RETURN to 34 TCS					Revised 7/5/2023
					The 34^th Troop Carrier Squadron
War Diaries
Following are re-types of the Outline Histories and War Diaries sent up to Wing HQ each month. The original documents are preserved at the Air Force History Office at Maxwell AFB. AL, and have been retyped for web format by Miles Hamby, son of Henry Hamby, original member of the 315th TCS and first commander of the 310th TCS. The duty of writing the war diaries at the time was usually assigned to the squadron adjutant and typed by the squadron clerk. Often, as can be seen by reading these, the writer was very expressive. The text herein has not been edited, but exactly that that was submitted to Wing HQ and subsequently recorded in the Air Force archives on microfilm. The type font used for these re-types is Courier to provide similarity to the original font of the typewriters upon which the diaries were originally typed. The formatting of text is not exact but approximates the original document.
HEADQUARTERS, AIR ECHELON 315TH TROOP CARRIER GROUP Office of the Operation Officer (APO #786 – U S Army 5 July 1943 SUBJECT: Accomplishment Report for Month of June. TO : Commanding Officer, 315th Troop Carrier Group. 1. The following report on the accomplishment of the 315th Troop Carrier Group for the month of June 1943 is submitted for you information: PERIOD No. PASS Lbs. FREIGHT Lbs. MAIL MILES FLOWN HH FLOWN June 1 – June 1372 157,793 NOT INIATIVE AT THIS TIME June 6 – June 12 5596 461,330 98,601 155,028 1135 June 13 – June 19 5821 591,635 157,753 133,099 987 June 20 – June 26 4299 543,417 135,389 117,401 850 June 27 – June 30 2717 306,330 75,101 70,595 519 TOTAL 19805 2,060,505 466,834 476,163 3,491 2. The information for the above report is taken from the “Pilots Missions Report” which is turned into Operation upon completion of each trip. 3. The number of passengers, pounds of freight, and pounds of mail hauled are considered as “pay load” and does not take into considerations the number of stops where the same person, freight, or mail may have been counted or weighed again before departure on the next leg of the trop. 4. Definite information on the percentage of airplanes in commission during the month of June not complete. The percentage of lanes in commission will be submitted in the report for the month of July. SMYLIE G. STARK Major, Air Corps, OPERATIONS OFFICER. DISTRIBTUION 1 C.O. 315th T.C. Gp. 1 C.O. 34th T.C. Sq 1 C.O. 43rd T.C. Sq 1 File
WAR DIARY 1 December 1943 To 31 December 1943
2 December 1943				Once aircraft with crew dispatched to Wool fox Lodge, Lincolnshire for the purpose of transporting personnel.
4 December 1943				Detachment “A” – Lt. Moore, an attached pilot while on a routine flight across the Mediterranean, sighted and aircraft in the water and upon investigation found five or six persons in the water nearby in life vests. He circled low and dropped a liage[SIC] raft and notified a nearby and notified a nearby hospital ship and the R.A.F. Coastal Air Force station at Tunis. Lt. Col. H. B. Lyon returned from England brining 44 sacks of mail for the detachment. Nearly everyone was up until after midnight reading mail.
6 December 1943				Major William L. Parker, 0-353026, Group S-1, was appointed Group Administrative Inspector as an additional duty.
9 December 1943				One aircraft with crew was dispatched to Bovington, Hertfordshire, and thence to Raydon, Suffolk on detached service for ten days. Two enlisted men transferred from headquarters of the Group to Headquarters, IX Troop Carrier Command.
12 December 1943				Detachment “A” – Bad weather, and hence no flights. Preparations are being started for the return of the Detachment to England early in January.
13 December 1943				Detachment “A” – Some flights cancelled, others forced to return to base account of weather.
14 December 1943				Detachment “A” – Weather clearing up and all flights departed on schedule; some were forced to return. Temporary crews were set up for the forthcoming trip to England and the decisions made to carry no passengers on the trip.
17 December 1943				Several promotions in Group Headquarters today as follows: Appointed Technical Sergeant (Temporary) S/Sgt. GEORGE P. OSWALD, 12044953 (542) Appointed Corporal (Temporary) Pfc. FRANK C. BAKER, Jr., 39407763 (807) Pfc. DORRIS C. GORHAM, 35090182 (239) Pfc. JACK (NMI) STEIN, 32439623 (501) Pfc. KENNETH H. WAGGONER, 32251573 (501)
18 December 1943				Appointed Private First Class (Temp) Pvt. George, N. doll, 37432880 (501) Pvt. NNOEL R. SEIM, 16050412 (501) Pvt. EARL (NMI) THOMAS, 33234416 (501)
19 December 1943				F/O George L. Peavey, AC, of the 34^th Troop Carrier Squadron was, in addition to his other duties, was appointed Asst. Group Intelligence Officer.
20 December 1943				Pfc. Guy W. Tustin, 33088478, was promoted to Corporal (Temp.) Detachment “A” – preparations for departure to England are now in full swing. Air craft to be used on the trip are grounded and cabin fuel tanks being installed.
21 December 1943				Pfc. Irving (NMI) Cohen, 12142702, was promoted to Corporal (Temp). Detachment “A” – Activity increases. Aircraft being modified completely for the return to the United Kingdom. The 34^th Squadron is to take 11 planes; the 43^rd is to take 10 planes. Day otherwise normal.
22 December 1943				Detachment “A” –Activity as usual but with a minimum amount of runs due to grounding of the 21 aircraft.
25 December 1943				Detachment “A” – Christmas day, and very little activity, all departments either being closed down or operating with skeleton staffs. A very good Turdy dinner was served and the U.S.O. show furnished very good entertainment in the evening.
26 December 1943				In addition to his other duties, 1^st Lt. Bartley D. Rienhardt, 0-339348, AC, as detailed as Group Personal Equipment Officer.
27 December 1943				Six aircraft and crews were dispatched to Bottesford, Nottinghamshire on a non-operational mission.
28 December 1943				Detachment “A” – attached personnel who have worked in the various departments are taking over those departments to relieve the Detachment for the tri back to the United Kingdom.
31 December 1943				Detachment “A” – Several liaison pilots attached to the Detachment have received orders and left today to return to the United States. ///
HISTORICAL NARRATIVE 34th TROOP CARRIER SQUADRON 1 MAY 1944 TO 31 MAY 1944 NARRATIVE Military training, if it is to be either interesting or effective.be relevant to the struggle and tactical problems it purports to help solve. The relevancy should be clearly demonstrated, and in any case must be clearly understood. If there were a common denominator, a key note in the month’s training, it might be summed up in one word, relevancy. The interest and enthusiasm exhibited by Squadron pilots, aircrews, and even ground personnel, reflected faithfully two things: a growing appreciation of the magnitude and difficulty of the imminent project, and a training problem well-designed to fit a troop carrier unit for its particular task in the coming invasion of Adolph Hitler’s festering Europe. Despite intransigent stretches of mind, thick cloud and rain, many days in days in May found the Squadron’s Skytrains flying in three huddled elements of three in skies of comparatively unbroken blue. Squadron aircraft flew close formation with the Group in twenty separate exercises each averaging two hours. On four other occasions, the Squadron participated in paratroop-drop maneuvers. On the 24th, dummies were released very accurately in the Drop-zone. The paratroops practice mission on the 11th was a failure in that the aircraft were unable to locate the drop-zone. The airborne troops were not released. They returned safely to the field via c-47s. Of these four missions, all but one were successful, and all but one, the “dummy drop”, were flight maneuvers. Several flights were scheduled during which the Squadron aircraft were to tow gliders and a demonstration of the glider pick-up procedure was made. Inclement weather frequently interfered. Three flights of [?} two to five aircraft each, towed gliders during the month. Ground school session featured much varied but important subjects as first-aid, the treatments of secondary shock, ditching procedure, aircraft recognition, “glider snatch” technique, escape and evasion, air-sea rescue and its relation with communications procedures, paratroop tactics, and the current situation on the battle fronts. All aircrews attended. The Squadrons glider pilots attended a three-day course of instruction in the organization of airborne infantry, the mission of airborne troops, the duties of glider pilots completion of a glider mission, hand-to-hand combat, mines, booby traps, demolition, infantry weapons and their use, concealment and camouflage, fox-holes and gun emplacements. They participated in field exercises in establishing command posts and outguards, and patrolling and scouting. In the communications department, the veteran and the student operators were hard at work learning W/T [walkie/talkie] procedure, installing tow-ropes for glider and tow-plane inter-communication, studying radio operations procedure and radio navigation aids, and installing crystals for “A” and “D” channels in the Squadron aircraft. These radio operators acquired valuable operational experience in that they accompanied every flight and maintained contact with air-ground training stations. In addition to training, there was a great deal of administrative activity during the month. The long awaited orders and numbers arrived, for activation of two of our squadrons in the Group. The “split up” of our squadrons to form a cadre for one of the new squadrons was accomplished. Tis schism and the Change of Table of Organization a few days later greatly relieved the promotion situation. Many deserving men could be promoted. The problem remained of who was the most deserving. During the month, twenty-one C-37As were transferred out of the Squadron and the Squadron acquired two new C-47As.
WAR DIARY (1 May 1944 to 31 MAY 1944) 1. The Squadron continued its training program by flying a twelve-plane formation with the other Squadron. From 1430 – 1630, three aircraft towed gliders. In the evening the Squadron flew over three hours. The pilots showed considerable interest and improvement in formation flying. Five enlisted glider mechanics were attached to the Squadron for maintenance of Squadron gliders. Fifteen radio operators flew over two hours and communication with the air-ground stations. 2. Ground school convened from 0800 to 1030 during which period the letter from General Spaats pertaining to Air Force accomplishments was read. This was followed by a lecture on first aid. Twelve Squadron aircraft flew in the group formation for three hours in the morning and five aircraft towed gliders for an hour and a half in the afternoon. Ten Squadron radio operators flew two hours n the afternoon and communicated with air-ground training stations. Eighteen men practiced one hour each on W/T. Nine radio operators worked half a day preparing tow ropes for inter-communication between glider and tow-planes. The flying schedule for the evening was cancelled because of the winds. One major, two captains, eight 1st Lieutenants, seven 2nd Lieutenants, sixteen flight officers and fifty-eight enlisted men were transferred to the 310th Troop Carrier Squadron to form the latter’s original cadre. 3. Glider towing, scheduled for the morning, and all other types of flying were cancelled because of high winds and inclement weather. “Ditching Procedure” was the subject discussed in ground school; all combat crews attendees. Ten radio operators worked on tow-ropes for inter-communication between gliders and two-lanes and practiced for one hour on W/T. 4. The Squadron’s glider pilots began a three-hour course of instruction on the organization of airborne infantry, the mission of airborne troops, the duties of glider pilots upon completion of a mission, hand-to-hand combat, mines, booby traps, demolition, emplacement, practical in establishing command posts, outposts, outguards, and, also, patrolling. The instructors were three officers and one enlisted from an airborne regiment, veterans of two Mediterranean campaigns. The regular morning ground school featured training film on navigation. Twelve Squadron aircraft flew with the Group formation for one and a half hours during the afternoon; and twelve aircraft flew during the evening. Twelve radio operators communicated with air-ground training stations during the day’s flying. Eleven men practiced for one hour on W/T. Three enlisted glider mechanics were attached to the Squadron. One new aircraft, type C-47A, was assigned to the Squadron. 5. There was no day flying, but during the evening, ??? aircraft flew from 1830 to 2030. New crystals were installed for the “A” channel; the ??? brush up on their ???; ??????? which would participate in the evening’s maneuver. Briefing was conducting in the pilot’s lounge in the afternoon. Weather was ideal and the aircraft were loaded at 1830 for a 1930 takeoff. Our Group was designated the lead group over the drop-zone. The lead ship arrived over the DZ at 2100, the specified hour, and the release of paratroops was completed in 10 minutes. This proved to be a very successful mission. Thirteen radio operators practiced for two-hours on W/T, and eighteen radio operators attended a lecture on aircraft radio operating procedures for two hours. Fourteen radio operators flew with the evening’s mission and communicated with air-ground stations. 7. The ground school consisted of a critique on the previous night’s paratroop drop, and the paratroopers stated that they had been dropped closer to the DZ than they had at any previous drop. The critique lasted two hours. In the afternoon and evening, the Squadron continued for hour on W/T and then attended a one hour lecture on radio operating procedure. 