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This is a collection of painting complete by Douglas R. Cahoon while in training or combat during WWII. Doug served in the US Navy as a pilot; first as a dive-bomber, then a fighter in VF-4. Doug was stationed upon the USS Bunker Hill 11/4/44 to 11/17/44. He then moved to the USS Essex 11/20/44 to 3/1/45. He flew an F6F Hellcat and was involved in:
Douglas Raymond Cahoon was shot down over Naha, Okinawa. He was never
heard of again. His paintings live to tell the story of war he saw first
hand. Following are some of his paintings. I am looking for a publisher
who might
be interested in a great WWII story told by an eyewitness through
his art. One of these paintings hung in a theatre (many years ago) in downtown
Salt Lake City, Utah.
If you are interested, please contact me.
Note: Mike Shore took many of the photos of the painting seen below.
Doug Wayne Cahoon
3131 Alta Hills Drive
Sandy, Utah 84093
801-733-9813
doug_cahoon@yahoo.com
douglas_cahoon@storagetek.com
All stories of Doug Cahoon's paintings comes from a full length, self-published biography of Lt(jg) Cahoon's life.
Zeros hit! 1943
Pull-up. 1943
PT boat.
This Painting hung, for many years, in the Centre Theatre in downtown
Salt Lake City, Utah.
Planes secured. 1944
Takeoff!
Submarine in Trouble. February 1944
Preparing for takeoff.
Carrier under attack. Finished at Hilo, Hawaii. September 1944
Corsair (F4U). 1944
Attack on Luzon , Philippines. November 1944
On November 14, 1944, written in Doug's log book,
?Fighter sweep Clark field.? Doug flew four hours on a ?Z? type flight.
Four sweeps were launched, the first was on Luzon where the targets were
chosen when they arrived. The second target was Manila Harbor, with the
third and fourth being Clark Field. On the third strike, VF-20 fighters
joined with VF-4 and proceeded to Clark Field. They bombed and hit the
remaining intact hanger and two other buildings, and strafed planes in
revetments.
Another sweep found Clark Field covered with clouds from
6,000 down to 3,000 feet. The pilots found one small hole in the
cover and the fighters dove through it. After numerous runs, the group
left three Bettys and one Sally burning, with other single and twin engine
aircraft damaged. They moved south to Angeles where they strafed some newly
discovered parked planes. They burned another Betty, a Liz, and two Sallys.
After the strikes, all but one plane returned to base. The missing plane
was that of Ensign W. N. Ostlund who had ?disappeared without a trace.?
Information on strikes, etc. came from: Combat Reports,
AG-4. US Navy Operational Archives; the DRC file; Douglas R. Cahoon?s Aviators
Flight Log Book, (In possession of author, covers October 11, 1942 to February
25, 1945).
Mogmog Island at Ulithi in the Marianas.
Ulithi was located 360 miles southwest of Guam, 850
miles east of the Philippines, and 1,300 miles south of Tokyo. It was a
typical volcanic atoll with coral, white sand and palm trees, all
situated in the Western Caroline Islands. The reef ran roughly twenty miles
north and south by ten miles across, enclosing a vast anchorage with the
average depth of 80 to 100 feet - the only suitable anchorage within 800
miles.
When the U. S. Navy arrived on the largest Ulithi
island they found about 400 natives and three Japanese soldiers. The four
largest islands were taken over and put to immediate use by the navy. Asor
was setup as a headquarters, while Sorlen was used as a shop to maintain
and repair ships. Mogmog was assigned for recreation. The big island, Falalop,
was just wide enough for an airstrip which allowed planes to fly in from
Guam with over 1,200 passengers, 4,500 sacks of mail, and 260,000 pounds
of air freight a week.
By October of 1944, a whole floating base was in
operation at Ulithi. Six thousand ship fitters, artificers, welders, carpenters,
and electricians arrived aboard repair ships, destroyed tenders, and floating
dry docks. One of the ships even had an air-conditioned optical shop. There
also was a supply of base metal that could be made into an alloy and used
to form any part the Navy needed. Other ships included, an ice cream barge
that made 500 gallons a shift, while another distilled fresh water and
baked bread and pies. The refueling ships not only took fuel to the combat
ships in the strike areas, but added men, mail, medical supplies, and take
orders for spare parts. Thus, Ulithi went from a quiet, lonely atoll to
the largest naval base in the world.
