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Westy wrote:1944
ITALY: Twelfth Air Force A-20s, A-36s, B-25s P-39's and P-40s attack railroad bridges and marshalling yards, a tank factory and support the Anzio beachhead. Fifteenth Air Force B-17s and B-24s attack marshalling yards, bridges and industrial targets.
**Got ya covered Earl and Jack!
-Westy
Earl wrote
Way to go, Westy!
earl
"Wayne =B17= Canino" wrote
I know the faux pas was not Mage's, he just re-prints it. But man - I could feel the cringe factor all the way to NH.
-W (Mage wrote:)
Besides, I don't know which days the 350th flew, and which were "down" days (or I would edit them)
~Mage
That's all right, Mage. I bet I appreciate your dailies
more than the others. I relive things as I read them.
You know, we didn't know what was happening other
places during the war, only what was going on in the squadron, and then
not much of that.
One thing, though I can't prove it, the 350th FG was
NOT a stand-down outfit!
...
On this day (i.e. Mar. 28 1944)
I flew a P-39N on a sea-sweep out of Alghero, Sardinia.
I don't recall seeing a Daily for March 24th. On that date in 1944, flying a P-39N, departed Alghero, Sardinia to dive bomb and strafe rail lines at Grosetto, Italy; to Ghisonaccia, Corsica to refuel and rearm; dive bomb and strafe rail lines at Cecina, Italy; and returned to Alghero. Flight time - 4:10.
earl
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Mage wrote:
1944
ITALY: Twelfth Air Force A-36s, B-25s, B-26s, P-40s and P-47s attack airfields, harbors and port facilities, supply dumps, tank repair shops and railway lines in addition to supporting the Anzio beachhead while 405 Fifteenth Air Force B-17s and B-24s attack marshalling yards and factories at Bolzano, Milan and Turin.
Same as yesterday - sea sweep out of Alghero, Sardinia.
And samo-samo, no joy.
Booooriinng!
earl
====
1943:
From April 2 through 5, out of an airfield at La Senia, Algeria I flew P-39Ls, P-39Ns and P-400s on 6 flights of convoy patrol for a total of 6:20 hours. Most of the rest of the time was spent on standby and runway alert.
1944:
April 2:
Flying a P-39N out of Alghero, Sardinia, dive bombed and strafed rail lines
at Falloncia, Italy; refueled and rearmed at Ghisonaccia, Corsica; dive
bombed and strafed rail lines at S.Vincenzo, Italy; refueled and rearmed
at Ghisonaccia; dive bombed and strafed rail lines at Grossetto, Italy;
returned to Alghero.
April 4:
Flying P-47D (Razorback) out of Alghero, conducted sea patrol and weather
recce in the Sardinia/Tyrrhenian Sea area.
earl <who plans on catching up to Mage one of these days>
...
Rotor wrote:Dang Earl big <S>. After a 3 mission day, were you on the edge? How tired were you? Again, thxs.
Well, it took all day. There was the waiting for the aircraft to be armed and refueled both times and the messing routine. The total flying time that day (time cramped in that little cockpit) was 5:20 hours. But we were practically young kids in excellent physical shape. No boozing and stuff. We had no club of any kind - it was just Operations Shack or the barracks (at least we were out of the tents).
====
1943:
I flew two convoy patrol missions in P-400s, totaling 4:00 hours air time. This doesn't sound like much, but it takes all day. As soon as I can, I will describe how we flew convoy patrol and how the coverage was organized.
1944:
I flew 1:20 hours in a P-47. My log book only states that it was "Coastal Patrol-Sardinia". It could also be partially to get some flying experience in the kite.
earl
====
1943:
I flew one convoy patrol mission in a P-400 (air time - 2:05 hours. The convoy was passing the harbor of Oran at the time of this flight.
1944:
Another "Coastal Patrol - Sardinia" in a P-47N for 1:05 hours.
earl
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Mage wrote1943:
The British 8th Army enters Sfax in Tunisia. The British IX Corps breaks out of Fondouk Pass to late to cut off the retreat of the Axis forces.
