WHis\H19-SMJ.DOC

History Request: 19th Bomb Group; Questions - Answers; dated 1943

by Maj J H M Smith

Headquarters 19th Bombardment Group (H)

Office of the Intelligence Officer

AAB, Pyote, Texas

August 18, 1943

SUBJECT: Request For Historical Information Concerning 19th Bombardment Group (H).

T0: Major John H. M. Smith, Headquarters, Second Air Force, Colorado Springs, Colorado.

1. This office has been charged with the production of a comprehensive and definitive history of the 19th Bomb Gp (H). This history has been divided up into three phases and this section is now interested in the first installment, from January, 1939, to December 7, 1941.

2. It is the understanding of this section that having been an integral part of the 19th during the period in question, you may have some information that would be of material use in the compilation of this history.

3. By answering the enclosed list of questions as completely as possible you would be rendering this organization a great favor. If there are any bits of documentary evidence at your disposal: such as, photographs, special orders, etc. the forwarding of such to this office would be of definite value. Kindly include all other information which you think would be of assistance in the compilation of the history and send same to this office.

GERALD F. ALLABEN,

2nd Lt, Air Corps,

Asst Int 0.

1 Inc 1:

Incl 1 - List of Questions.

1st Ind. JHMS/aio

HEADQUARTERS 396TH BOMBARDMENT GROUP (H), AAB, Moses Lake, Washington, 2 NOV. 1943.

TO: Commanding Officer, 19th Bombardment Group, AAB, Pyote, Texas.

1. Attached hereto are answers to questions requested.

2. Documentary evidence requested was sent under separate cover from the Second Bomber Command.

3. In August, copies of these questions were referred to Lt. Col. Edward A. Teats, Major Edward C. Graham, and Capt. Staneil Nanney, Second Air Force.

4. Enclosed also, are answers to the questions prepared by Colonel Edwin B. Broadhurst, Second Air Force. Should any further information be desired, I may be reached through Headquarters 396th Bombardment Group (H), Drew Field, Florida.

J. H. M. SMITH,

Major, Air Corps.

2 Incls:

Incl l-Info fr Col. Broadhurst.

Incl 2-Info fr Maj. Smith

Questions put to Maj JHM Smith and his answers

Q1 When did you become a member of the Group?

A1 October 1, 1940.

Q2 Where was the organization at that time?

A2 March Field, Riverside, California.

Q3 Who was the Commanding Officer, where did he come from, when was he relieved, and where did he go?

A3 The following Commanding Officers with information pertinent as to where they came from, when they were relieved add where they went is given for all Commanding Officers of the 19th Group from Oct. 1, 1940, when I joined the 19th Group, until I was relieved on approximately Dec. 10, 1941:

a. Major Eugene L. Eubank commanded the 19th Group. Major Eubank had previously been Commanding Officer of the 32nd Squadron, 19th Group at March Field, had been relieved by transfer to station unknown by this officer and has returned as Commanding Officer of the Group, relieving Colonel, now Brigadier General, Burwell. Major Eubank was promoted to Lt. Colonel just prior to the Group going overseas. He is now a Brigadier General. General Eubank was relieved as Commanding Officer of the 19th Group on approximately Dec. 10, 1941, but previously, by approximately a month had held the joint command of the 19th Group and the newly activated 5th Bomber Command at Clark Field, Stotsenberg, Pampanga, Philippine Islands. He was relieved from the 19th Group and moved the Headquarters of the 5th Bomber Command to Manila, approximately two (2) days after war started, where he moved directly under the Far Eastern Air Force with General Brereton, in command.

b. Major David R. Gibbs commanded the Group at Clark Field from Dec. 10 to Dec, 12. The morning of Dec. 12, he took off in a B-18 for Mindanao and was never heard from again. He is presumed to have been killed in action. Major Gibbs was Group Operations Officer, then Commanding Officer of the 30th Squadron, until he assumed command of the Group,

c. Major Emmett O'Donnell ("Rosie") who had brought the 14th Squadron from Hawaii to the Philippines in Sept. then assumed command of the Group that was left at Clark Field. Major “Mike" Walsh and Major Cecil Combs commanded the Air Echelon at Mindanao and in Australia. Major O'Donnell commanded the Group from approximately Dec. 12, 1941 to Jan. 12, 1942 during which time the bulk of the Ground Echelon moved to Del Monte Island of Mindanao, Philippine Islands. On approximately Jan. 12, Major O'Donnell, in an old B-18, with auxiliary gas tanks fabricated from 50 gallon gas barrels, flew to Australia with Lt. Clyde Box as Co-Pilot and Lt. Edwin S. Green as Navigator.