8. Another paratroop maneuver was conducted today along lines similar to the previous night’s exercise. The afternoon briefing was held in the pilot’s lounge. Takeoff was at 2230 hours. The Squadron flew three elements of three ships each. The DZ was reached at 0030 and all but three ships of the Squadron dropped their paratroops. These three aircraft encountered a strange flight of C-47s, took evasive action, and were unable to get back on course for the drop. All aircraft of the Squadron not actually engaged in the night’s paratroop maneuver towed gliders from 1330 to 1630. Rebecca equipment in two aircraft had been discovered to be out of order and repairs were initiated. Six newly assigned radio operators received practical instruction on procedure and operation from experienced radio operators. Sixteen radio operators practiced for one hour on W/T and the six new men, later in the afternoon, attended a two-hour lecture on the operation of the aircraft radio sets. Thirteen radio operators flew with the evening’s paratroop mission and communicated with air-ground training stations. One officer and eight enlisted men were assigned, and two officers, on flight officer, and five enlisted men were transferred. 9. In the afternoon, nine Squadron aircraft flew in the Group formation, after which the Squadron’s flying officers attended a meeting. Seven radio operators practiced W/T for one hour. Six radio operators attended a lecture on the operation of aircraft radio sets. Seventeen C-47A’s were transferred to the 310th T.C. Sqdn, and four C-47A’s were transferred to the 316th T. C. Group. 10. In the afternoon, nine Squadron aircraft flew in the Group formation. One glider tow-rope was fitted for tow-plane to glider to inter-communications. Eighteen radio operators flew during the afternoon and communicated with air-ground training stations. Seven trained radio operators flew with experienced radio operators for procedures experience and instruction. Eighteen men attended class on radio navigation aids in the United Kingdom and eighteen radio operators practiced W/T for an hour. 11. A third paratroop drop was scheduled for this day. It was to be the largest, planned paradrop in which the Troop Carrier Groups over the U.K have participated. The paratroop unit xxxx and Airborne Division. Xxxx at 1700 hours with the aircrews. The aircraft took off at 0x00 hours and reached the DZ at 0800 hours. None one of the airborne infantry was dropped because of excess altitude and had inability to find the DZ. Two aircraft which did not participate in the maneuver towed gliders in the afternoon. IFF on one of the aircraft was out-of-order and was repaired. Thirteen radio operators practiced W/T for one and half hours, and thirteen radio operators attended a lecture on radio navigation aids. Seven other radio operators attended a two-hour lecture course on radio equipment operation. 12. A critique was conducted in the afternoon covering the previous night’s operation. Polices were established re: the Group formation and methods of dropping. The flying schedule today was cancelled because of poor visibility. Noe crystals were installed for “C” channel in all Squadron aircraft. Eight radio operators worked this afternoon on tow-ropes for inter-communication between tow-planes and gliders. 13. Both day and night flying were cancelled because of poor visibility. Eighteen men attended instruction for one hour in “Q” code class, and eighteen men attended a one hour class on W/T. Later in the day, eighteen radio operators attended a lecture on night flying navigational aids and navigational aids in the United Kingdom. One radar officer and four enlisted men were assigned to the Squadron. 14. It was a fine day. In the afternoon there was squadron formation flying. IN the evening, twelve aircraft flew cross country in formation for 2½ hours. Glider flying that had been scheduled for the morning was cancelled. Eighteen radio operators flew for 2½ hours in the afternoon and communicated with air-ground training stations. Eighteen men attended a one hour class in “Q” code. 15. For three hours n the afternoon, the Squadron planes flew with the Group formation. Eighteen radio operators flew with formation and communicated with air-ground training stations. A surprise party was given in honor of Col. McLelland, the Group commanding Officer. And although many of the Squadron officers had received no advance notice of the event, most of them arrived and thoroughly enjoyed the affair. Enthusiasm was at the highest during s contest, the winner or which was to receive the second piece of the birthday cake. A newly organized station band provided the music for listening and dancing. Everyone seemed to enjoy themselves. 16. On the afternoon’s training agenda was film xxxx operations xxx on the British desert campaign, taken as a sign that movement of the Squadron was anticipated for the following day; all passes were cancelled. There was no flying today. Eighteen radio operators attended a course on night flying navigational aids and radio navigational aids in the United Kingdom. 2nd Lt. Newly [?} and 1st Lt. {?} ???????? 17. [entire text undiscernible] 18. The Squadron flew for one hour and fifteen minutes n the afternoon. Sixteen radio operators flew with the afternoon formation and communicated with the air-ground training stations. Seventeen radio operators practiced W/T for one hour. 19. All combat crews attended a class in aircraft recognition. Following this, the Group intelligence officers gave a lecture on the week’s news and changes in the battle fronts. Inclement weather prevented flying today. Fifteen radio operators practiced W/T for one hour, and fifteen radio operators attended class for “Q” code for one hour. One officer was transferred to the 53rd T. T. Wing and three enlisted men were assigned. 21. The pilots indulged in local formation flying in the afternoon. High flying was scheduled for the evening, but weather closed in and flying had to be cancelled. Two radio operators flew one hour this morning and communicated with air-ground training stations. Two 1st lieutenants, one 2nd lieutenant, and two flight officers were assigned to the Squadron; three 2nd lieutenants (navigators) were transferred to the 310th T.C. Sgdn. 22. Group headquarters panned another paratroop exercise, but unfavorable weather prevented the execution of this plan. Four Squadron planes flew a radar flight for two hours. Six radio operators flew this morning and communicated with air-ground training stations. Fourteen radio operators practiced W/T. 23. The paratroop drop scheduled for the evening was again cancelled because of inclement weather. There was no other flying during the day. Fifteen radio operators practiced W/T. fourteen radio operators attended a lecture on navigational aids in the United Kingdom. 24. Twelve Squadron aircraft flew for two hours and forty-five minutes in the afternoon for a practice “dummy para-drop” exercise. All the aircraft arrived at the DZ in a reasonable interval, and a greater percentage of the “dummies” hit the dropping zone, too. Fifteen radio operators flew with the Squadron and communicated with air=ground training stations. Eighteen radio operators practiced W/T, and twelve radio operators attend a lecture on navigational aids in the United Kingdom. 25. All combat crews and glider crews [rest is undiscernible] 26. [rest is undiscernible] 27. In the afternoon, twelve Squadron aircraft flew with the Group formation for two hours and forty-five minutes. The radio operators who flew with mission communicated with air-ground training stations. 28. Twelve Squadron aircraft flew cross-country with the Group formation for two hours n the afternoon. All radio operators who flew today communicated with air-ground training stations. We were assigned one new aircraft, type C-47A. One officer was assigned to the Squadron. 29. IN the afternoon, twelve Squadron aircraft flew with the formation. Twelve aircraft were scheduled for a flight in the evening, but this schedule was cancelled because of inclement weather. The Squadron intelligence officer lectured to combat crews on escape and evasion. One enlisted man was assigned to the Squadron. 30. All combat crews attended a class on aircraft recognition and training films of the dropping of paratroops. Twelve Squadron aircraft flew with the Group formation for one hour. Three enlisted men were assigned to the Squadron. 31. All combat crews participated in one hour of athletics in the morning and attended a lecture in first aid. Five Squadron aircraft towed gliders in the morning, and twelve Squadron aircraft flew with the Group formation for one hour in the afternoon. Flying scheduled for the evening was cancelled because of bad weather. This afternoon was pay-day for both officers and enlisted men assigned to the Squadron. Eight officers and eight enlisted men were assigned to the Squadron. Fifteen radio operators attended a lecture on map-reading and principle of navigation. Perhaps the least tasteful but the most broadly practiced maneuver in this month’s training schedule was a lesson in mobility. On the 17th, the Squadron simulated a mass evacuation --- officers and enlisted men packed their personal and aircraft were loaded with full crews and equipment. It was all done in orderly fashion, and the inspecting officers credited the maneuver as being largely successful. Had the vent been recorded in Motion pictures, a ghostly montage might have lingered on the film --- a specimen of General Brereton’s many widely dispersed signs: “Keep Mobile”. Even in the category of troop carriers, it is neither an army’s job is its fate to stay in one place. ///
HISTORICAL DATA 34th TROOP CARRIER SQUADRON 1 June 1944 through 30 June 1944 Almost from the very first minute, there was a newness, a strangeness in the air an expectancy and, still, a restraint. Some personnel, perhaps with psychic sensitivities, suspected much; but, their but their suspicions went unvoiced. Unnoticed were the tell-tale rust-colored rolls of barbed wire that had grown up among the weeds and effectually separated those who know too much from those who knew nothing at all. Over everything was a superficial gloss of normalcy. Ground school consisted of lectures on escape and evasion, ditching demonstrations, first-aid, and summaries of the current war news. Combat crews participated from time to time in athletics. The drone of motors was sporadic in the sky but just enough to seem usual and casual. On the first, one squadron aircraft flew locally for thirty minutes; on the second, one aircraft made a Rebecca test flight while another flew cross-country; on the third, a Pathfinder crew accomplished a cross-country mission. More paratroopers had arrived – big, tough specimens of manhood---and were interned within the rust-colored barbed wire enclosures. It aroused little comment. For many weeks this had been "S.0.P." in the disposal of paratroopers---the barbed wire seemed to be more for our own protection than for anything else. On the 3rd of June, the communications arteries of from Carrier Command leading to subordinate units were suddenly glutted with secret instructions. With equal suddenness a heavy restriction descended upon the base. Officers appeared at the gates to augment the regular guard strength. Vehicles passed neither in nor out unless on official business of an urgent nature and properly conveyed by an "escort" officer: Passes for both enlisted men and officers were cancelled. The lights in Group intelligence and operations offices gloved all night. And yet, there was a phenomenal lack of rumor. Those discerning enough to see in this activity something of unusual importance were intelligent enough not to talk about it. The less discerning were awakened by cloud-filtered daylight on June 4th at the scheduled time; saw two Squadron Sky-trains take the air on cross-country flights and return two and one-half hours later; or were silently thankful that the cancellation of ground school for that morning had added, incrementally, to "sack-time". By noon, a field order had been disseminated to certain staff officers of Group Headquarters; normal business was in a state of strange suspense. Weather was, inconveniently, miserable, By the morning of the 5th, twelve Squadron aircraft were on the line and ready for loading. Squadron intelligence and operations officers had been informed of the nature of the impending operation. They gathered the appropriate maps, charts, and photographs for briefing in the afternoon. At 1500 hours, pilots and navigators, arrayed in full field equipment---flak suits, helmets, pistols, gas masks, impregnated clothing---filed into the Squadron intelligence office. There they received their escape purses, kits, and more cheerful items such as gum drops, chewing gum, soap, and cigarettes. Their faces were sober. In the space of a few hours, youths had changed into men. In the pilot's lounge, they were thoroughly briefed by Lt. Col. Robert J. Gibbons, the Group Operations Officer. Among the ranking officers present was Major General Ridgway of the 82nd Airborne Division. They proceeded, then, to their own “leper colony", to be cut off from the outside world until the mission was accomplished. At 1700 hours, the remaining members of the combat crews, already equipped, filed into a briefing room. Lt. Giles E. Dawson and Lt. John R. Kirk, squadron intelligence Officers, were present to conduct the briefing. “This is where you are going this evening." Lt. Dawson's voice was quiet, his phrasing studied. A hush fell on the roam as he produced a specially-prepared map of the northern coast of France. His finger traced a path leading out over the English Channel, skirting the isles of Guernsey and Jersey, bending northeastward to cross, the Cherbourg peninsula. "The paratroops will be dropped here, on Cherbourg Peninsula, at a crossroads immediately southwest of the village, St. Mere Eglise.” He indicated a point on the map. “You will cross the peninsula, fly out a few miles-over the Channel to the northeast, and then follow the reciprocal of the route in. If you should be So unfortunate as to find yourself on the ground, you can expect our soldiers to the northeast of where you land.” Lt. Dawson reminded the crews of certain basic principles of escape and evasion, and the briefing was over in a quarter of an hour. Lt. Kirk took the crews to the mess hall, escorted a few to latrines, and finally, deposited them in the Base Chapel to await further instructions. From 2000 hours to 2100 hours, a