Catching up to Mage's Dailies today, for the 8th, 9th and 10th of April.
April 8: One convoy patrol in a P-39N off the coast near Oran. 1:20 hours.
April 9: Two flights in P-400s. One was flying dusk patrol for 1:35. I don't know what the earlier flight (0:55 hours) was about.
I remember this dusk patrol very well. When we returned to base it was just getting dark. My flight leader peeled off to land and I followed, establishing the proper interval. As I turned to the runway heading, I lost sight of of the runway, but continued my approach only to come in over the ramp where the aircraft were parked. I made a go-around, but by this time it was very dark. I called the tower and asked them to turn on the runway lights. T
he operator said that we had no lights because the British came that day and retrieved them. I tried to turn on the landing light, but discovered that the P-400 had no landing light. I asked the tower to have a vehicle go the the head of the runway, park on the left side with its headlights shining down the runway. I watched as the vehicle moved into position and made my approach.
Just as I approached the threshold, I saw that the vehicle was parked at the runway's center rather than to the left side. I barely had time to slip to the left and straighten out before I touched down. As soon as I did, the world blacked out for me. I had cast my own shadow. I took both feet off the ruders and hoped for the best. Fortunately, the tricycle gear of the P-400 kept the bird going straight down the runway. The vehicle then came to show me the way to the parking ramp. I later learned that the vehicle driver parked the truck and got out of it until I had crossed it.
April 10: A local (La Senia, Algeria, North Africa) flight in a P-400 for 40 minutes.
1944:
April 9: Sea sweep in a P-39N for 2:00 hours.
April 10: Escorted B-25s this day and the next. Will tell about it tomorrow. earl
====
1943:
Flew P-39L for 35 minutes. My log says, "Practice - Ground Gunnery".
1944:
Same as yesterday, flying P-39N, escorted B-25s to bomb targets in Italy. The B-25s were based at Ghisinaccia, Corsica. Some of our squadron were sent TDY there for escort missions, while others flew out of Alghero each time. For instance, I was TDY there from February 7th through the 15th. During that time I escorted the B-25s on 9 bombing mission over Italy, 2 patrol missions, and 1 weather & shipping recce mission along Italian coast. Total flying time those 9 days was 18:25 hours.
However, on these two days, we made pre-dawn takeoffs from Alghero, landed at Ghisinaccia, attended the joint briefing for the mission, escorted the B-25s over Italy and back, attended the joint post-mission debriefing, and returned to Alghero - an all-day event. Flight time was 3:30 and 3:00 respectively.
earl
...
Jordi wrote:Were most of your Escort Missions Uneventfull - as in encountering Enemy planes ?
I have written about escorting B-25s when enemy aircraft scrambled after us. I guess I didn't save it and will have to write another one. Hope I can remember where I embellished on it, in case someone has a copy of my original <G>.
When escorting bombers, we took great pains to avoid enemy action, as when we went on dive bombing and strafing missions and weather recces. We were looking for stuff on sea sweeps and similar missions.
...
The Germans had excellent intelligence capabilities. Their Intelligence Bulletin 101 warned their pilots not to mess around with the 350 Fighter Group people <G>.
earl
...
Seeker wrote:Hi Earl,
I know that primarily you were a ground attack pilot, but escorting buffs implies air to air activity. I know you favour the Jug for the ground attack role; which of the planes you flew gave you the most secure feeling of confidence in the face of possible contact?
What would be your pick of the current crop, an F16 or a Harrier?
Among propellor fighters, I would prefer the P-47 for dive bombing and strafing - the P-51 for escort or air-to-air, although I enjoyed flying the P-38 in a similar role. I had a lot of confidence in the F-94 in the nightfighter role. Although I didn't fly it in combat, I trained in it as both the pilot and the radar observer.
I know very little about the F-16 and the Harrier, but I am fascinated about the vertical takeoff of the Harrier. I think it would be more fun to fly than the F-16.
earl
...
Seeker wrote:Excuse my ignorance, but what's a F-94?