There were no liberty towns in the pacific, and
during the seven months that Ulithi served as a base, tiny Mogmog was the
only land that most men of the Pacific fleet set foot on. Doug probably
made it to Mogmog at least once, but it is doubtful that he had any interest
in returning, although he took time to paint a peaceful moment on the island.
During the eight or ten days that their carrier was in the harbor, each
crewman was allowed one or two days ashore. After the carriers arrived
at Ulithi harbor, a parade of LCIs and LCTs pulled alongside and 700 men
would climb aboard each boat and shove off for Mogmog. As many as 15,000
eager sailors a day swarmed onto the small, sixty acre island. They arrived
at about 1:00 p.m. and stayed until 6:00 p.m., when everyone was required
to return to his ship. So many men were milling about on the island that,
according to one Navy report, ?Mogmog resembled a sandwich discarded near
an ant heap.? The report continued stating that a ?sailors? favorite activities
on the island were the four B?s - bathing, baseball, boxing, and above
all beer drinking.?
Mogmog offered a small staff built chapel,
a movie theatre and refreshment stands that provided thirsty sailors with
alcohol and soft drinks. Rank had its privileges even on Mogmog. A superior
area, known as Officers? Country, was off limits to enlisted men and allowed
officers to lounge about in thatch-roof clubs, many times enjoying the
music provided by a volunteer band of black sailors. As a junior officer,
Doug was assigned a separate club from the lieutenants, captains, and admirals,
and was given his own ?Fleet Officers? Club, Ulithi Lagoon? membership
card. Navy nurses were the only women allowed on the island and they were
the exception to the rigid caste system, off-duty Navy nurses were allowed
to circulate freely among any of the officers? clubs, but were expected
to avoid social encounters with enlisted men.
Some of this information can be found: Peter Kilduff?s,
US Carriers At War (1981); A. Lani Low & James F. Muche?s, US
Aircraft Carriers: A Bibliography (1986); Ernest A. McKay?s, Carrier
Strike Force: Pacific Air Combat in World War II (1981; Clark G. Reynolds?,
The Fast Carriers, The Forging of Air Navy (1968); Stefan Terzibaschitsch?s,
Aircraft Carriers of the US Navy (1980); and the US Navy War Diary
of USS Bunker Hill carrier.
The "Tony" Doug shot down over Luzon, Philippines. November
1944
..."On November 25, 1944, the Essex was about 100 miles east of
Luzon. Doug and Lieutenant ?Windy? Shields left the Essex at 6:30 a.m.,
assigned to fly RCAP over the Subic Bay area of Luzon. The morning was
sunny with clear skies and visibility at forty miles. After an uneventful
morning of patrol over Clark Field, Doug and Windy were finally relieved.
At 9:00 a.m., they headed back to the Essex. They were at about 10,000
feet when Doug sighted a bogey at 8,000 feet heading in the opposite direction.
Windy had not yet sighted the plane and told Doug to investigate and he
would follow. Doug tallyhoed the bogey. While descending to 8,000 feet,
Windy sighted six Japanese Tonys above them on an opposite course at 13,000
feet. Windy immediately told Doug of the Tonys located above them,
but he did not receive the transmission and had just engaged the bogey,
(which was also identified as a Tony) and had taken pursuit. As the Tony
moved into position at 7 o?clock above him, Doug fired his machine guns
hitting the Tony just behind the cockpit on the undercarriage.