few trucks ran along the perimeter track, halted occasionally and moved on. Their drivers had been instructed to carry certain equipment to certain hard-standings. It was the sort of thing that happens every day at any aerodrome. In the chapel, the interned the interned crews could hear motors revved up, a few at a time, sustained for several minutes, and then cut off. They realized it was a most important warn-up. To other base personnel, it wars the normal noise of normal operations. A few minutes before 2100 hours, trucks drove up to chapel, stopped in the street. Crews piled aboard. The convoy rolled, trickled onto the field, scattered, made brief stops at specified areas, and resumed everyday duties. The crews lit cigarettes, talked in low tones, and became acquainted trooper passengers. Pilots and co-pilots made a last-minute check instruments and controls. Radio operators examined their transmitters and receivers but they kept their hands off the master switch. There was no test transmission. All that bad been done before. At 2215 boars the perimeter track was bare of trucks. C-47's stood silently and broodingly on their dispersed hard-standings, apparently deserted. Few knew that within their cavernous interiors was the red glow of cautiously-smoked cigarettes and subdued conversation Shot through a thread of high seriousness. The blue of the long twilight deepened. At 2300, engines again shuttered to life, exhausts belched preliminary puffs of smoke. The roar of engines grew to an ear-splitting crescendo. Five minutes later aC-47 rolled down the runway with navigation lights ablaze and ascending with its precious cargo. For thirty minutes aircraft took the aircraft took the air. The squadron contributed aircraft to the Group formation 47. Circling the field, their amber lights added a thousand stars to an already star-filled sky. At 2349 hours, the Group Set course. One might night have thought that by this time the well- kept secret would be “out-of-the-bag”. True, this display of Troop Carrier might had aroused some wonderment. About midnight, an officer with several men of the intelligence section, visited the mess hall for coffee. (There still many caffeine-crammed hours or work to do that night.) The KP in charge of night coffee inquired, "Say, Lieutenant, what's going on around here? Aren't you fellows working a little late?" The check points of the flight plan contained many- a dear name to Americans’ heart---Gallup, Flatbush, Atlanta, Paducah, Spokane, etc. The wing rendezvous point, elko, was reached at 0056 hours. The aircraft left the coast of England, Flatbush, 0109 hours and pushed on across the Channel. Pilots had expected a heavy barrage of flak at landfall on the French coast, Peoria, so they were considerably cheered when, at 0154 hours, they found this coast slumbering and peaceful. As they eased their heavy aircraft down through scattered clouds at 1700 feet, the remained alert. They wondered when the 19 formations of c-47s ahead of them would awaken the French countryside. They had not long to wait. At 0156, flak tracer and small arms fire burst loose from ground position to the north and northeast. Seconds later, the pilots and crews caught sight of chains of fires burning on the terrain directly ahead. At 0201, they sighted a lighted tree which marked the drop zone. Altering course and lowering to 800 feet, the aircraft swept over the DZ from 0202 to o204 hours. All but two paratroopers jumped. Those who did, members of the 505th Engineers, landed within the specified area. The pilots set course immediately to avoid the village of St. mere Eglise. Crossing the Cherbourg peninsula on the return journey was a hazardous affair. The French countryside was thoroughly awakened now and flak and tracer fire reached out from the north. Flak hit the left engines of aircraft piloted by 1st. Lt. Paul J. Melucas, 2nd Lt. Richard L. Adams, and the aircraft co-piloted by 2nd Lt. Samuel A. Peek. There were no injuries to personnel, Crews found the English Channel littered with destroyers, cruisers, landing craft, and a sprinkling of battleships, an Inspiring sight in the early dawn. The odd astronomical title of the night's mission NEPTUNE, took on a larger meaning. It was clearly less referent to Planet No. 8 than to the god of the sea in ancient Greek mythology. Approaching the home field, Spanhoe, one pilot, 1st Lt. Richard L. Klotz, discovered that flak had so damaged the hydraulic system of his aircraft that one wheel hung half way down and the other had remained in a retracted position. Gasoline gauges were not functioning. Brakes and flaps were not responding to controls. At the last minute, 2nd Lt, Dale Gaffney, the co-pilot, suggested pouring the water of four canteens into the hydraulic system to bring down the wheels and to operate the brakes and flaps. It worked and the aircraft sighted the home field, Spanhoe, at 0408 hours, and they circled down to a landing by 0420 hours. Interrogation was conducted by Squadron intelligence personnel from 0430 to 0530 hours. A special ration of bourbon was given to combat crews following interrogations. Reaction to their Participation in the mission, NEPTUNE, was varied among the members of the combat crews. Several of the pilots had interesting comments. Lt. Col. Donald G. Dekin, Squadron Commander, said: "It was the biggest thrill of my life to have a ringside seat at the world's greatest show." 1st Lt. Ernest S. Henner and 1st Lt. Paul J. Me-Incas agreed: "The closest thing to a traffic jam in the sky we’ve ever seen." When asked what he recall& most vividly in his D-day excursion, 2nd Lt, Prichard L. Adams replied, "I vividly remember the shells hitting the left engine of my plane." 2nd. Lt. Howard J. Beagle was impressed by British and American naval strength. "There were so many boats you couldn't see the water." "Biggest thrill of my life," said 2nd Lt. Shaw D. Ray. The co-pilots were enthusiastic too. Major James S. Smith, Squadron Operations, Officer, commented: "The carefully laid plans and perfect timing were instrumental in making the mission such a huge success." 2nd Lt. Donfred A. Doll admitted that the fastest ride of his life as on the return journey from Cherbourg Peninsula. 2nd Lt. William D. McGriff noted aesthetic aspects. "Flak sounded like hail stones hitting the plane, but I was impressed most by the beautiful, moonlit countryside, the flares floating down, and the great activities." 2nd Lt. Jack B. Olds said he would never forget the huge fires blazing all along the coast of France. Asked whether he was at all frightened in the midst of enemy fire, 2nd Lt, Lawrence St. John explained His reactions as follows: "Although we could see projectiles and tracer fires all about us, we were much to busy flying in formation through thick clouds to think of danger.” It was a wonderful feeling to realize that I had been in on the greatest military invasion of all time," said Capt. Joseph E. Krysakowski, a navigator, when he returned to his home base. Another navigator, 1st Lt. Romeo S. Farese, dreaming of home town Watertown, Massachusetts, had this to say: "The air was so full of planes it would have been easier to find a parking space near Victory Field or Turkey Say than it was to find flying space near Cherbourg Peninsula on D-Day. 1st Lt. F. C. Melton Jr.’s time sense was affected: It seemed that we had no more started than we were back.” The experience had an opposite effect on another navigator, 1st Lt. Stan W. Woodall: “on the return trip, I had some of longest minutes of my life.” Crew Chiefs and radio operators had less to say. T/Sgt. Harold J. Boyland explained that to him it was just as smooth and well-timed as a practice mission. S/Sgt Aloysius F. Chirhart, a radio operator, remarked “It wasn’t easy, but it was better organized and planned than even a practice mission.” S/Sgt John J. Cieuloukowski, another radio operator, described his first combat mission as the biggest thrill of his life---ln particularly when an enemy gun position that had been firing at him was blown up. (A complete roster of Squadron fly8ing personnel participating mission NEPTRUNE is appended.) Combat crews left the pilot's lounge after interrogation and, with ail our blessing, crawled into their "sacks" for well-earned sleep. The rest of the world still had to wait six hours before they heard the news and could rejoice, too. During the days that followed D-Day, the Squadron was frequently alerted for various types of combat missions. Weather usually cancelled such operations. But on June 22nd, two five-aircraft formations departed Spanhoe for Ramsbury for the purpose of carrying ammunition to the beachhead area. Each aircraft was, loaded with 5000 pounds of ammunition, and the first five-aircraft formation departed Ramsbury at 0828 hours on June 23rd for St. Alban’s head, the rendezvous point for three other formations and fighter cover. The first formation landed at the Normandy strip at 0945 and was unloaded, Flights were scheduled at at two hour intervals. The second formation took off at Ramsbury at 1020 hours, and landed at the beachhead at 1240 hours. Captain Edward F. Connelly, a pilot in the first formation to land, was delayed a few hours in his return by a puncture caused by the newly laid net runway on landing. The aircraft had returned to home base, Spanhoe, by 1855 hours on the 23rd. The training schedule during the month of June was very much like that of May. Lt. John R. Kirk inaugurated Sunday lectures for enlisted men. These lectures were held in the base chapel and were of one hour duration. During the first twenty minutes, the current news of the world’s war fronts was covered. The remaining forty minutes was devoted to topics of allied interest, and preferably, or somewhat controversial nature, inasmush as group discussion was encouraged. Using Hitler’s Mein Kampf and Rauschnig’s Hitler Speaks, Lt. Kirk pointed out certain characteristics of the present day Nazi psychology and propaganda. Other topics concerned the potentialities of rocket and jet propulsion, the fallacies of isolationism, and the structure of a permanent peace. On June 24th, the Squadron personnel saw the handwriting of the wall. They were given instruction to paint all baggage for proper identification in anticipation of oversea movement. ///
WAR DIARY 1 June 1944 TO 30 June 1944 1. Squadron training was continued with a 1½ hour’s lecture on escape and evasion presented Lt. John H. Mackenzie (310th T.C. Squadron). This was preceded by a forty-five minute warm-up of athletics in which combat crews participated. In the afternoon all combat crews attended a lecture on ditching and a lecture on emergency procedures with wounded aboard aircraft. One C-53D assigned the Squadron. One Squadron aircraft flew locally for thirty minutes. 2. In the morning ground school session, Lt. Mackenzie gave the second in a series of lectures on escape and evasion. Group and Squadron intelligence officers review the current situation on the world's battlefronts. Pilots took paratroopers to their aircraft and briefed them on emergency ditching procedure. One aircraft flew for two hours on a Rebecca test flight. Another flew cross-country for two hours, fifteen minutes. The radio operators accompanied these flights and communicated with air-ground training stations. 22 radio operators practiced W/T for one hour. 18 radio operators practiced ½ hour on Blinker Code and practiced 1 hour on “Q” signals. 3. The Base was placed under heavy restriction. A pathfinder crew made a cross-country flight. Four radio operators attended a lecture on Radio Navigational Aids in the United Kingdom. 21 radio operators practiced W/T for 1 hour. 4. Two Squadron aircraft flew cross-country for 2½ hours. 5. In the afternoon, combat crews of 12 Squadron aircraft attended a briefing for a paradrop over Cherbourg Peninsula. The crews were then segregated for dinner, briefed with the junpmasters at 2000 hours in the pilot's lounge. The Squadron took off st 2320 hours, arrived at target 6. ---at 0202 hours. All but two paratroopers were dropped. All crews reported dropping on the DZ. Aircraft returned between 0400 hours and 0200. Crews were debriefed by Squadron irntel4gence personnel from 0430-to 0515. There were no injuries to personnel; minor damage to aircraft from flak and small arms fire. 7. Squadron engineering personnel were engaged in checking aircraft for damage and making necessary repairs. 17 radio operators practiced W/T. 6 radio operators attended a lecture on Navigational Aids in the United Kingdom and Radio Procedure. Lt, Giles E. Dawson acquainted the new radio operators with escape and evasion procedure and discussed certain unorthodox tricks of German interrogators. 8. 15 radio operators practiced W/T for one hour and attended "Q" code class. 18 radio operators attended a lecture on navigational aids and chart reading. 9. Combat crews attended a morning ground school session on aircraft recognition. Eighteen radio operators practiced one hour on W/T and 19 attended a “Q” signal class. 10. Combat crews attended a morning ground school session in aircraft recognition. 18 radio operators practiced 1 hour on W/T and 19 attended a "Q" signal class. 20 radio operators practiced W/T for 1½ hours and attended “Q" signal class for one half hour. 11. Lt. John R. Kirk gave the second of a series of orientation lecture to the enlisted men of the Squadron. Current situation on the war fronts were covered; he then led a discussion on the subject of propaganda. 12. All combat crews participated in one hour of athletics. Squadron personnel saw the cinema: Battle of Britain. One aircraft flew locally for six hours. 17 crews were alerted on 3 hour notice for any prospective mission. 20 radio operators practiced for one hour. Six Flight Officers were promoted to 2nd lieutenants this date. [copy of microfilm for June 13 – 30 not discernible] ///