The F-94 was a night fighter interceptor which was made by Lockheed. Actually, it was an elongated T-33 with a bulbous nose that contained a radar antenna (the T-33 was an elongated F-80). Its conventional Allison centrifugal jet engine may have been more powerful than the engine in the T-33. The pilot was in the front cockpit and the radar observer/operator in the rear seat. It had a magnificent radar capability, both on automatic and manual.
Perhaps related to this, in 1949 and after numerous hours in P/F-80s and RF-80s, a mix-up in orders had me assigned to a C-82 (Boxcar) outfit at Tacoma, Washington. While there, I tried unsuccessfully to get assigned to an F-82 night fighter outfit stationed at Moses Lake (considered by other Washington state residents as America's hell hole - I have never been there).
Your next question? What are F-82s? Siamese F-51 twins.
earl <who welcomes specific questions posed by Seeker and others>
====
Mage wrote:1943: The Germans announce the discovery of mass graves at the Katyn Forest containing 4,100 Polish Officers.
Flight Officer Miller flew a P-400 on a convoy patrol mission in the Oran area.
The 350th Fighter Group was tasked to protect Allied shipping passing through the Mediterranean Sea from enemy air and submarine attacks during daylight hours. Each squadron was assigned a segment of the convoy's route. The convoys seemed to be spaced so that there always was a convoy in our area of protection. The convoys always stayed close to the North African shore to take advantage of whatever radar coverage was available and air cover accessibility. It also deterred starboard attacks by submarines, which sometimes attacked at night.
Our normal daily operation was:
A two-ship pre-dawn takeoff to patrol under the control of ground radar (Dawn Patrol). A two-ship pre-dawn takeoff to be over the convoy at first light. Two-ship flights covering the convoy throughout the day (one-hour periods). A two-ship flight under the control of ground radar, landing at dusk or after (Dusk Patrol).
earl
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Mage wrote:1940:Britain places an order for several hundred of the Bell model 14 fighter, later to become the P39 Airacobra. (Andy Etherington)
I wonder if these were the ones we knew as P-400s?
1943:In P-39L, convoy patrol, Oran - 1:45 hours.
Yesterday, I described our operational requirement. Today we can look at the nuts and bolts of meeting our in-depth convoy protection. The normal day for pilots began with about ten of us (five crews/flights of two each) reporting to the operations tent/shack for the pre-dawn briefing on convoy location and any known enemy activity. After the briefing, one crew would take off for first-light convoy coverage, one would take off for dawn patrol, one would taxi out to the head of the runway and remain on strip alert after conducting preflight and mag checks, and shutting down their engines. The remaining two crews would remain on standby in the ops/ready room.
After about an hour, one of the standby crews would taxi to the end of the runway to relieve the strip alert crew. The strip alert crew would take off to relieve the convoy patrol crew and two other pilots would go on standby. This system would be followed throughout the day with the last strip alert crew flying dusk patrol.
earl
...
Dan Johnson wrote:My last fight in a P-400 was on April 19, 1943. I flew it for 35 minutes, but don't know what for. earlThose RAF orders for P39s were all P400s which of course they rejected which means folks like yourself got em as well as some of the Pac groups. Only 601 squadron flew them briefly in operational testing resulting in the rejection by the RAF.
Interesting to think you gents still had em in 44. Says something for where 12th AF was on the priority list for new planes I suppose :)
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Mage wrote:1943: Axis forces in North Africa, now occupy their final defense positions in a fing from Cape Serat to Bizerta to Tunis to Enfidaville.
Been in the squadron for one month now. Flew a P-39L for 2:00 hours on a low-level navigation practice flight.
Convoy Patrol: Convoy coverage consisted of a two-ship flight of P-39/400s over the convoy during the hours of daylight, weather permitting. At this time, the flight leaders were the chaps who flew down from England. We newcomers were wingmen. I would fly regular formation on the leader until reaching the convoy. Once there, the leader would begin the patrol out from the convoy, which was strung out in a long formation, to the north or off shore from the convoy. That would be the direction any enemy air attack would come from. Besides, it was dangerous to fly over or too near the convoy. There were trigger-happy people aboard.