In the meantime, three Tonys from above dived
down toward Doug and Windy. One flew right past Windy and was firing on
Doug?s tail. The other two enemy fighters stayed astern of Windy and fired
on him. Windy pursued the Tony on Doug?s tail and fired, causing it to
break off. As it attempted to get away, Windy destroyed it with bursts
of gun fire. Doug and Windy began the fighter weave as they climbed to
13,000 feet and headed toward their ship. They were ?harassed? by
the two Tonys until they reached the east coast of Luzon, at which point
the enemy planes broke off and disappeared. Doug and Windy safely
landed back aboard the Essex at 10:45 a.m., 1,635 rounds of ammunition
lighter."
Doug?s mother Louise, vividly remembered what Doug
had told her earlier about engaging the enemy:
"Mother, I will never kill a person... I?ll shoot the gas tank on their
planes. But I?ll never shoot a person; I?ll never have that on my shoulders,
if I ever shoot anybody... I?ll have to, as long as I am fighting, shoot
their gas tank and hope an[d] pray that they will get out safe and sound."
Doug?s encounter this day was reproduced in a painting
he created when he returned to the Essex. The painting of this encounter
has smoke coming from the Tony?s center undercarriage just behind the cockpit.
This would be Doug?s only air kill.
After Doug landed back aboard the ship and
finished his reports, he went to the conditioning room for a ?fine rub
down.? He wrote that, ?it took a lot of the soreness out, but left me with
a tired body.? Doug?s letter to his wife on November 25, was understandably
short. He could not tell of the experience he had flying and how he felt
after his encounter with the enemy. His spirits were definitely not up
and he told Rhoda, ?One month from today will be X-mas. It doesn?t mean
a heck of a lot to me this year - while it should mean everything. Days
are just parts of time that someday will lead to you.? Shortly after Doug?s
rub down, more excitement and fear struck everyone aboard the Essex, a
Kamikaze hits the Essex.
Information this encounter came from: Combat Reports,
AG-4. US Navy Operational Archives; the DRC file; Douglas R. Cahoon?s Aviators
Flight Log Book, (In possession of author, covers October 11, 1942 to February
25, 1945). All of Doug?s quotes came from letters
he wrote to Mrs. Douglas R. Cahoon, August 1, 1944 to February 27, 1945,
and to his family December 12, 1944.
Plane handler watches the start of the Typhoon from the hanger deck.
December 1944
"...The Essex log for Sunday, December 17, states, ?Fueling
at sea in area about 500 miles east of the Philippine Islands.? Underway
replenishment operations were difficult and dangerous. The Essex had to
maintain precise station alongside the fuel ship with the relative position
and speed of both ships being continuously monitored. Bad weather only
made the operation that much more treacherous. While the refueling was
underway, Doug attended LDS Church services in the ship?s library. At 1:25
p.m., the ship?s log records, ?set course to westward to escape an approaching
typhoon.? The weather conditions had worsened to the point that Admiral
Halsey ordered all refueling operations halted. Those pilots flying CAP
were unable to land aboard the bouncing carriers and had to ditch their
planes and be picked up by destroyers. The crews were busy securing aircraft
to the decks and some went to the extreme of letting the air out of the
tires to prevent the planes from rolling.
By mid-afternoon, most of the crew were convinced
that they were within the path of a developing tropical storm, although
the meteorologist could not pinpoint its course, severity, or speed. Admiral
Halsey decided that their course needed to be altered, and the Task Group
was ordered westward placing them unknowingly back in the path of the storm.
The sunset of thickening, red glowing, high-altitude clouds was not promising
to the sailors. By 10:00 p.m., the winds had picked up and were logged
at twenty-eight knots. Twenty minutes later, another change in fleet course
was set to the north away from the storm. Then at midnight, yet another
course change was ordered, this time it was tragically ordered due south.
Unknown to Admiral Halsey, this last change placed the Task Force directly
in the path of the oncoming typhoon.