34th TROOP CARRIER SQUUADRON HISTORICAL NARRATIVE 1 JULY 1944 TO 31 JULY 1944 Since the dramatic, lightning-stroke events in the pre-dawn period of D-Day in which the 34th Troop Carrier Squadron had played its part, there was no slaking of effort. Everyone still seemed eager and ambitious to concentrate his share of energy toward our early victory in the war in Europe. But the atmosphere had changed a bit. Gone was the glamour, absent was the great adventure of dropping fighting men secretly, deep in enemy-held territory. There was a clockwork quality in the way combat crews, awakened at any hour, alerted, and assigned freight missions to the Normandy beachhead, rolled up their bedrolls, snatched their equipment from the shelves, and boarded the Skytrains for what they called, with no great display o£ affection, "milk runs". During this month of July, 1944, the Squadron completed seven cross-Channel missions, transported 209,253 lbs. of all types of equipment to Normandy, carried 4000 lbs. of mail from the beachhead to England, and evacuated 196 wounded to the United Kingdom. In clockwork there is more precision than poetry, more efficiency than fun. As the month began the Squadron had only eight glider pilots on its roster. Then, on the 25th of the month twenty-three new glider pilots arrived. Two days later we welcomed nine glider pilots, former members of the organization, who had left us, somewhat nostalgically, just before D-Say. They were kept busy. So busy, in fact, that one irksome detail of administration, censorship of mail, devolved upon the already hard-Pressed “Ground Officers” who, every morning at 0815 hours, gathered in a cheerful group at the Orderly room, ink, razor blades, and moist tongues ready for the morning's business* Glutted chow lines, cooks' consistent aversion to well-cooked potatoes, the strain on latrine facilities coupled with the well-known frailties of British plumbing, sporadic failures in electric power, heat, and water were the chief factors contributing to the complexion of morale. The training schedule was in no way relaxed. Although the accent was placed on glider-towing, the Squadron participated in four para-drop exercises and many hours of close-formation flying. The para-drop exercises of the 16th and 19th were particularly interesting in that units of the 1st Polish 5rigade were participating. July marked the first month during which Polish para¬troopers, using British equipment, made jumps from American aircraft. On the evening of the 16th, at 2000 hours, nine Squadron aircraft took off with their precious cargo, joined the other squadrons of the group in the next thirty-six minutes, and set course at 2051 hours for the Wing rendezvous point, Newark-on-Trent, arriving there at 2106 hours. Lt. Col. Edward E. Lyons, 315th Group Commander, led the formation. Timing, in this exercise, was a critical factor. Other groups, towing gliders, were scheduled over the same DZ a scant ten minutes later. The air was warm, still, and humid. Powerful propellers churned up dangerous wakes, and C-47's bounced and skidded in the blast. In the sleek interior of one aircraft a Paratrooper sweated, grew pale. The flying entourage passed Lincoln, Boston, Wisbick. Split seconds before this Paratrooper made his jump into the quiet, refreshing freedom of the night air over Wettering Airdrome, h1s stomach weakened. Later, the crew of this plane had a glimpse of Old World courtesy. After the landing, the pilot walked down the corridor to the exit, and as he did so, he made quick appraisal of the cabin's interior. Smiling, he said: "It can happen td the best of men." Then, the chew chief handed the pilot a crumpled bit of paper. Bravely scrawled thereon: "Gentlemen, We are sorry for one of our men being sick on the floor of your beautiful airplane. I apologize (to) all of you. Yours,” The note was signed by a lieutenant of the Polish paratroop unit. Other paratroopers fared better. All made their jump in a matter of seconds starting at 214506 [sic] hours---six seconds late. All landed in the target area. High ranking British Army observers communicated their high praise to Wing Headquarters. The exercise on the 18th was almost an exact replica of that of the 16th. The route: Spanhoe to Newark-on Trent to Lincoln, to Boston to Wisbick to DZ to Spanhoe. The DZ: Wettering Airdrome. The weather was ideal. A light breeze of ten miles per hour came from the west. Again, there was precise navigation, timing, and concentration. The Squadron dropped its paratroopers at 214513, precisely on the “target”. Results were excellent and the aircraft had returned to base by the time the other Troop Carrier groups had dispatched their gliders. On July 27, 28, and 29Lt. Giles E. Dawson conducted a chemical warfare review for personnel assigned to the Squadron since April 15 and other personnel who had missed classes given previously. The review consisted of four hours of lecture and an examination. During the month, 1st. Lt. Norman H. Peden, Squadron Communication Officer, continued his broad training program for communications personnel. Ground school for pilots and crews included medical lectures, data and dope on escape and evasion, ditching and air-sea rescue. The athletic program was not relaxed. Several enlisted men were sent to Pathfinder’s School. Three officers. The Squadron war bond effort showed a discouraging decrease despite the Fifth War Loan Drive. During the month, the Squadron slipped from first lace in the Group to an ignominious positon in trail of the number three Squadron. The difference amounted to over $1000. In the afternoon of the 24th, the Squadron Commander, Lt. Col. Donald G. Dekin presented the officers and men of the combat crews who had so splendidly performed their D-Day mission with the Air Medal ///
34th TROOP CARRIER SQUADRON 1 July 1944 to 30 July 1944 WAR DIARY July, 1944 1. The Squadron’s Officer and Enlisted men retained all the initiative that they had stored up for D-Day and there was no letdown. In their work, training, and maintenance of their Squadron’s equipment. OF the Squadron’s twenty C-47A’s, nineteen were ready for immediate use while one remained in the hanger for a routine 100 hour check-up. One aircraft flew across-country for 3 hours, another for 2 hours. Gliders were towed by two of the Squadron’s aircraft for two hours. The weather was unsuitable for fling. Ground school consisted of a one hour medical Lecture and 90 minutes of W/T practice for 14 radio operators. Scheduled athletics were cancelled because of the weather. One Enlisted Man was sent to Pathfinder School for training. 2. One Squadron aircraft flew locally for two and one half hours. The Flying Schedule was cancelled because of poor weather. Fifteen radio operators received one hour’s training in W/T. Glider pilots and a few power pilots received on and one half hours instruction in Glider Cockpit Procedure. The Weekly News Summary covering the War fronts was given by Lt. Dawson; while the regular educational discussion was conduct by Lt. Kirk. 3. Inclement weather ws responsible for the cancellation of flying and practise on the firing range. Three enlisted men returned to the Squadron after spending seven days at the IX Troop Carrier Command’s Rest Hotel. Twelve radio operators practised W/T for one our. Cockpit procedure of the Horsa Glider was explained to the glider pilots and a few of the power pilots. 4. The weather man gave the Squadron a break, and the Squadron sent up 8 aircraft for two and one half hours of formation flying. Three aircraft towed glider for two hours. Ground school consisted of W/T training for twelve radio operators. Eleven radio operators were able to get two hours of air-ground training work. Two officers and two enlisted men were assigned and joined the Squadron today. Three enlisted met were promoted this data. 5. Another good day for flying and the Squadron sent up a none plane formations for the two hours, two aircraft cross-country for 2 hours, two more cross-country for 7 ¾ hours, and three locally for one hour. The radio operators who flew were in constant touch with air-ground training stations. In addition to a one hour Medical lecture, the Squadron’s personnel participated in various types of sports for more than an hour. The Squadron is prepared to do its part in the V War Bond Drive, and the benefits of War Savings Bonds were explained to personnel. Three Flight Officers were this day honorably discharged in order to accept commission as 2nd. Lts. Four officer and two enlisted men to the IX Troop carrier Command’s Rest Hotel for seven days. 6. Eight of the Squadron’s aircraft did formations flying for 2 hours and the radio operators received valuable training by contacting air-ground training stations. The aircraft towed a CG-4 for two hours, while another Squadron plane flew cross-country for 6 hours. Combat crews received one and on half hours instructional in ditching procedure, after a one hour medical lecture. Eleven radio operators practiced W/T for an hour. 7. A majority of the Squadrons flying personnel had another opportunity to do some formation flying when nine aircraft took to the air for two hours. Two Squadron airplanes flew cross-country, the first from 0930 to 1800 hours, the second from 1400 to 1700 hours. Ground school training consisted of an aircraft recognition class for flying officers and W/T practise for radio operators. Scheduled night flying was postponed. 8. The Squadron became a bee-hive of activity then orders were received that it would participate in a paratroop-drop exercise called "Burden 'A", this evening. Modifications were made on the participating aircraft. American type equipment was exchanged for British type as Polish Paratroops were to be dropped. At 2130 hours, the Squadron's twelve C-47A's left the runway to lead the entire Group's formation and returned at 2250 hours. In the opinion of the Squadron Commander, Lt. Colonel Donald G. Dekin, the exercise was a success for all 129 Polish paratroopers jumped and l0 para-racks were released over the Drop Zone at the scheduled time, 2230 hours. 9. A large portion of the Squadron's personnel attended Sunday's Religious Services during the morning. The Weekly News Summary for enlisted men was conducted by the Squadron’s Intelligence Officers. 10. Two aircraft flew cross-country from 0900 to 1300 hours, and a third from 1500 to 1700 hours. Fifteen radio operators practised W/T for one hour and another twelve operators trained on “Q” Signals for an hour. The scheduled paratroop-drop was cancelled for the evening. 11. Three of the Squadron's aircraft flew locally for a total of four hours. Ten pilots used the Link Trainer for 15 minutes each. Officers engaged in athletics for an hour following a Medical Lecture. Scheduled night flying was called-off because poor weather conditions. 12, The weather cleared in the morning and nine aircraft flew in formation for two hours. Several airplanes of the Squadron towed CG-4 Gliders and British Horsa Gliders for a total of four and a half hours. The training program for radio operators set up by the Squadron's Communications Officer, 1st It. Norman H. Peden, is being closely followed. Each day, the radio operators practise code, W/T, and other communications methods. The postponed paratroop-drop exercise, “Burden ‘C", took place in the evening, when It. Colonel Dekin led his Squadron's twelve aircraft formation from the runway at 2130 hours. The Squadron's C-47A’s were again out in front of the entire Group's formation. When interrogated, the Squadron Commander stated that 125 Polish Paratroopers were dropped and 5 para-racks were released over the Drop Zone at the scheduled time of 2230 hours, thus the Squadron's exercise was "a successful operation”. 13. Flying was cancelled because of inclement weather. Flying officers attended an aircraft recognition class and also Group's intelligence War News Summary. 1st It. Romeo S. Farese, Navigator, who had joined this Squadron in the States, was transferred to headquarters, IX Bomber Command. The following named officers were this day notified of their respective temporary promotions: 1st Lt. Stanley H. Snidow to Captain, AUS; date et rank 24 June; 1944. 1st It. F.C. Melton Jr. to Captain, AWS, date of rank 1 July 1942. 1st Lt. Ernest G. Henner Jr. to Captain, AUS, date of rank 1 July 1944. 2nd Lt. Wi1liam E. Bruce to 1st Lt., AUS, date of rank 1 July 1944. 2nd Lt. Joseph M. Ciskowski to 1st Lt., AUS; date of rank 22 June 1944. 2nd Lt. jack P. 0lds to 1st Lt., date of rank 24 June 1044. 2nd Lt. Kenneth R. Vandera to 1st. Lt., AUS, date of rank 24 June 1944. 2nd Lt. Kenneth K. Wier to 1st Lt., AUS, date of rank 24 une, 1944. 14. Ten Squadron aircraft were in the today, nine in formation flying for two hours; one towed two CG-4 Gliders or a single Horsa glider for an hour. Two enlisted men were sent to Airborne Radio Operators School for special training. Two Squadron C-47A's were dispatched at 1145 hours to Greenham Commons Airdrome to pick up freight for delivery to France. After loading 7)851 pounds of mixed Ordnance) Signal and Medical equipment, the two airplanes took-off at 1430 and landed at the Normandy Peninsula at 1900 hours. 15. Nine aircraft flew in formation for two hours and three planes flew locally for two hours. Scheduled night flying was cancelled. 16. Regular Sunday Religious Services were held this morning. One Flight Officer was appointed to the rank of Second Lieutenant and one enlisted man promoted from the grade of corporal to sergeant. The Weekly News Summary of the War Fronts was given to the enlisted personnel in the afternoon. Orders were received for the Squadron to participate in a two-day paratroop-drop exercise named “Darlan No. 2 and No. 3”. At precisely 2015 hours "Darien No.2 Exercise” went into effect as nine Squadron aircraft left the ground. Lt. Colonel Howard B. Lyon, Commanding Officer of the 315th Troop Carrier Group, was at the controls of the lead aircraft. When the exercise was over at 2200 hours, Lt. Colonel Lyon said that the operation was successful, for all 147 Polish Paratroopers and their equipment were dropped over the “T” as scheduled. 17. The Squadron sent three officers and three enlisted men to the IX Troop Carrier Command’s Hotel for seven days. No flying was scheduled for today. Four officers, all pilots, were assigned and joined the Squadron. A practise "Defense Alert-Battle Stations” was sounded at 1500 hours and all personnel returned to the Squadron area immediately. Officers and men quickly donned their battle equipment, drew their respective weapons with ammunition from the armorer, and formed into the pre-arranged platoons. These platoons went to their designated positions in defense of the airdrome. the all-clear was announced at 1700 hours. 