As the wingman, I would position myself abreast of the leader and quite a ways away from him, but always keeping him in sight. That way we could cover each other very well, but mainly I would be able to divert my attention to submarine spotting. We assumed that we would be able to detect submarines at periscope depth from the air. I believe Jack recounted his experience with a Uboat. My only experience with Uboats was when my flight leader called out a submarine to the convoy and a couple of British Corvettes steamed over and dropped depth charges. I didn't see the submarine, but the depth charges were quite evident.
After patrolling the length of the convoy, the flight leader would do a 180 by turning away from the convoy (it wasn't safe to turn towards the convoy either). As the wingman, I would turn also and pour on a little coal to catch up abreast again. This procedure would be repeated until we were relieved by the next flight.
1944: DeGualle retires French General Giraud.
Flew a P-39N for 1:00 hours. My log doesn't state the purpose of the flight.
earl
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Mage wrote:1943: US begins preparation for attacks on Attu in the Aleutians with the 7th Division US Army.
F/O Miller practiced ground gunnery in a P-400 - 45 minutes flying time.
One can see that we newbies were in training, what with low level navigation and ground gunnery practice, all observed by an old hand acting as an instructor and evaluator. There also was ground school - hours and hours of it. Part of it was having 5- and 6-digit numbers flashed on a screen in a split second and we asked to repeat the numbers. Another was having silhouettes of enemy aircraft flashed on the screen over and over again. We were taught how to search the skies for bogies by stopping eye movement, look, move eye to another place, stop and look, etc. How to use one's thumb to eclipse the sun when looking for bogies near the sun. How to make the quickest intercept by positioning target on canopy. If target moves back, turn towards target. If target moves ahead, turn away. If target still moves ahead, give middle finger high sign and go home. We learned about pursuit curves and angles of fire, evasive maneuvers and a lot of other good things we should have learned in Operations Training Unit (OTU) in the States. We had night school where we learned the tricks for night fighting. How one does not look directly at the target, but off to one side, the use of red light and the avoidance of any white light. It quickly became apparant to us newbies that flying in this arena wasn't just for fun, but serious business.
1944:
2nd Lt. Miller flew the Hurricane for 30 minutes. The war-weary Hurricane was given to us by the British. Our ground crews fabricated a second seat and canopy for a passenger. The British markings were retained.
I first flew the Hurricane on March 3rd, 1944 as a Flight Officer. I, along with the other Flight Officers in the squadron, was commissioned 2nd Lieutenant on March 22, 1944. Upon being commissioned, I was appointed a Flight Commander of C Flight. All but the newly commisioned pilots in the flight outranked me.
earl
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Flew a P-400 for 50 minutes in ground gunnery practice.
earl
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Mage wrote:1943: Another German effort to fly supplies into Tunisia fails.
Flew 35 minutes in a P-400. My log doesn't mention the reason for the flight. It was normal for us newbies to spend a lot of time sitting at the head of the runway on alert (besides the convoy patrol standbys). Often we would be scrambled in response to a radar return that turned out to be false. This could have been another one of those.
1944: Admiral Sommerville's British Eastern Fleet including the US carrier Saratoga attacks Sebang.
Flew a P-39Q on a courier flight for 2:00 hours. This seems to be my first flight in the Q model P-39. The ground crew had converted a belly tank into a packet container by cutting a hole in it and fashioning a cover secured with Zeus fasteners. I didn't state the courier stops this time because it was becoming old hat to me. I enjoyed flying courier and volunteered for it often. It was a chance to see more of the country. At this time the regular run was from Alghero, Sardinia to Corsican stops at Ghisonaccia, Borgo, Ghisonaccia, Ajaccio, and return to Alghero. I don't remember where Borgo was, but it could have been an airfield near Bastia.
earl
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Mage wrote:
1944: Turkey stops chrome exports to Germany under diplomatic pressure from the Allies.
Flew a P-47D on Dusk Patrol - Sardinia (2:10 hours)
earl
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Early in 1999, Steve (Mage) Lackey began publishing regular "On this day" articles in the Bigweek news group. Earl augmented those postings with items from his personal log.
I present Earl's contributions here. The articles have been edited for readability.