadamia trees, producing 40 million pounds of in-shell nuts, valued at over $30 million. Additionally, nuts are imported from South Africa and Australia, who currently lead the world market, with Hawai‘i at #3. (hawnnut)

The harvesting season for macadamia nuts runs from August through January. During Hawai’i’s cooling autumn months, mature macadamia nuts safely protected by sturdy shells and husks drop to the ground, and farmers hand-gather or mechanically harvest.

Under favorable conditions, a ten-year old tree can produce up to 150 pounds of in-husk nuts. De-husking is the first step needed. Next, a drying process decreases nut moisture from about 25 percent to 1.5 percent. Equipment that can exert 300 pounds of pressure cracks the shells. The raw kernels that emerge are now ready for grading, roasting, final drying and processing. (olsontrust)

Macadamias are a high energy food and contain no cholesterol. The natural oils in macadamias contain 78 per cent monounsaturated fats, the highest of any oil, including olive oil.

Macadamias are also a good source of protein, calcium, potassium and dietary fiber and are very low in sodium. The protein component of nuts is low in lysine and high in argentine. (BaupleMuseum) Horticulturalist Luther Burbank is credited with calling macadamias the ‘perfect nut.’ (NY Times)

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February 25, 2025 by Peter T Young Leave a Comment

Worst Possible Place For A Forced Landing In The Islands

While there is no good place to crash land an airplane, in 1941 the crew of the Army’s B-18 Bolo (serial number 36-446, constructors number 1747) found what was described as the “worst place.”

Prior to September 18, 1947 (the time the US Air Force was formed,) military aviation was conducted by the Army or Navy.

But let’s step back a bit.

In 1935, a design competition and “fly-off” was held to select a replacement for the Martin B-10/12 the standard bomber then in service with the United States Army Air Corps (USAAC.)

Although designated a reconnaissance and bomber aircraft, the Douglas B-18 flew other important missions. Hickam B-18s towed targets for gunnery practice by the coast artillery ground troops. The targets were attached to steel cables and reeled several hundred feet aft of the aircraft. (Trojan)

Though equipped with inadequate defensive armament and underpowered, the Bolo remained the Air Corps’ primary bomber into 1941. Thirty-three B-18s were based in Hawaiʻi with the 5th Bombardment Group and 11th Bombardment Group.

One of those Hawaiʻi B-18 Bolos, piloted by Boyd Hubbard Jr, took off from Hickam Field at 7 pm February 25, 1941 for a routine inter-island night instrument-navigation training flight. Three other B-18s trained with them that night.

Although all possible fuel and cargo was jettisoned, the aircraft was too heavily loaded to maintain altitude on one engine. As the aircraft descended the other engine began sputtering. The crew believed they were over the ocean at the time in heavy fog during the dark night.

The undergrowth was so dense the plane settled into it and did not slide forward very far. The crew felt the plane hit the tops of some trees and skid for about 75 yards before coming to rest at about the 3500-foot elevation in a gulch on the side of the Kohala mountain. (Trojan)

Lee Webster, a Flight Engineer on one of the other B-18s in the group, reportedly gave this account of the accident, “I was just becoming accustomed to the eerie feeling of night flying by the time we started our second leg of the triangle toward a point somewhere off the northern tip of the island and to this point radio contact led us to believe we were in good shape.”

“Suddenly that was shattered by a report from one of the other planes having engine problems and then soon after a report of engine failure and that they were losing altitude. We immediately broke off our mission to accompany the disabled aircraft into Hilo airport, but to make matters worse we flew into some very bad weather. After what seemed a short period of time we lost radio contact with them and when attempts to locate the lost plane became futile we returned to Hickam Field.” (Trojan)

The next morning at dawn a search was launched from Hickam Field using 24 bombers. The wreck was soon spotted and an airdrop from Army planes provided the downed crew with blankets, food and hot coffee.

At dawn the following day (Thursday, February 27,) a rescue team departed from Suiter Field (Upolū.) Members of the rescue party included Fred C Koelling (leader,) Ronald May, Leslie Hannah, Melvin Johnson and Hiroshi Nakamura. (Pacific Wrecks)

They took the Kohala Ditch Trail on horseback for 2 ½-hours, then had to cut a new trail on foot for 8-miles through marshland and heavy brush for another 4-hours before nearing the crash site.

Firing pistols into the air to attract the downed fliers’ attention; the air crew responded with a burst of bullets and shot flares into the air; after 12-hours, they reached the downed plane. (Veronico)

Remarkably, only minor injuries were sustained by Hubbard and the crew (crew members were Co-Pilot 2nd Lt Francis R Thompson; Engineer SSgt Joseph S. Paulhamus; Radioman Pvt William Cohn; Crewman Pvt Fred C Seeger and Crewman Pvt Robert R Stevens.)

Airmen from Hickam later described the site as the “Worst possible place for a forced landing in the Islands.” (Trojan)

Hubbard continued on with a distinguished career in the Army, retiring as Brigadier General and earning Legion of Merit with oak leaf cluster; Distinguished Flying Cross with oak leaf cluster; Bronze Star Medal and numerous other medals, badges and citations. (He retired March 1, 1966; he died February 15, 1982.)

The plane sat since on the side of Kohala mountain, just west of Waimanu Valley. While various internet reports suggest Pacific Aviation Museum acquired the plane and has plans to restore and display it, the Curator of the Museum noted to me that “the plane is not ours”. It continues to sit on the slopes of Kohala in Hāmākua.