d. Major Cecil Combs, who was commander of the 93rd Squadron assumed command of the Air Echelon, 19th Group, when it was transferred to Malang, Java, on approximately Jan. 1, 1942. He retained command of the section of the group which was performing Combat until the beginning of the evacuation of Java on approximately Feb. 24 When he joined General Brereton and staff by air to India.

e. Capt. James T. Connally replaced Major Combs and upon assuming command assumed the rank of Major. Under the direction of General Eubank, Who was senior officer in Java, after Generals Brett and Brereton organized the evacuation of the 19th and the 7th Groups in Java. Major Connally commanded until March 14, 1942 when the 19th Group and the 7th Group were combined and reorganized as the 19th Group at Melbourne, Australia.

f. Lt. Colonel Kenneth Hobson, who was the surviving senior officer of the 7th Group assumed command of the new 19th Group. He commanded until relieved by General Eubank on approximately Apr. 1, but continued to act as Deputy Commander under General Eubank until General Eubank was relieved, and this was on approximately May 1, 1942. Major Connally who in the meantime, had commanded the 93rd Squadron resumed command of the Group with Headquarters at Townsville, North Queensland, Australia. The organization of the Group at that time was composed as follows: Headquarters & Headquarters Squadron and the 435th Squadron under Major William Lewis, Jr. were located at Townsville. The 30th Squadron under Major Ray Schwanbeck was located at Cloncurry, North Queensland. The 93rd Squadron, under Capt. Felix Hardison and the 28th Squadron, under Major Elbert Helton were located at Longreach, Queensland, Australia. Major Connally was relieved on July 10, 1942 when the Group was brought together, less the 435th Squadron at Mareeba, North; Queensland.

g. Lt. Colonel Richard Carmichael relieved Major Connally on July 10. Colonel Carmichael, class West Point, 1936, had previously been in command of the Task Force which proceeded from Hawaii through Figi to Brisbane and Townsville on Feb. 1942 and which formed a cadre for the 435th Squadron. He was relieved after the return of the 19th Group to the United States.

h. From Dec. 20, 1942 to Feb. 14, 1943 several officers had commanded the Group for short periods only. These were as follows: Major Ted Faulkner, Group Executive Officer, who left to take command of the 333rd Group. Lt. Colonel Felix Hardison, who had had the 93rd Squadron, and Major John E. Dougherty who had been Group Operations Officer.

I. On Feb. 14, the 19th Group that had returned from overseas was broken up and distributed throughout the Second Air Force. On that day, also, Major Elbert Helton, who had had the 28th Squadron assumed command, Colonel Helton (He was promoted shortly) had come with the 7th Group to Java and had previously been stationed at Salt Lake City. He was relieved of command on approximately June 1 by Colonel Louis P. Turner.

j. Colonel Turner had been Base Commander at Alamogordo, N.M. after his return from Hawaii. He retained command of the Group until after this officer was transferred from the 19th Group on July 10, 1943.

Q4 Give supplemental information as above on all staff personnel, as the Operations Officer, Executive Officer, etc.