On the morning of December 18, Halsey finally gave
up the near impossible task of refueling. The Essex log recorded, ?Riding
out a second typhoon, which appeared 250 miles to the SE [southeast] in
area about 250 miles E[ast] of the Central Philippines.? Around 10:00 a.m.,
the barometer had plummeted and the wind moved counter-clockwise, a sure
sign of a typhoon. Even with those conditions, the ships were not released
from formation, a tragic mistake of Halsey?s judgment. Within minutes,
the wind was at sixty-two knots and the barometer was at 29.52. Finally,
at 11:49 a.m., Halsey gave the order for the fleet to ?take the most comfortable
course,? something which many ships had already been forced to do. Between
11:00 a.m. and 2:00 p.m., the typhoon did its worst damage, tossing huge
ships like toys in the seventy-foot waves. The barometer continued to drop
and the wind roared at eighty-three knots with gusts well over 100 knots.
Again, it was not until 1:45 p.m. that Halsey issued a typhoon warning
to Fleet Weather Central, by which time three destroyers, low on fuel,
had already gone down. Without the ballast that a full tank provided, and
having had new radar equipment added to the ship?s superstructure, they
overturned and sank with nearly 800 men.
Admiral Halsey, who was aboard the battleship
New Jersey, later described the typhoon in his autobiography:
"No one who has not been through a typhoon can conceive its fury. The
70-foot seas smash you from all sides. The rain and scud are blinding;
they drive you flat-out, until you can?t tell the ocean from the air. At
broad noon I couldn?t see the bow of my ship, 350 feet from the bridge...
this typhoon tossed our enormous ship as if she were a canoe... we could
not hear our own voices above the uproar".
This ordeal was a terrible disaster for all of Task
Force 38. They came face to face with another enemy more relentless than
the Japanese Imperial Fleet. Its strength and power exceeded man-made forces
and struck fear in the hearts of all aboard TF 38 ships. Planes broke their
lashings on the light carriers, and rolled around starting fires or falling
overboard. One survivor wrote of the experience, ?One could see perhaps
three feet. No one could have lived out there - the rain would have beat
them to the deck or the wind lifted them bodily off their feet and hurled
them off to leeward.? The Essex and other fast carriers plunged wildly
in the mountainous waves; luckily, their exposed girders supporting the
flight deck overhang did not buckle.
In addition to the loss of the three destroyers,
major structural damage had been incurred by three light carriers, two
escort carriers, three other destroyers, and one cruiser. Additional damage
was inflicted on nineteen other ships. Aircraft losses amounted to 146
planes lost or damaged beyond repair. The losses would eventually be blamed
on the sloppy conduct of Admiral Halsey.
The damage caused by the storm kept the Essex
and other fast carriers out of action for a few days. By the evening of
December 18, Halsey ordered search-and-rescue operations to begin. They
continued throughout the following two days with what Halsey called ?the
most exhaustive search in naval history.?
On December 19, Doug flew CAP for nearly three
hours. The official Essex log recorded, ?Fueling and receiving replacement
aircraft in an area about 250 miles east of Central Philippines.? An afternoon
search was launched for straggling ships and survivors of ships that had
foundered during the typhoon. That night, in order to relieve tensions
and grasp some Christmas spirit, Doug and other pilots sat around the radio
in the wardroom and sang Christmas carols. Doug explained his feelings
stating, ?it was the first time this year I had any semblance of a Christmas
spirit.?
On December 20, the Essex log stated, ?Operating
in TG 38.3, proceeding to search for survivors of vessels that foundered
during the typhoon.? Late that afternoon, the ship set course for initial
launching point for the continued strikes against Luzon. That night Doug
had a meeting in the ready room at 7:00 p.m. Before leaving his room he
wrote teasingly to his wife, ?We have a telephone here in our room. Seems
like a person should be able to get a long distance on it Huh? One of these
days I?ll see if I can?t call you. It would be interesting trying anyway.?
Again on December 21 and 22, the Essex was
?...proceeding to fueling rendezvous and searching for typhoon survivors
en route.? Strikes were cancelled because of weather. However, Doug did
fly over three hours of Jack patrol and was undoubtedly involved in the
efforts to locate any survivors. The survivors only hope was that a plane
might spot them and drop water markers for a destroyer to see. Out of nearly
900 men lost in the storm, only ninety-eight were recovered.