18. Three squadrons flew locally for a total of hour hours; while two others towed CG-4 gliders for an jour each. Ground training fore flying officers consisted of a one-hour training film and a one hour medical lecture. Nine enlisted men, glider mechanics, joined the Squadron today. 2nd It. Oliver W, Branch was ap[pointed 1st Lt., AWS, Temporary, with date of rank 3 July 1944. Nine Squadron aircraft participated in the paratroop-drop exercise "Darien No. 3”. Take-off time was at 2315 hours and all aircraft returned by 2206 hours. The practise drop was a success as all 130 Polish paratroopers "hit the silk” right on the scheduled time and place. 19. One aircraft left for a cross-country trip at 0745 hours and another at 0955 hours, returning at 1600 and 1750 hours, respectively. Two CG-4 Gliders were towed by one of the Squadron's planes for an hour. Thirteen aircraft with three crews were dispatched to Ramsbury Airdrome at 1700 hours, in compliance with the 52nd Troop Carrier Wing’s mission Number 303, a transport freight haul to the Normandy Peninsula. These aft were loaded with 53,066 lbs. of 76mm ammunition but did not leave Ramsbury. 20. Thirteen aircraft at Ramsbury Airdrome were grounded because of very bad Flying weather over the Continent. 21. The weather was still very poor for fling, and the Squadron’s aircraft t Ramsbury remained grounded. 1st Lt. Walter J. Sitarz was promoted to Captain, AUS, with date of rank 10 July 1944. Three pilots received 45 minutes each in the Link Trainer. 22. In spite of overcast and poor visibility, thirteen freight-laden aircraft took off from Ramsbury between 1318 and 1348 hours for the Normandy beachhead. Two aircraft returned to Ramsbury France because of a dangerously low ceiling. The other eleven aircraft went through the “soup” and landed at “T-2” landing strip in France. The steady drizzles of the last several days had make the metal mesh strip very slippery, and one aircraft, its braked wheel unable to get traction on the runway, skidded into another of the Squadron’s aircraft. Both were damaged. Between 15000 and 1835 hours nine aircraft left for the home field, Spanhoe, arriving between 1700 and 2035 hours. Of the nine, seven returned empty, one took 24 litter patients to Membury Airdrome, and one carried 4,000 pounds of mail to Aldermaston airdrome. The two damaged aircraft remained in France. 23. The remaining two aircraft dispatched July 19 returned to Spanhoe, completing Wing Mission no. 303. One aircraft flew locally for three hours. Three officers were placed on detached service and sent to Pathfinder’s School. 24. Five aircraft flew locally from 1330 to 1500 hours four towed gliders (CG-4) from 1400 to 1500 hours. Three aircraft took off at 1600 hours on Wing Mission No. 321. Air medals were present that afternoon to those officers and men of combat crews who so splendidly performed their D-Day mission. 25. Seven more aircraft took off at 0640 hours on Wing Mission N. 321. Two aircraft, dispatched on the 24th on this mission returned at 1215 hours. The seven additional aircraft returned at 152 hours, completing the mission. Three aircraft left the runway at 1500 hours, on Wing Mission No. 324; all three aircraft retuned at 2205 hours. Aircraft no. 42-24174, one of the two damaged at “T-2” on July 22, 1944, was returned to the Squadron; the other, 41-93035, was dropped. One radio operator was sent to Airborne Radio Operator’s School. Three glider pilots, a captain, two flight officers, and one enlisted man were assigned to the Squadron. 26. One aircraft flew cross-country from 1107 to 1500 hours. Then aircraft towed gliders from 1430 to 1630 hours. 27. Five aircraft flew locally from 1000 to 1130 hours; four from 1400 to 1600 hours. Eight Skytrains took off at 1600 hours on Wing Mission No. 343. 28. One hour’s aircraft recognition class was followed a two-hour intelligence lecture and attended by all flying officer. One aircraft flew cross-country in the morning. Seven C-47A’s left the runway at 1305 hours on Wing Mission No. 344. At 1440 hours, the eight aircraft dispatched July 27 returned to complete Wing Mission No. 343. 29. Ten aircraft towed gliders for one hour; one flew cross-country for one hour. Six aircraft took off at 1600 hours on Wing Mission No. 351. At 1730 hours seven aircraft dispatched the day before landed and thus another freight transport haul (Wing Mission No. 34) was completed. 30. Six aircraft returned at 1900 hours, completing Wing Mission No. 351. One aircraft flew locally for two hours, twenty minutes; another flew cross-country for two hours. 31. Flying officers attended one hour aircraft recognition. Ten aircraft towed gliders form 1500 to 1600 hours. One aircraft flew cross-country for 1445 to 1750 hours. ///
Histprica1 Data 34th Troop Carrier squadron 1 5eoternber to 30 September NARRATIVE The month began with the Squadron poised and ready for a contemplated thrust of the newly organized First Allied Airborne Army. On the first day of the month, Intelligence personnel were restricted and the paratroopers arrived. The next day, the complete post was sealed. The briefing for the mission was completed on the 3rd, but the mission was postponed at the last minute until further notice. The next day it was cancelled completely. Our paratroop guests returned to their more comfortable billets and the ingress and egress of both soldiers and civilians was again permitted. On the afternoon of the 12th, twenty-four Squadron aircraft rushed 119,212 pounds of gasoline from an airfield in England to Reims, France, for U.S. 3rd Army. The crews returned to their home base late that evening only to be roused from their "sacks" early the next morning to crew twenty of the Squadron's aircraft and haul supplies for the British. The load, 102,000 pounds of ammunition, was picked up at Kemble Airdrome, England, and taken to Brussels, Belgium, for the use of the British 2nd Army. On the 13th, twenty-two Squadron aircraft returned to a familiar field, A22C, Normandy. On this occasion, loads consisting mostly of gasoline and heavy ammunition, one plane load of grease, and three of small arms ammunition were hauled. A total load of 111,041 pounds was delivered to Etain, France, for the 3rd Army. These aircraft encountered bad weather. Three aircraft could not get through to deliver their loads, for two days and most of the rest returned to their home base in flights of threes and fours, over a period of three days. Combat crews were given a short lecture on "Escape and Evasion in Holland", and Escape Purses and kits were issued, September l6th. ^-They received the final briefing for the air invasion of Holland the following morning. By 1039 hours, twenty-two Squadron aircraft with 108 para-racks and 314 American paratroops of the 504th Battalion, 82nd Airborne Division, were airborne and headed for Drop-Zone “O", northeast across the river from Graves, Holland. The formation encountered light flak and small arms fire upon reaching the Dutch Coast. The flak was moderate in intensity and sporadic due to the presence of our excellent fighter protection. For the most part, the enemy's flak effort was inaccurate; but the flight leader of the 3rd element was hit while over the Dutch Islands and was seen to go down in flames and crash in a flooded area. The pilot, Capt. Richard E. Bohannon of Mount Vernon, N.Y., and the co-pilot, Lieutenant Douglas H. Felber of Chicago, Illinois, were reported to have held the plane up by some superhuman effort until thirteen parachutes were counted. Other members of the crew which have not been heard from are Lieutenant Bernard F. Martinson, Navigator, of St. Paul, Minn.; the radio operator, Staff Sergeant Arnold B. Emerson, Omaha, Nebraska; and Sergeant Thomas N. Carter, Crew Chief, of Winston-Salem, North Carolina. Fifteen paratroopers and three para-racks were on the plane shot down and two wounded paratroopers were brought back on one of the three aircraft which had suffered minor damages. Two other paratroopers returned for unknown reasons. The twenty-one aircraft which got through dropped 295 paratroopers and 105 para-racks on the exact spot picked for them. The planes arrived back between 1520 and 1545 hours. Six crews were immediately alerted for a resupply mission which was cancelled at 1800 hours. The next day, fifteen Squadron aircraft departed Spanhoe with 254 paratroopers and 46 para-racks of the British 10th Para-Battalion, First Airborne Division. The opposition was about the same as the first day. One aircraft (Lieutenant Tommy T. Tucker, Pilot, of Fairmont, West Virginia; Co-pilto, Lieutenant Dave O. Snowden of Vermont, Illinois; Technical Sergeant Woodrow W. Durbin, Crew Chief, of Birmingham, Alabama; Staff Sergeant Walter E. Hewatt, Radio Operator, of Wilmington, North Carolina; with 18 paratroopers and 3 racks, started barring as a result of enemy ground fire and paratroopers and crew bailed out safely behind enemy lines. The were still sixteen miles from the Drop-Zone. Thirteen aircraft dropped their troop and equipment on the Drop-Zone. The fourteenth aircraft flew with another serial and dropped its troops and equipment three fourths of a mile north of the Droop-Zone. Two other aircraft suffered damage and one para-rack would not release. On the 19th, the crews were alerted and briefed for another para-drop mission, but it was postponed because of the weather. The next day they got the paratroopers to the planes and had a few engines started when it was again cancelled because of the weather. The third time seemed to be the “Charm” for thirteen aircraft got off with their load of polish Paratrooper and equipment. The mission was then postponed for an hour and the planes circled the field. They finally started on route at 1437 hours. They were forced down to the "deck" by weather and then hit a solid cloud. Upon dispersing and climbing above the clouds on instruments, they found it too hazy to form again so returned to the home field. The 22nd continued to be bad but was brightened somewhat by the return of Lieutenant Tucker’s crew. They had evaded capture successfully and made it through to friendly lines. Technical Sergeant Durbin was left in a hospital at Brussels with a sprained ankle, the most serious result of the experience. On the 23rd, seventeen aircraft were successful in carrying 243 Polish paratroopers and 97 para-racks which had been returned on the 21st. Ten racks were lost enroute because of mechanical failures. All the paratroopers and the rest of the para-racks were dropped near some waiting transportation about a mile from the briefed Drop-Zone. There was no enemy reaction encountered and all planes returned safely. All reports received indicate the success of each drop made. The crews enjoyed two days of comparative quiet, after the recent feverish activity, confident that the “worst was over”. On the 26th, eighteen Squadron aircraft made an airborne landing at a field near Graves, in the narrow “Holland Corridor”. The field had been strafed by enemy planes a half hour before. The aircraft carrying 93 British airborne troops and 55,610 pounds of equipment, including ten jeeps, twenty-four trailers, three motorcycles, guns and ammunition, were landed on the grass field and unloaded. All planes returned safely and crews spoke in glowing terms of the excellent air cover proved by Allied Fighters. On the 27th, eight Squadron aircraft carried 36,400 pounds of heavy ammunition to Brussels, Belgium, for the use of the British 2nd Army and arrived back at the home base late the same day. On the 28th, eighteen aircraft left early on a freight haul evacuation mission. They were held up for six hours at Greenham Commons because of insufficient transportation for loading. One of the planes was damaged by a glider tow rope and returned to base after making minor repairs. Three of the remaining aircraft carried 14,227 pounds of miscellaneous equipment of which the majority was clothing, to Toul, France, and the U.S. Third Army sector. They were forced to stay on the Continent overnight because of bad weather. On the 29th, four Squadron aircraft started with 20,600 pounds of gasoline for Lyneham Airdrome, England, to Brussels, Belgium, but were turned back because of weather and landed at Spanhoe. The aircraft which had stayed overnight in France, took nine litter and five walking patients to Paris and brought fifty litter and fort-eight walking patients back to England. The four aircraft which returned to Spanhoe with their loads, got through to Brussels on the 30th, and returned to the home base the same day. Twelve aircraft picked up 61,612 pounds of gasoline at Aldermaston Airdrome and took it to Reims, France, where they remained overnight.