A4:

Executive Officers of the 19th Group have been as follows:

a. Major Ronald Hicks, who was shortly relieved to go to the First Bombardment Wing as Executive Officer at March Field.

b. Major Robinson; was Executive Officer until approximately Oct. of 1940 when he was appointed Commanding Officer of a Provisional Squadron to go to Alaska.

c. Lt. Kenneth R. Kreps, who had been Adjutant, became the new Executive Officer and retained this position until Dec. 10, 1941 when he went with General Eubank to the 5th Bomber Command, Manila.

d. There was no Executive Officer of the Group during the period Dec. 10, 1941 to March 14, 1942. On March 14, 1942, Capt. Robert ("Pappy") Northcutt, who had commanded the 9th Squadron, 7th Group, at Madeoin, Java, became Executive Officer. He was relieved in May 1942.

e. Capt. Ted Faulkner, who was in the 435th Squadron became the new Executive Officer and retained this position until he assumed command of the Group shortly after Dec. 20, 1942.

f. Major John E. Dougherty, who had been Group Operations Officer became Executive Officer and held this position off-and-on until Feb. 14, 1943 when he was relieved from the 19th Group and transferred to the 21st Wing.

g. Capt. Edward C. Habberstad, was Executive Officer until the Table of Organization was changed to provide for the Executive Officer becoming Deputy Group Commander and retained this position until approximately July 1, 1943 when he was relieved and transferred to the 46th Bombardment Wing, Dalhart, Texas.

h. An Administrative Executive position was created by the change of Table of Organization on approximately March 1, 1943 and Major J. H. M. Smith was made Executive Officer. He retained this position until relieved on July 10, 1943 when he was transferred to the Second Bomber Command.

Operations Officers of the 19th Group have been as follows:

a. Major David R. Gibbs, was Operations Officer when this officer was assigned to the 19th Group. He retained this position until 1941 (May) when he assigned command of the 30th Squadron. Major Gibbs was a graduate of the Academy and had been in the 19th Group fort some time.

b. Lt. Patrick McIntyre was Operations Officer after Major Gibbs until the 19th Group arrived in the Philippines. He continued as Asst. Operations Officer under Capt ”Mike" Walsh. Lt. McIntyre was transferred to Group Headquarters from the 32nd Squadron which was then part of the 19th Group.

c. “Mike" Walsh returned from temporary duty in England in August 1941 and came from the 93rd Squadron to Group Headquarters. He was Group Operations Officer until approximately Jan. 1 when he was transferred to the Far Eastern Air Force under General Brett in Java.

d. Capt. James T. Connally was Operations Officer in Java and had also returned from England with Capt. Walsh, coming to the Group from the 32nd Squadron. He was relieved when he assumed command of the Group on Feb. 24.

e. Operations Officer from Feb. 24 until approximately Sept. 1942 was Capt. Sam Maddux. Capt. Maddux was originally in the 30th Squadron. He continued as Asst. Operations Officer until his return to the United States in Nov. 1942. He is now assigned to the General Staff in Washington, D. C.

f. Major John E. Dougherty and Major Ray Schwanbeck were jointly Operations Officers from approximately Sept. until the Group returned to the United States. Major Schwanbeck returned in Nov. 1942 and is now assigned to the Training Command.

g. On February 14,1943, Major David R. Rawls became Operations Officer. Major Rawls had been in the 435th Squadron and was in Group Operations until he became Deputy Group Commander on approximately July 1, 1943. At that time, he was relieved by Major Robert Thacker who commanded the 435th Squadron.

14th Bombardment Squadron:

This Squadron became part of the 19th Group on Nov. 1, 1941 at Clark Field, Philippine Islands. It had been organized as a composite Squadron from the 5th and 11th Groups of the 7th Air Force at Hickam Field under Major "Rosie" O"Donnell and had arrived in the Philippine Islands with nine (9) airplanes on approximately Sept. 10, 1941. When Major O'Donnell became Group Commander, he turned the Squadron over to Capt. Sam Maddux who had been temporarily assigned from the 30th Squadron. According to the official records in Washington, D.C., this Squadron Headquarters was never evacuated from the Philippine Islands, and is officially carried as in the Philippine Islands.