Admiral Chester W. Nimitz, the commander in
chief of the Pacific Fleet, summed up the disastrous storm by stating it
was ?a more crippling blow to the Third Fleet than might be expected to
suffer in anything less than a major action.? He also reported it as ?the
greatest loss we have ever taken... without compensatory return, since
the Battle of Savo.?
Late in the afternoon of December 22, while
the Essex set course for Ulithi Islands, Doug wrote home, ?Only one more
shopping day till Xmas out here. I?d better get busy.?"
General information on the typhoon that hit the Task
Force was found in, E. B. Potter?s, Bull Halsey (1988); Ernest A.
McKay?s, Carrier Strike Force: Pacific Air Combat in World War II (1981);
Captain C. Raymond Calhoun?s, Typhoon: The Other Enemy, The Third Fleet
and the Pacific Storm of December 1944 (1981); Robert Guttman?s article,
?Fleet Battered by Typhoon? (1995). All of Doug?s quotes came from letters
he wrote to Mrs. Douglas R. Cahoon, August 1, 1944 to February 27, 1945,
and to his family December 12, 1944. Information about the Cahoon family
came from a letter to Doug from his mother and father dated December 23,
1944. Information on strikes, etc. came from, Combat Reports, AG-4. US
Navy Operational Archives; the DRC file; Douglas R. Cahoon?s Aviators Flight
Log Book, (In possession of author, covers October 11, 1942 to February
25, 1945).
Along the coast of the South China Sea. Doug Cahoon and Brad Hovey
in their Hellcats.
January 1945
Shortly after the first of the year, Admiral Halsey
finally received permission to move the Task Force into the South China
Sea. After dark, on January 9, TF 38 moved through Bashi channel into the
South China Sea, an extremely high risk move. Admiral Halsey stated to
his surprise that they had just slipped past the Japanese. He was searching
for a major part of the Japanese fleet that had survived the Battle for
Leyte Gulf, especially the ships Ise and Hyuga.
Two days after the Task Force moved into the South
China Sea, Doug was assigned and flew almost three hours on a morning ?Jack?
strike. After dinner he reported for a briefing where Chinese currency
was distributed and other last minute preparations were made.
January 12, was the first carrier-based naval air
strike against French Indo-China, better known as South Vietnam or Saigon.
Doug spent over five hours in the air on a ?scouting? hop. He may have
seen the China-based Army Air Force B-24 accidently shot down by the F4U
marine pilots who were based on the Essex. Another casualty was a French
light cruiser that was attacked by Navy planes. The planes assumed that
all ships in the area were Japanese. In spite of the mishaps, it was a
good day for the American pilots. The combined effect of the VT and VF
attacks was devastating. When the Essex planes retired, all ships had been
sunk or beached. Time correspondent Robert Sherrod summed up the results
of the strike, ?By any accounting 12 January, 1945, must be regarded as
one of the great days of the US Navy.? But with all the success, they still
did not locate the Japanese battleships that Halsey had hoped to find and
destroy.
On January 16, Doug flew over four hours RCAP (Rescue
Combat Air Patrol) with Bradford Hovey at his wing.
Information on strikes, etc., came from, Combat Reports, AG-4. US Navy Operational Archives; the DRC file; Douglas R. Cahoon?s Aviators Flight Log Book, (In possession of author, covers October 11, 1942 to February 25, 1945).
Other Painting by Doug Cahoon.
Across the ocean.
Cathedral in Europe.
Lake.
Big sail.
Thanks for visiting.
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglasdouglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglasdouglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglasdouglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
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doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon
douglas douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon
cahoon cahoon douglas douglas douglas douglas doug doug doug cahoon cahoon
cahoon cahoon cahoon cahoon douglas douglas douglas douglas doug doug doug
cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
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doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
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doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
douglas douglas doug doug doug cahoon cahoon cahoon cahoon douglas douglas
doug doug doug cahoon cahoon cahoon cahoon cahoon cahoon douglas douglas
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cahoon cahoon cahoon cahoon cahoon cahoon douglas
douglas douglas douglas doug doug doug cahoon cahoon cahoon cahoon cahoon
cahoon douglas douglas
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f6f hellcat