WAR DIARY 1 September 1944 TO 30 September 1944 1. (Undiscernible) 2. (Undiscernible) 3. (Undiscernible) 4. Heavy precipitation and poor visibility, the mission was cancelled. There was no regular flying. 1st Lt. Giles B. Dawson 5. (Undiscernible) 6. (Undiscernible) 7. Bad weather continued to prevent flying. Thirty-seven glider pilots that had been transferred out of the Squadron as of 31 August, 1944, rejoined the squadron. Second Lieutenant Thomas T. Tucker was appointed First Lieutenant, AUS, temporary, with date of rank 1 September, 1944. One enlisted man, glider mechanics, joined the Squadron. Base was completely sealed again; no passes were authorized. 8. Eighteen aircraft flew formation for forty minutes in the morning. Other activity was routine. 9. The 34th T.T. Squadron, 315th T.C. Group, was relieved of assignment to the Ninth Air Force and reassigned to the IX Troop Carrier Command, effective 26 August, 1944, per letter, file #322, subject: Assignment of Unites (#68) Hq. U.S. Strategic Air Forces in Europe, dated 1 September, 1944. Eighteen aircraft flew in the Squadron formation form 0900 to 1000 hours; nine aircraft flew in Group formation from 1415 to 1530 hours; one aircraft flew a radar check flight from 1330 to 1517 hours; one aircraft flew locally from 1330 to 1500 hours; and one aircraft participated in transition flying 1330 to 1545 hours. 10. Three aircraft flew locally for a total for five and a quarter hours. None aircraft flew in the Group formation from 1400 to 1630 hours. One aircraft towed a glider form 1430 to 1530 hours. One hundred and twenty-one enlisted men were awarded the AAF Technician Badge in eleven specialties (1st Indorsement, Hq. 315th T.C. Gp., dated 5 September, 1944, to Letter, Subject: Award of AAF Technician Badges, 34th T.C. Sqdn, 4 September, 1944). Nineteen enlisted men were awarded Motor Vehicle Drive and Mechanic awards (1st Indorsement, Hq. 315th T.C. Gp., dated 7 September, 1944, to Letter, Subject: Motor Vehicle Driver and Mechanic Awards, 34th T.C. Sqdn, 5 September, 1955). The weekly news summary was presented to enlisted men by Lt. Kirk. Six and twelve our passes were authorized as of 1800 hours. 11. Twenty-four aircraft departed Spanhoe at 1210 hours on Wing Mission No. #552B, a supply mission to the Continent. Arriving at Ramsbury at 1225 hours, these aircraft took on 119,212 pounds of 80 octane gasoline. They took off from Ramsbury at 1530 hours and landed at A63C (near Reims, France) at 1815 hours. After unloading, they left at 195 hours and arrived at Spanhoe at 2215 hours. The mission was considered an unqualified success. 12. Combat crews were awakened at 040 hours, briefed and ordered to their respective aircraft. These left Spanhoe at 0700 hours on Wing Mission No. 555, landing at Kemble, RAF Airdrome, to take on 102,000 pounds of twenty-five pound high explosive and small arms ammunition. They departed Kemble from 1050 to 1045 hours and arrived at B60 (near Brussels, Belgium) from 1330 to 1345 hours. Unloading required about an hour’s time, and the Squadron’s aircraft took off from 1500 to 1530 hours and arrived at Spanhoe between 1715 and 1745 hours. A Squadron Mess was initiated with ameliorative and salubrious results. Twenty-four our passes were authorized. 13. Twenty-two aircraft departed Spanhoe at 1040 hours on Wing Mission N. 562, landed at A22C (Normandy) at 1300-1330 hours, taking on 57,540 lbs. of gasoline, 5,210 lbs. of grease, 32,770 lbs. of heavy ammunition, and 15,521 lbs. of small arms ammunition. They took off between 1530 and 1545 ours, and delivered these supplies to A82C at 1800 hours. Four aircraft left A82C at 1845 and reached Spanhoe at 2100 hours; the other eighteen aircraft remained overnight at A62C at A54C. All personnel attended a film on “Non-combatant First Aid”. 14. Of the eighteen aircraft that had returned on the Continent, thirteen took the air from A62C between 0930 and 1100 hours and landed at Spanhoe between 12215 and 1315 hours. Weather was very poor; five aircraft still remained on the Continent. Two aircraft flew cross-country to Weston between 1700 and 1900 hours; one aircraft flew cross-country to Weston between 1445 to 1630 ours. 15. The five aircraft that had remained overnight at A54C took off at 1530 and arrived at Spanhoe at 1715 hours. One aricrafat flew cross-country to Cottesmore from 1300 to 1500 hours. 16. Twenty-four glider pilots were again transferred to other Groups. Captain Dawson lectured to combat crews on the use of Escape and Evasion purses and kits. One aircraft flew cross-country to Sudbury from 1330 to 1545 hours. One aircraft flew cross-country to Barkstonheath from 1700 to 1805 hours. At 1600 hours, all passes were cancelled and the post was again sealed. 17. Twenty-two aircraft of the Squadron departed Spanhoe at 1039 hours with 314 American paratroopers and 106 para-racks on mission MARKET, Field Order #7, Serial A-11, a para-drop in Holland. Aircraft #43-16308 (Capt. Bohannan, Pilot; Lt. Felber, Co-pilot; Lt. Martinson, Navigator; S/Sgt. Epperson, Radio-operator; Sgt. Cadfter, Crew-chief) was seen to crash in a flooded area near Dinteloord (51^o 39’ N, 4^o 27’ E) shortly after the left engine and under-slung para-rack caught fire. The fire was believed to have been caused by flak. The crash occurred at about 1245 hours. A few seconds before the crash, thirteen parachutes, two of them white, were seen to open to the rear and below the burning aircraft. The remainder or the aircraft reached DZ “C” and dropped troops and racks at 1312-1316 hours. Of the 314 paratroopers and para-racks scheduled to be dropped on the DZ, 15 paratroopers and three racks were aboard the crashed ship. Four paratroopers were returned to Spanhoe; two were wounded by flak, and two returned for other reasons. The formation encountered light, inaccurate flak, moderate in intensity (but more than that encountered on D-Day, June 506th), and some small arms fire. Two aircraft suffered minor damage and one aircraft received damaging hits in the hydraulic system. The weekly news summary was given to enlisted men. Six aircraft and their crews were alerted for a resupply mission to the paratroops dropped in Holland during the afternoon. At 1800 hours, the mission was cancelled. 18. Lt. Col. Dekin, in a Squadron aircraft, led Serial #34 in operation MARKET, departing Spanhoe at 1145 hours. He dropped 17 British paratroops 3/4 miles north of DZ “Y” at 1421 hours and returned to Spanhoe at 1620 hours. Two hundred and thirty-seven British paratroops and 46 racks were carried by 14 Squadron aircraft in Serial #33, Operation MARKET. The aircraft took off a 1125 hours. Aircraft #43-14175 was hit by 20mm flak near Oss, Holland. Paratroopers and crew were seen to bail out. The aircraft continued on level flight for five minutes, nosed up, was seen to be on fire, stalled out, and crashed near Wageningen, Holland. (51^o 46’ N, 5^o 29’ E, Time: 1145 hours). Crew members: Lt. Tucker, Pilot; Lt. Snowden, Co-pilot; S/Sgt. Hewett, Radio-operator; T/Sgt. Durbin, Crew-chief). The other thirteen aircraft dropped 219 British paratroopers and forty-two racks on the DZ at 1410-1416 hours and returned to Spanhoe at 1620 hours. Enemy reaction was more intense. All types of fire were encountered, light to heavy flak, small arms fire---meager, but in some cases quite accurate. Two aircraft suffered minor damages and one para-rack failed to drop. One aircraft departed for Ramsbury on Mission No. 566. After landing, crews were informed that the mission was cancelled because of weather. The crew returned to Spanhoe without their aircraft. Eight officers and eleven enlisted men returned from leave in the Zone of the Interior. Several married while on leave. 19. Thirteen aircraft and crews were alerted and briefed for a para-drop featuring Polish paratroopers. The mission was postponed 24 hours because of heavy fog. One aircraft and crew alerted for a flight to Ramsbury; one aircraft and crew alerted for flight to Folkingham. Three TWX congratulatory messages (appended) were received. 20. The weather tis morning was not too promising---ground fog and low ceiling. It began to clear about 1030 hours. Fifteen crews and aircraft were ready for a para-drop mission. They were in their aircraft when the mission finally cancelled. Five aircraft took off at 1100 hours for Cottesmore, landing at 1125 hours. These aircraft, without crews, were placed on detached service with the 316th Group. 21. Thirteen Squadron aircraft departed Spanhoe at 1310 hours on Serial A84 of operation MARKET. The formations ran into 0-0 conditions almost immediately, became dispersed, lost, and returned to Spanhoe at 1630 hours. Sgt. Agrussa was serving as crew chief aboard aircraft 650 flying with the 310th T.C. Sqdn and went through to the DZ. Three aircraft returned from detached service with the 316th T.C. Group. One aircraft flew cross-country from 1240 to 1450 hours. 22. Bad weather continued and there was no fling. The crew of #-175 was learned to be safe. Lt’s Tucker and Snowden, and S/Sgt. Hewitt were returned to Spanhoe, but T/Sgt. Durbin, the victim of a sprained ankle, remained in a hospital in Brussels. All combat crews were alerted again. The mission was scrubbed. Nine glider mechanics were returned from detached service. 23. Seventeen aircraft carried 243 Polish paratroops and 97 para-racks in Serial $84 of Operation MARKET to the DZ area. Take off was at 1358 hours. All troops were dropped at 1643-1650 hours at a point near a congregation of trucks about one mile WSW of the DZ. Ten racks were lost enroute because of mechanical failures. All aircraft and crews returned safely. There was no damage to aircraft nor injury to personnel. No flak was observed. Some artillery and mortar fire were see, but this present no problem. Aircraft #-293, detained at Ramsbury on the 18th, was returned to Spanhoe. One aircraft flew locally from 1440 to 1700 hours. 24. One aircraft flew cross-country to Pathfinder School from 1330 to 1730 hours; one flew cross-country to Barkstonheath from 1420 to 1700 hours; three flew locally for a total of seven hours. Lt’s Frew and Krueger, transferred to the 313th T.C. Gp. on the 19th, were reassigned to the Squadron. Five glider mechanics rejoined the Squadron. The weekly news summary was presented to enlisted men. Two additional messages of congratulations were received via TWX from Wing and Command. 25. One aircraft flew cross-country to B56 from 100 to 1830 hours; one flew cross-country to Chalgrove from 1315 to 1700 hours; one flew cross-country to Welford Park from 1330 to 1530 hours; eight flew transition for a total of 17¼ hours. 26. IN pursuance of Field Order #7, (MARKET, Serial A112), eighteen Squadron aircraft carried 93 British Airborne troops and 55,61o lbs. of equipment onto a landing ground near Graves, Holland. Included in the load were 10 jeeps, 24 trailers 3 motorcycles, 3 Brens, and 4 Piats with ammunition. Take-off was 1200 hours. The aircraft landed at Graves from 1445 to 1510, unloaded, and departed Graves from 1535 to 1605 hours, arriving at Spanhoe from 1828 to 1845 hours. The formation encountered no enemy reaction, and pilots spoke in glowing terms of the excellent air cover provided by Allied fighters. This was the first air-landing mission made by the Squadron. Two aircraft flew locally from 0900 to 1100 hours. Tow glider pilots were assigned and joined the Squadron. 27. On Wing Mission #377, eight Squadron aircraft carried 36,400 pounds of heavy ammunition to B56 (Brussels), leaving Spanhoe at 1535, arriving B56 from 1810 to 1830, unloading, departing B56 from 1825 to 1845, and arriving home from 2145 to 2200 hours. Two aricrafat towed gliders from 0915 t 1140 ours. One aircraft flew cross-country to North Witham from 1545 to 1615 hours. 28. At 0500 hours, eighteen combat crews were awakened and briefed, shortly thereafter, on Wing Mission #379, a freight-haul and evacuation. Eighteen aircraft departed Spanhoe from 0750 to 0810. Seventeen arrived at Greenham Commons from 0830 to 0900 hours while on one aircraft was routed via Cottesmore to pick up ten nurses and medical technician. Because there were only four trucks available at Greenham Commons for lading the Group’s 72 aircraft, this loading required between five and six hours. One squadron aircraft was damaged while waiting to take on its load by a glider tow-rope dangling from a low flying C-47. The cable flailed the starboard wing of our aircraft, damaging the de-icer boot and the aileron. After temporary repairs, the aircraft returned to Spanhoe, Three aricrafat took off at 1505 hours, arriving at A92 (St. Trend, France) at 1720 hours with 14,228 pounds of clothing, loading in 25 minutes and returning, through difficult weather, to Spanhoe arriving at 1745 hours. The other fourteen aircraft took off from Greenham Commons between 450 and 1530 with 70,598 pounds of clothing, litters, blankets, stoves, and ration plus medical personnel to be used the evacuation of wounded. These aircraft landed at A90C (near Toul, France) from 1730 to 1830 hours, unloaded their supplies, and remained overnight on the Continent; ten a A82C, near Etain; four at A54C, Le Bourget, Paris. The weather had taken a turn for the worse. Twelve glider pilots and one power pilot, former members of the Squadron were transferred back to this unit. 29. Four aircraft were dispatched on Wing Mission #385 at 1100 hours for Lyneham (RAF Airdrome), arriving at 1200 hours. The formation encountered 0-0 conditions over the English Channel and returned to Spanhoe at 1530 hours where they remained overnight. The aircraft that had remained overnight on the Continent (Wing Mission #379) waited for the weather to clear and then flew fifty litter patients and forth-eight walking patients to Membury and Ramsbury airdromes in England. Two aircraft, before leaving the Continent, flew nine litter patients (eight French and one American) and five walking patients (French) for A82C to A54C (Paris). Several aircraft were delayed at A54C because of deteriorating weather over the Channel, but eventually returned to Spanhoe. The last aircraft on Wing Mission #379 reached Spanhoe at 1703 ours. Five glider pilots were assigned to and joined the Squadron. 30. The four aircraft on Wing Mission #385, delayed at Spanhoe because of poor weather, took off at 1125 hours with their load of 20,064 pound of gasoline (456 five-gallon cans) and set course for B56 (Brussels) after being informed by Flying Control at B56 that they were to land at B56 rather than B58. They arrived at B56 at 1355 hours, unloaded, and departed at 1455 hours on Wing Mission #388 to Aldermaston to pick up freight for the Continent. Arriving at Aldermaston at 0855 hours, they took on 61,612 pounds of gasoline and took off at 1300 hours for A82C (Etain) but were instructed later to land at A62C (Reims) instead. The aircraft assigned to and joined the Squadron. The Squadron received Battle Credit for participation in the campaign in Western Europe per Letter, File 200.6, Headquarters, ETOUSA, dated 14 September, 1944. ///
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(Below) Facsimile of original report by Maj. Stark, 34th TCS, regarding operations for Month of June while 34th TCs was detached from Aldermaston. Maj. Stark would become first commanding officer of the 309th TCS formed in May 1944 in anticipation of the Normandy invasion.
(Below) Facsimile of original report from Col Hamish McLelland to 8th Air Support Command Group HQ at Aldemaston regarding temporary assignment to North Africa for month of July 1943.