28 th Bombardment Squadron:

The 28th Bomb Squadron (Medium), so far as this officer knows was originally organized in the Philippine Islands and for many years was the only Air Corps unit there. It was originally stationed at Nichol's Field, Manila but was moved to Clark Field in approximately 1939 when the 19th Group arrived at Clark Field on approximately Nov. 1, 1941. The 28th Squadron was under the command of Major “Moe" Daley, who had had the Squadron for only a short time. Its strength was approximately 50 Officers and 200 Enlisted Men, The Squadron had B-10 and B-18 airplanes. Upon the assignment of this Squadron to the 19th Group, it was redesignated "Heavy" and Capt. Horrigan, who had been in command after Major Daley, was made Base Commander of Clark Field, was relieved by Major Fischer, who was Operations Officer in the 14th Squadron. Several of the more experienced officers of the 19th Group were assigned to the 28th Squadron. The B-18's were distributed among the other squadrons and four (4) B-17's were assigned to the 28th Squadron. Major Fischer remained in command of this Squadron until he was evacuated on Feb. 5, 1942 and no commanding Officer was designated for the Squadron until it was reorganized from the 11th Squadron, 7th Group, of the personnel in Australia on March 14, 1942. Major Elbert Helton was placed in command and retained command until the Group was returned to the United States. Major Jack Thompson became the Squadron commander at Pyote, Texas on Feb. 14, 1943. He was relieved in June by Capt. Victor Poncik, who in turn was relieved about July 1 by Capt.

30th Bombardment Squadron:

On Oct. 10, 1940, Major Thomas Blackburn was in command of the 30th Squadron. He continued in command until he was relieved in May 1941 by Major David R Gibbs. Major Blackburn went to the 9th Pursuit Wing, March Field. Major Gibbs had been the Group Operations Officer. He retained command of the Squadron until Dec. 12, 1942 in which time he has been reported missing in action, presumed dead. Capt. Broadhurst, Lt. Schwanbeck and Lt. Elmore G. Brown were successively in command of this ground echelon Squadron in the Philippines. On March 14, 1942, when the Group reorganization took place, Major Raymond V. Schwanbeck assumed command of the 30th Squadron. He was relieved in July 1942 to become Group Operations Officer by Major Dean C. Hoevet. "Pinky" had been in the 93rd Squadron as Flight Leader and he reorganized and revitalized the Squadron. He was killed in Sept. 1942 when, with the Squadron Engineering Officer, the Squadron Bombardier, the Squadron Navigator and one (1) of the Squadron Flight Leaders, his plane fell into the sea off Cairns, North Queensland and burned during an experimental bombing flare flight. Major John A. Rouse was brought from the 93rd Squadron to take command of the 30th. He was relieved on Feb. 14, 1943 by Major Paul E. Cool who had been in the 28th Squadron. Capt. Edson P. Sponable became the 30th Squadron Commanding Officer, in May and was still in command when this officer was transferred.

93rd Bombardment Squadron:

Major Wittkop commanded the 93rd Squadron from Oct. 1940 until May 1941. He left to take command of the 46th Medium Bomb Group at Fresno. The new Squadron Commander was Major Cecil E. Combs, who had previously had the Headquarters Squadron. Major Combs kept the 93rd Squadron until he went to India in Feb. 1942, while the ground echelon that was left on Bataan was under the command of Capt. Morris C. Shedd. It has been officially reported to this officer that when Bataan fell, Major "Moe" Daley was in command of the 93rd Squadron which was attempting to hold a bridge against armored Japanese forces, and that Major Daley was able to withdraw with the bulk of the Squadron to Signal Hill, Bataan for a final stand. When the 19th Group was reorganized in Australia, Major James T. Connally assumed command of the 93rd Squadron until he was relieved by Capt. Felix Hardison in May 1942 to become Group Commander. Capt. Hardison led the 93rd Squadron until Feb. 14, 1942 when he was transferred to the headquarters Second Bomber Command, Fort George Wright, Washington. Capt. Richard T. Hernlund took the 93rd Squadron and was still in command when the, undersigned was transferred.

435th Bombardment Squadron:

This Squadron was formed, as has been stated before, in Australia on March 14, 1942 with station at Townsville, North Queensland. Major William C. Lewis, Jr., who had been with the 7th Group and had come over with the Task Force from Hawaii was in command. He was relieved in Feb. 1943, when Major Robert Thacker became Commanding Officer. Major Thacker kept the Squadron until this officer was transferred.