HEADQUARTERS, AIR ECHELON 315THTROOP CARRIER GROUP Office of the Group Commander APO # 768 – U. S. Army 18 July 1943 SUBJECT: Temporary Duty in North Africa To: : Commanding General, VIII Air Support Command, APO 618, U.S. Army, (Attention Chief of Staff). 1. The 315th Troop Carrier Group prepared twenty-one (21) airplanes for temporary duty in North Africa in accordance with letter 452.1 x 320.2 your Headquarters, dated 14 May 1943,”loan of Troop Carrier Flight Echelons and Airplanes.” The airplanes were to be completely modified for operational use and the engine times to be less than 400 hours. Only the air echelon was to accompany these planes with a few extra pilots and no spare parts. The movement ordered dated 23 May 1943 stated that the destinations was Relizane Algeria reporting to the Commanding Officer, 51st Troop Carrier wing for temporary duty of approximately six weeks. 2. The group departed the United Kingdom the evening of 27 May 1943 arriving Casablanca the morning of 28 May 1943. The destination was changed by a telephone message sending the flight to Oujda, Algeria. The flight arrived Oujda at noon 29 May 1943 where written orders were issued for the group to proceed to Blida, Algeria to replace the 63th Troop Carrier Group on the Courier and Freight Service in North Africa, being under the control of the 51st Troop Carrier Wing for administration and Northwest African Air Service Command for operations. 3. The 64th Troop Carrier Group was ordered to move from Blida to Nouvion where they were to begin training with paratroops and gliders for operational missions. The 315th Troop Carrier Group replaced squadron by squadron the 65th Troop Carrier Group on the Courier and Freight Schedule in North Africa. While this replacement was in progress, the 51st Troop Carrier Wing transferred either (8) of the original twenty-one (21) planes to other Troop Carrier Groups for operational use as they were completely modified. In order that the 315th could replace the 64th, thirty-nine (39) old planes were transferred, to the Group from the 60th, 62nd, and 64th Troop Carrier Groups, bringing our total fifty-two (52) planes. Additional crews were placed on temporary duty, with this Group making a total of fifty-two (52) crews. The old planes transferred to the Group were short of necessary equipment; engines in very poor condition, many requiring engine changes; as they had been in operation in the desert for several months under the most unfavorable condition. 4. Group Mission. a. Twenty0six (26) airplanes assigned to thi3 34th troop carrier Squadron were responsible for the passenger courier flight witch were made in accordance with the attached schedule. Sixteen (16) planes and crews were necessary each day to fulfill the schedule, taking passengers, mail and urgent air freight to and from twenty bases in North Africa extending from Agadir, French morocco to Tripoli. Special mission other than scheduled flight, are made when extra aircraft were available in the Squadron. An average of 90 hours was flown by the 34th crews during the month of June. The group was temporarily assigned to the Mediterranean Air Transport Service by the enclosed order, who inaugurated a new schedule requiring twelve planes, each flight ten to twelve hours a day and twenty crews each day with each flight five to six hours. b. Twenty-six (26) airplanes assigned to the 43rd Troop Carrier Squadron receive the Priority Freight Mission for A-3 Northwest African Service Command each evening sending all available planes to haul freight to and from any place urgently needed. These Planes cover all the territory in North African theater, Malt, Gozo Island, Pantalleria shortly after its capture and into Sicily seventy-two hours after the invasion. Supplies and equipment were hauled to the Tunis Area and litter patients would be brought back to Algiers. The average time of the crew during the month of June was 90 hours. c. One plane was schedule three evening a week to drop, British Chinese, and a American paratroop from 1930 to 2130 hours. This gave the plane crews valuable training. d. Attached is a Group Accomplishment Report for the month of June 5. A total of 88 maintenance men were attached to the Group from other Troop Carrier Groups making a total of 135 men, including the crew chiefs both with the air echelon to perform all the maintenance of fifty-two planes. Since 10 June 1943, fifty (50) engines have been changed, four (4) are being changed at the present time, and none are awaiting to be changed. During the first two weeks in June, fifteen (15) tires blew out, and being unable to obtain new ones from the depots, tires had to be taken from planes grounded at the home station for other reasons and placed on the planes needing tires. An average of sixty-five (65) 100 hour inspections are being pulled per month in addition to the fifty and twenty-five hour inspections and other work. Our maintenance men and crew chiefs have been working from six o’clock each morning until nine o’clock each night. Their morale and high efficiency of work are to be commended. No engine accessories are available and to old ones must be used on the new engines; generator control panels must be repaired while the airplanes are grounded a s new ones are not available. Engine stand or dollies could not be obtained at the depots. Flare pistols, flares and Aldis Lamps were not available for the protection of our crews and planes. 6. When the 64th Troop Carrier Group departed Blida, it left the 315th responsible for all Americans on the base and all base functions. Difficulty was encountered in seducing a telephone switch board and telephones until finally they were secure directly from the SOPSS without going through the usual channels. A request was made for transportation and at the present time have on 2000 gal gas truck eight two and on half (21/2)ton trucks, two ambulances and two cleatracs. A requisition for a mimeograph machine and stencils was made at the depot two weeks ago but they are not available. With the responsibility of the base, very few of the TBA items including Air Corps equipment have been available. Cooks, KPs guards, telephone operators, drivers, teletype operators, parachute rigger, painters and carpenters have been supplied from the small number of 64th enlisted men left at Blida on temporary service at the time of their departure. 7. Difficulty was encountered by S-2 in securing colors of the day, verification codes and syko cards. The group was transferred so often that it was never on any commands distribution list. 8. On 1 July 1943, this Group was relieved from attachment to the Troop Carrier Command and attached tot the Northwest African Air Service Command for administration and to the Mediterranean Air Transport Service, Mediterranean Air command, for operational duty, 9. Although the Group did not participate in the mission which it was apparently to North African to do, it relieve on group (64th Troop Carrier Grop) from duty on the Courier Service so that they could take part in the invasion of Sicily. The six weeks temporary duty as ordered expired 12 July 1943. /a/ HAMISH McLELLAND /T/ HAMISH McLELLAND Colonel, Air Corps, Commanding
Resume of Months Activity – 34^th Troop Carrier Squadron – 1 June 1944 to 30 June 1944 Almost from the very first minute of June there was a newness, a strangeness in the air, an expectancy and, still, a restraint. Some personnel, perhaps with psychic sensitivities, suspected much, but their suspicious went unvoiced. Almost unnoticed were the tell-tale rust-colored rolls of barbed wire that had grown up among the weeds and effectually separated those who knew too much from those who knew nothing at all. Over everything was a superficial gloss of normalcy. Ground school consisted of lectures on escape and evasion, ditching demonstrations, first-aid, and summaries of the current war news; combat crews participated from time to time in athletics. The drone of motors was sporadic in the sky but just enough to seem usual and casual. On the first, one Squadron aircraft flew locally for 30 minutes; on the second, one aircraft made a Rebecca test flight while another flew cross-country; on the third, a Pathfinder crew accomplished a cross-country mission. More paratroopers had arrived—big, tough specimens of manhood—and were interned within the rust-colored barbed wire enclosures. It aroused little comment. For many weeks this had been “S.O.P.” in the disposal of paratroopers—the barbed wire seemed to be more for our own protection than for anything else. On the 3^rd of June, the communications arteries of Troop Carrier Command leading to subordinate units were suddenly glutted with secret instructions. With equal suddenness a heavy restriction descended upon the base. Officers appeared at the gates to augment the regular guard strength. Vehicles passed neither in nor out unless on official business of an urgent nature and properly convoyed by an “escort” officer. Passes for both enlisted men and officers were cancelled. The lights in Group Intelligence and Operations offices glowed all night. And yet, there was a phenomenal lack of rumor. Those discerning enough to see in this activity something of unusual importance were intelligent enough not to talk about it. The less discerning were awakened by cloud-filtered daylight on June 4^th at the scheduled time; saw two Squadron Skytrains take the air on cross-country flights and return two and one-half hours later; or were silently thankful that the cancellation of ground school for that morning had added, incrementally, to “sack-time”. By noon, a field order had been disseminated to certain staff officers of Group Headquarters; normal business was in a state of strange suspense. Weather was, inconveniently, miserable. By the morning of the fifth 12 Squadron aircraft were on the line and ready for loading. Squadron intelligence and operations officers had been informed of the nature of the impending operation. They gathered the appropriate maps, charts, and photographs for briefing in the afternoon. At 1500 hours, pilots and navigators, arrayed in full field equipment—flak suits, helmets, pistols, gas masks, impregnated clothing—filed into the Squadron Intelligence office. There they received their escape purses, kits, and more cheerful items such as gum drops, chewing gum, soap, and cigarettes. Their faces were sober. In the space of a few yours, youths had changed into men. In the pilots’ lounge they were thoroughly briefed by Lt. Col. Robert J. GIBBONS, the Group Operations Officer. Among the ranking officers present was Major General RIDGEWAY of the 82^nd Airborne Division. They proceeded, then, to their own “leper colony”, to be cut off from the outside world until the mission was accomplished. At 1700 hours the remaining members of the combat crews, already equipped, filed into a briefing room. Lt. Giles E. DAWSON and Lt. John R. KIRK, Squadron Intelligence officers, were present to conduct the briefing. “This is where you are going this evening” Lt. DAWSON’s voice was quiet, his phrasing studies. A hush fell on the room as he produced a specially-prepared map of the northern coast of France. His finger traced a path leading out over the English Channel, skirting the isles of Guernsey and Jersey, bending northeastward to cross the Cherbourg peninsula. “The paratroops will be dropped here, on the Cherbourg peninsula, at a cross-roads immediately southwest of the village, St. Mere Eglise.” He indicated a point on the map. “You will cross the peninsula, fly out a few miles over the Channel to the northeast, and then follow the reciprocal of the route in. If you should be so unfortunate as to find yourself on the ground, you can expect our soldiers to the northeast of where you land.” Lt. DAWSON reminded the crews of certain basic principles of escape and evasion, and the briefing was over in a quarter of an hour. Lt. KIRK took the crews to the mess hall, escorted a few to latrines, and finally deposited them in the Base Chapel to await further instructions. From 200 hours to 2100 hours a few trucks ran along the perimeter track, halted occasionally, and moved on. Their drivers had been instructed to carry certain equipment to certain hand-standings. It was the sort of thin that happens every day on any busy aerodrome. In the chapel the interned crews could hear motors revved up, a few at a time, sustained for several minutes, and then cut off. They realized it was a most important warm-up. To other base personnel, it was the normal noise of normal operations. A few minutes before 2100 hours, trucks drove to the chapel, stopped in the street. Crews piled aboard. The convoy rolled, trickled onto the field, scattered, made brief stops at specified areas, and resumed everyday duties. The crews lit cigarettes, talked in low tones, and became acquainted with their paratroop0er passengers. Pilots and co-pilots made a last-minute check of instruments and controls. Radio operators examined their transmitters and receivers, but they kept their hands off the master switch. There was no test transmission. All that had been done before. At 2115 hours the perimeter track was bare of trucks. C-47’s stood silently and broodingly on their dispersed hard-standings, apparently deserted. Few knew that within their cavernous interiors was the red glow of cautiously-smoked cigarettes and subdued conversation shot through with a thread of high seriousness. The blue of the long twilight deepened. At 2300 hours engines again sputtered to life. Exhausts belched preliminary puffs of smoke. The roar of engines grew to an ear-splitting crescendo. Five minutes later C-47’s rolled down the runway with navigation lights ablaze and ascended with its precious cargo. For thirty minutes aircraft took the air. The Squadron contributed 12 aircraft to the Group formation of 47. Circling the field, their amber lights added a thousand stars to an already star-filled sky. At 2349 hours the Group set course. One might have thought that by this time the well-kept secret would be “out-of-the-bag”. True, this display of Troop Carrier might have aroused some wonderment. About midnight, an officer, with several men of the intelligence section, visited the mess hall for coffee. (There were still many caffeine-crammed hours of work to do that night.) The KP in charge of night coffee inquired, “Say, Lieutenant, what’s going on around here” Aren’t you fellows working a little late?” The check-points on the flight plan contained many a name dear to an American’s heart—Gallup, Flatbush, Atlanta, Paducah, Spokane, etc. The Wing rendezvous point, Elko, was reached at 0056 hours. The aircraft left the coast of England (Flatbush) at 0109 hours and pushed on across the Channel. Pilots had expected a heavy barrage of flak at landfall on the French coast (Peoria), so they were considerably cheered when, at 0154 hours, they found this coast slumbering and peaceful. As they eased their heavy aircraft down through scattered clouds at 1700 feet, they remained alert. They wondered when the 19 formations of C-47’s ahead of them would awaken the French countryside. They had not long to wait. At 0156 hours flak, tracer and small arms fire burst loose from ground positions to the north and northeast. Seconds later the pilots and crews caught sight of chains of fires burning on the terrain directly ahead. At 0201 hours they sighted the lighted tee which marked the Drop Zone. Altering course and lowering to 800 feet, the aircraft swept over the DZ from 0202 to 0204 hours. All but two paratroopers jumped. Those who did, members of the 505^th Engineers, landed within the specified area. The pilots set course immediately to avoid the village of St. Mere Eglise. Crossing the Cherbourg peninsula on the return journey was a hazardous affair. The French countryside was thoroughly awakened now and flak and tracer fire reached out from the north. Flak hit the left engines of aircraft piloted by 1^st. Lt. Paul J. MELUCAS, 2^ND. Lt. Richard L. ADAMS, and the aircraft co-piloted by 2^nd Lt. Samuel A. PEEK. There were no injuries to personnel. Crews found the English Channel littered with destroyers, cruisers, landing craft, and a sprinkling of battleships—an inspiring sight in the early dawn. The odd, astronomical title of the night’s mission, “NEPTUNE”, took on a larger meaning. It was clearly less referring to Planet No. 8 than to the God of the Sea in ancient Greek mythology. Approaching the home field, Spanhoe, one pilot, 1^st. Lt. Richard L. KLOTZ, discovered that flak had so damaged the hydraulic system of his aircraft that one wheel hung half way down and the other had remained in a retracted position. Gasoline gauges were not functioning. Brakes and flaps were not responding to controls. At the last minute, 2^nd Lt. Dale GAFFNEY, the co-pilot, suggested pouring the water of four canteens into the hydraulic system to bring down the wheels and to operate the brakes and flaps. It worked! The aircraft sighted the home field, Spanhoe, at 0408 hours, and they circled down to a landing by 0420 hours. Interrogation was conducted by Squadron Intelligence personnel from 0430 hours to 0500 hours. A special ration of bourbon was given to combat crews following interrogation. Reaction to their participation in the mission, NEPTUNE, was varied among the members of the combat crews. Several of the pilots had interesting comments. Lt. Col. Donald G. DEKIN, Squadron Commander, said, “It was the biggest thrill of my life to have a ringside seat at the world’s greatest show.” 1^st. Lt. Ernest S. HENNER and 1^st. Lt. Paul J. MELUCAS agreed, “The closest thing to a traffic jam in the sky we’ve ever seen.” When asked what he recalled most vividly in his D-day excursion, 2^nd. Lt. Richard L. ADAMS replied, “I vividly remember the shells hitting the left engine of my plane.” 2^nd. Lt. Howard J. BEAGLE was impressed by British and American naval strength. “There were so many boats, you couldn’t see the water.” “Biggest thrill of my life,” said 2^nd. Lt. Shaw D. RAY. The co-pilots were enthusiastic, too. Major James S. SMITH, Squadron Operations Officer, commented, “The carefully-laid plans and perfect timing were instrumental in making the mission such a huge success.” 2^nd. Lt. Donfred A. DOLL admitted that the fastest ride of his life was on the return journey from Cherbourg peninsula. 2^nd. Lt. William D. McGRIFF noted aesthetic aspects. “Flak sounded like hailstones hitting the plane, but I was impressed most by the beautiful, moonlit countryside, the flares floating down, and the great activities.” 2^nd. Lt. Jack B. OLDS said he would never forget the huge fires blazing all along the coast of France. Asked whether he was at all frightened in the midst of enemy fire, 2nd. Lt. Lawrence ST. JOHN explained his reactions as follows, “Although we could see projectiles and tracer fire all about us, we much too busy flying in formation through thick clouds to think of danger.” “It was a wonder feeling to realize that I had been in on the greatest military operation of all time,” said Capt. Joseph E. KRYSAKOWSKI, a navigator, when he returned to his home base. Another navigator, 1^st Lt. Romeo S. FARESE, dreaming of his hometown, Watertown, Massachusetts, had this to say, “The air was so full of planes, it would have been much easier to find a parking space near Victory Field on Turkey Day than it was to find flying space near Cherbourg peninsula on D-Day.” 1^st. Lt. F. C. MELTON, Jr.’s time sense was effected, “It seemed that we had no more than started before we were back.” The experience had the opposite effect on another navigator, 1^st. Lt. Stan W. WOODALL, “On the return trip I had some of the longest moments of my life.” Crew chiefs and radio operators had less to say. T/Sgt. Harold J. BOYLAND explained that to him it was just a smooth and well-timed as a practice mission. S/Sgt. Aloysium F. CHIRHART, a radio operator, remarked, “It wasn’t easy, but it was better organized and planned than even a practice mission.” S/Sgt. John J. CIOULOUKOWSKI, another radio operator, described his first combat mission as the biggest thrill of his life--particularly when an enemy gun position that had been firing at him was blown up. A complete roster of Squadron flying personnel participating in mission NEPTUNE is appended.) Combat crews left the pilots lounge after interrogation, and with all our blessing, crawled into their “sacks” for well-earned sleep. The rest of the world still had to wait six hours before they would hear the news and could rejoice too, that it had all really happened. During the days that followed D-Day, the Squadron was frequently alerted for various types of combat missions. Weather usually cancelled such operations. But on June 22^nd, two five-aircraft formations departed Spanhoe for Ramsbury for the purpose of carrying ammunition to the beachhead area. Each aircraft was loaded with 5000 lbs. of ammunition, and the first five-aircraft formation departed Ramsbury at 0828 hours on June 23 for St. Alban’s head, the rendezvous point for three other formations and fighter cover. The first formation landed at the Normandy strip at 0945 hours and was unloaded. Flights were scheduled at two-hour intervals. The second formation took off at Ramsbury at 1020 hours, arriving at the beachhead at 1240 hours. Capt. Edward F. CONNELLY, a pilot in the first formation to land, was delayed a few hours in his return by a puncture caused by the newly laid net runway on landing. The aircraft had returned to home base, Spanhoe, by 1855 hours on the 23^rd. The training schedule during the month of June was very nearly like that for May. Lt. John R. KIRK inaugurated Sunday lectures for enlisted men. These lectures were held in the Base Chapel and were of one hour in duration. During the first 20 minutes, the current news of the world’s war fronts was covered. The remaining 40 minutes were devoted to topics of allied interest and, preferably, of somewhat controversial nature, inasmuch as group discussion was encouraged. Using Hitler’s Mein Kampf and Rauschnig’s Hitler Speaks, Lt. KIRK pointed out certain characteristics of the present-day Nazi psychology and propaganda. Other topics concerned the potentialities of rocket and jet propulsion, the fallacies of isolationism, and the structure of a permanent peace. On June 24^th the Squadron personnel saw the handwriting on the wall. They were given instructions to paint all baggage for proper identification in anticipation of overseas movement.