Headquarters & Headquarters Squadron:

Major Ronald Hicks was commanding the Headquarters Squadron in addition to his other duty in Oct. 1940. When Major Hicks went to First Bombardment Operational Training Wing, Capt. Cecil Combs was brought up from the 93rd Squadron to take command. He remained in command until relieved by Capt. Cornelius B. Cosgrove, who had been Group Personnel Officer in July 1941. Major Combs moved to the 93 Squadron. Capt. Cosgrove took the Squadron overseas and was then transferred to Headquarters, Far Eastern Air Force, when Capt. William C. McDonald, who was in the 93rd Squadron became Headquarters Squadron Commander. The element of this Squadron which was left on Bataan, was placed under the command of Major Charles Miller, who had been Group Adjutant. The Headquarters Squadron Detachment, which accompanied the troops to Mindanao, was in the command of Lt. Ray McDuffee, formerly Group Intelligence Officer. At Melbourne, in March, Major Jack W. Hughes was made Headquarters Squadron Command and he kept the Squadron until Major Phillip Mathewson was removed from any further combat flying, because of flying fatigue. He was the last Commanding Officer of the Squadron. Major Hughes went to the Headquarters of the North Eastern Area Joint Command in May 19

Q5 What was the strength of the Group and what Squadrons were attached to it?

A5 In 1940, the T/O at that time provided for 38 Officers and 206 Enlisted Men per Tactical Squadron, with Headquarters & Headquarters Squadron of approximately 25 Officers and 232 Enlisted Men. There were 3 Tactical Squadrons: The 30th, 32nd, and 93rd and the Headquarters & Headquarters Squadron. For Tactical purposes, only, the 38th Reconnaissance Squadron was attached to the 19th Group. On Jan. 15, 1941, the 19th Group broke off cadres for the 41st Bomb Group (Medium) and the 30th Bomb Group (H) and on approximately May 24 these cadres moved out. On Sept. 27, 1941, the 19th Group less the 32nd Squadron and the 38th Reconnaissance Squadron moved to the Philippine Islands. On Nov. 14, the 28th Bomb Sq (Medium) was redesignated a (Heavy) Squadron and was assigned to the 19th Group, and the 14th Bomb Squadron (Heavy) was also assigned to the Group. The T/O at that time was largely, then, the one in 1940 and provided for approximately 48 Officers and 232 Enlisted Men per Tactical Squadron, and the Headquarters and Headquarters Squadron had approximately 25 Officers and 2xx Enlisted Men. Upon evacuation from the Philippine Islands, the ground echelon of Squadrons were abandoned except .for a few key personnel who were evacuated to Java and Australia. Of the total strength of the Group in the Philippines of approximately 210 Officers and 1300 Enlisted Men, only 140 Officers and 240 Enlisted Men were evacuated. The records of the War Department have officially declared that the 14th Bomb Squadon was not evacuated from the Philippine Islands. On March 14, 1942, the reorganization of the Group took place, based on the T/O which was approximately the same as in the Philippines. The following Squadrons were reformed, Headquarters & Headquarters Squadron, in which was established a pool of the extra Officers and Enlisted Men, the 28th Bomb Squadron which was composed mostly of personnel of the 11th Squadron, 7th Group, the 30th Bomb Squadron and the 93rd Bomb Squadron, and one which was split more or less evenly with bulk of the 19th Group personnel with their strength augmented by extra personnel of the 7th Group and the 435th Bomb Squadron which was formed from the Ground Echelon of the 22nd Squadron, 7th Group and the Task Force from Hawaii which was operating at Townsville, North Queensland. This Squadron was designated Variously as follows: 14th Bomb Squadron, 14th Reconnaissance Squadron, 40th Reconnaissance Squadron and finally 435th Bomb Squadron. Aug. 1942, when the T/O was changed to provide for a Group Headquarters in lieu of Headquarters & Headquarters Squadron, the 19th Group did not comply and retain this Headquarters Squadron until returned to the United States, The Group was reorganized on the present T/O on Feb. 14, 1943 with the following Squadron, Group Headquarters, 28th Squadron, 30th Squadron (which was the Mother Squadron), 93rd Squadron and the 435th Squadron.