		HEADQUARTERS 82^ND AIRBORNE DIVISION Office of the Division Commander In the Field 8 June 1944 SUBJECT: Operations TO: Commanding General, IX Troop Carrier Command 1. I am today dispatching to you, under command of Capt. WILLIS T. EVANS, all of the glider pilots now available within the Division area. 2. Under most difficult conditions, including landing under fire in enemy occupied terrain these glider pilots did a splendid Job. On the ground they rendered most willing and effective service, providing local protection for the Division Command Post during the most critical period when the Division was under heavy attack from three sides. 3. Please express to all elements of your command who brought this Division in by glider or parachute, or who performed resupply missions for Us, our admiration for their coolness under fire, for their determination to Overcome all obstacles, and for their magnificent spirit of cooperation. 4. I know it will interest the Troop Carrier Command to learn that within the first few hours the Division secured and held its initial objectives, inflicting heavy losses on enemy ground troops while under heavy attack. 5. I particularly commend Captain EVANS. /s/ M. B. Ridgway /t/ M. B. RIDGWAY Major General, U. S. Army Commanding
	AG 373.2 X 201.22 (3 June 44) 1^st. Ind. G-B-6 HDQTRS., IX TROOP CARRIER COMMAND, APO 133, U. S. ARMY 15 June 1944 TO: Distribution “B,” less stations and staff sections Receipt of the foregoing communication is highly gratifying, and is ample testimony of the appreciation of the 82^nd Division for the magnificent efforts of the units transporting the Division. The fact that General RIDGWAY, under stress of battle, felt it necessary to forward basic letter is particularly pleasing, and will serve as additional evidence of his appreciation of a task well performed. To all, combat crews and ground personnel, you have made an individual contribution to the outstanding success of this Command. The basic letter needs no expanding, and, accordingly, I may only add my sincere appreciation for your loyalty, zeal, and devotion to duty. /s/ PAUL L. WILLIAMS /t/ PAUL L. WILLIAMS Brigadier General, USA Commanding
	HEADQUARTERS 52^ND TROOP CARRIER WING, AAF APO 133,US ARMY CN-3 30 June 1944 SUBJECT: COMMENDATION TO: All Personnel, 52^nd Troop Carrier Wing 1. The success of the 52^nd Troop Carrier Wing in the execution of its mission in the invasion of France is known to us all. The training, flying skill, and devotion to duty of the air crews were essential to this accomplishment; however I am cognizant of the part that the ground personnel played in that and subsequent missions. The ground crews and engineers worked long hours with meticulous care for weeks to assure that the aircraft would be operational on D-Day. These same individuals again worked day and night to prepare the aircraft for the succeeding missions. The administrative and medical personnel, likewise, through untiring attention to duty over an extended period, made possible that coordination so essential to a successful operation. 2. It is my desire that my sincere appreciation of their endeavor be conveyed to all ground personnel who have contributed to the operation of this Wing prior to and since D-Day. 3. It is desired that this be brought to the attention of all personnel concerned. /s/ H. L. CLARK /t/ H. L. CLARK, Brig. Gen. USA Commanding
Resume of Months Activity 34^th Troop Carrier Squadron - 1 Sept. to 30 September 1945 The month began with the Squadron poised and ready for a contemplated thrust of the newly organized First Allied Airborne Army. On the first day of the month, intelligence personnel were restricted and the paratroopers arrived. The next day, complete post was sealed. The briefing for the mission was completed on the 3^rd, but the mission was postponed at the last minute until further notice. The next day it was cancelled completely. Our paratroop guests returned to their more comfortable billets and the ingress and egress of both soldiers and civilians was again permitted. On the afternoon of the 12^th, 24 Squadron aircraft rushed 119,212 pounds of gasoline from an airfield in England to Rheims, France for U.S. 3^rd Army. The crews returned to their home base late that evening only to be roused from their “sacks” early the next morning to crew 20 of the Squadron’s aircraft and haul supplies for the British. The load, 102,000 pounds of ammunition was picked up at Kemble Airdrome, England and taken to Brussels, Belgium for the use of the British 2^nd Army. On the 13^th, 22 Squadron aircraft returned to a familiar field, A22C, Normandy. On this occasion, loads consisting mostly of gasoline and heavy ammunition, one plane load of grease, and three of small arms ammunition were hauled. A total load of 111,931 pounds was delivered to Etain, France for the 3rd Army. These aircraft encountered bad weather. Three aircraft could not get through to deliver their loads for two days, and most of the rest returned to their home base in flights of threes and fours over a period of three days. Combat crews were given a short lecture on “Escape and Evasion in Holland”, and Escape Purses and Kits were issued, September 16^th. They received the final briefing for the air invasion of Holland the following morning. By 1039 hours the 504^th Battalion, 82^nd Airborne Division was airborne and headed for Drop Zone “O”, northeast across the river from Graves, Holland. The formation encountered light flak and small arms fire upon reaching the Dutch Coast. The flak was moderate in intensity and sporadic due to the presence of our excellent fighter protection. For the most part, the enemy’s flak effort was inaccurate; but the flight leader of the third element was hit while over the Dutch Islands and was seen to go down in flames and crash in a flooded area. The pilot, Capt. Richard E. BOHANNAN of Mount Vernon, N.Y. and the co-pilot Lt. Douglas H. FELBER of Chicago, Illinois were reported to have held the plane up by superhuman effort until 13 parachutes were counted. Other members of the crew which haven’t been heard from are Lt. Bernard P. MARTINSON, navigator, of St. Paul, Minn.; the radio operator, S/Sgt. Arnold B. EPPERSON, Omaha, Nebraska; and Sgt. Thomas N. CARTER, crew chief, of Winston-Salem, North Carolina. Fifteen paratroopers and three para-racks were on the plane shot down and two wounded paratroopers were brought back on one of the three aircraft which had suffered minor damages. Two other paratroopers returned for unknown reasons. The 21 aircraft which got through dropped 295 paratroopers and 105 para-racks on the exact spot picked for them. The planes arrived back between 1520 and 1545 hours. Six crews were immediately alerted for a resupply mission which was cancelled at 1800 hours. The next day 15 Squadron aircraft departed Spanhoe with 254 paratroopers and 46 para-racks of the British 10^th Para-Battalion, First Airborne Division. The opposition was about the same as the first day. One aircraft (Lt. Tommy T. TUCKER, pilot, of Fairmont, West Virginia; co-pilot Lt. Dave O. SNOWDEN of Vermont, Illinois; T/Sgt. Woodrow W. DURBIN, CREW CHIEF, OF Birmingham, Alabama; S/Sgt. Walter E. HEWETT, radio operator, of Wilmington, North Carolina, with 18 paratroopers and three racks) started burning as a result of enemy ground fire and paratroopers and crew bailed out safely behind the enemy’s lines. There were still 16 miles from the Drop Zone. Thirteen aircraft dropped their troops and equipment on the Drop Zone. The 14^th aircraft flew with another serial and dropped its troops and equipment ¾ mile north of the Drop Zone. Two other aircraft suffered damage and one para-rack would not release. On the 19^th, the crews were alerted and briefed for another para-drop mission, but it was postponed because of the weather. The next day they got the paratroopers to the planes and had a few engines started when it was again cancelled because of the weather. The third time seemed to be the “Charm” for 13 aircraft got off with their load of Polish paratroopers and equipment. The mission was then postponed for an hour and the planes circled the field. They finally started en route at 1437 hours. They were forced down to the “deck” by weather and then hit a solid cloud. Upon dispersing and climbing above the clouds on instruments, they found it too hazy to form again so returned to the home field. The 22^nd continued to be bad but was brightened somewhat by the return of Lt. TUCKER’s crew. They had evaded capture successfully and made it through to friendly lines. T/Sgt. DURBIN was left in a hospital at Brussels with a sprained ankle, the most serious result of their experience. On the 23^rd, 17 aircraft were successful in carrying 243 Polish paratroopers and 97 para-racks which had been returned on the 21^st. Ten racks were lost enroute because of mechanical failures. All the paratroopers and the rest of the para-racks were dropped near some waiting transportation about a mile from the briefed Drop Zone. There was no enemy reaction encountered and all planes returned safely. All reports received indicate the success of each drop made. The crews enjoyed two days of comparative quiet, after the recent feverish activity, confident that the “worst was over”. On the 26^th, 18 Squadron aircraft made an airborne landing at a field near Graves, in the narrow “Holland Corridor”. The field had been strafed by enemy planes a half hour before. The aircraft carrying 93 British airborne troops and 55,160 pounds of equipment, including ten jeeps, 24 trailers, three motorcycles, gun and ammunition, were landed on the grass field and unloaded. All planes returned safely and crews spoke in glowing terms of the excellent air cover provided by Allied fighters. On the 27^th, eight Squadron aircraft carried 86,400 pounds of heavy ammunition to Brussels, Belgium for the use of the British 2^nd Army and arrived back at the home base late the same day. On the 28^th, 18 aircraft left early on a freight haul-evacuation mission. They were held up for six hours at Greenham Commons because of insufficient transportation for loading. One of the planes was damaged by a glider tow rope and retuned to base after making minor repairs. Three of the remaining aircraft carried 14,227 pounds of miscellaneous equipment, of which the majority was clothing, to Toul, France and the U.S. Third Army sector. They were forces to stay on the Continent overnight because of bad weather. On the 29^th, four Squadron aircraft started with 29,064 pounds of gasoline from Lynchham Airdrome, England to Brussels, Belgium, but were turned back because of weather and landed at Spanhoe. The aircraft which had stayed overnight in France took nine litter and five walking patients to Paris and brought 50 litter and 48 walking patients back to England. The four aircraft which returned to Spanhoe with their loads got through to Brussels on the 30^th and returned to the home base the same day. Twelve aircraft picked up 61,g00 pounds of gasoline at Burtonwood, England and took it to Rheims, France where they remained overnight.
(315th Group Headquarters) WAR DIARY 1 February 1944 To 29 February 1944
1 Feb 1944			A Flying Evaluation Board was appointed (SO #16, 1 Feb 1944) for the purpose of evaluating the professional proficiency of personnel who hold currently effective aeronautical ratings. The Board consisted of: Capt. Maurice L. Malins O-386203 MC 1st Lt. Edward F. Connelly o-790520 AC 1st Lt. Donald S. McBride O-669757 AC
3 Feb 1944			The following men of Group Headquarters were awarded

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