Q6 What was the function of the Group?

A6 The 19th Group was one (1) of the original Heavy Bombardment Groups, and in 1940, when the undersigned joined the Group, was one of the "High Priority" Groups in the 54th Group, Army Air Forces program. In 1940-41, its essential function was the training of Heavy Bombardment Pilots and in Jan. formed the cadre for two (2) new Groups. When the Army Air Forces decided on the zoning of the United States, and the removing of Heavy Bombardment to the interior, the 19th Group was moved to Albuquerque, N.M. in June 1941. At Albuquerque, the primary mission of the Group was the continuing of training of pilots and navigators and the beginning of preparations for combat. In May 1941, the navigation and pilot training that the 19th Group had been performing was culminated in a mass flight of (29) B-17s from March Field to Hamilton, to Hickam on the first long distance over-water mass flight. Lt. Colonel Emmons accompanied the Group on this flight, which was under the command of General Eubank. While at Hickam, pilots of the 7th Air Force and crew chiefs, were checked off on the B-17s. The function of the Group after the arrival in the Philippines was summed up by words of General Brereton, when he visited Clark Field late in Nov. 1941, "The 19th Group is the main defensive weapon in the Philippines." Intensive combat crew training was being carried on at this time with bombing and gunnery tactics and navigation was being given to the navigators on the long range over-water reconnaissance flights that the 19th Group was making up to and within 3 miles of Formosa. After the declaration of war, the main function of the air echelons of the 14th and 93rd Squadrons was the bombing of Japanese Naval Targets particularly invasion convoys and the carrying on of long range armed reconnaissance missions. in the Luzon area. The ground echelon attempted to maintain Clark Field as an advanced base for these ships to operate from, but after the abandonment of the Air in the Philippines on Dec. 24, this part of the Group was redesignated Ground Forces and were training as Infantry. On Dec. 30, 1941, 109 Officers and 650 Enlisted Men of the 19th Group were sent by boat under the command of Colonel William Morse from Bataan to Mindanao, where they were made a part of the Bisayan-Mindanao Force. After Dec. 24, the main function of the air echelon was the defense of the Netherlands East Indies and when the Group moved to Java, on the First of Jan. 1942, it was for the purpose of establishing an advanced base from which to operate against the Japanese Force invading the Netherland East Indies. The defense of this area was abandoned on approximately Feb. 24, 1942 and immediately air and water evacuation of the air forces was begun. This evacuation was made with the belief that it would be possible to establish at a North Australian Base, a base of operations for the defense of Australia and the first air evacuation from Java was composed of an advanced party, under the command of Capt. Ray Schwanbeck, to establish at Brooms, North Territory Australia, such a base. It was found however, that this was impractical due to the supply difficulties and the decision of the United States Forces in Australia (USFIAUST), not to defend Northern Australia, therefore, for the next two (2) months, the Group reorganized in Australia and moved north to North Queensland to become a part of the North Eastern Area Joint Command with the RAAF. The primary mission of this force was the defense of Port Moresby, New Guinea, and north eastern and eastern Australia. From April 1 until July 1, the 19th Group provided the Heavy Bombardment for the Joint Command and in cooperation With the Royal Australian Navy PBYs long range reconnaissance. When the 19th Group moved to an advanced base at Mareeba, North Queensland, the first move northward by the allied forces was made and it became apparent from that time on, that eventually the 19th Group would be able to provide offensive Heavy Bombardment rather than defensive. Up until the time the Group left Australia on Nov. 1, 1942, that was the primary function. Beginning on Feb. 14, 1943, at Pyote, Texas, the 19th Group became a part of the Second Air Force training program as a First Phase RTU Group. When this officer left the Group on July 10, 1943 the Group was continuing this mission.

Q7 What was its standing in the Air Forces of the United States?

A7 In October, 1940, the 19th Group was one of the three (3) Heavy Bombardment Groups in the Second Air Force. It was therefore on "High Priority" for personnel, equipment and training facilities. Early in 1941, it was chosen as one of the "Mother Groups" from which expansion of the Air Force could be made. This expansion was known as the Fifty-Four (54) Group Program. In May of 1941, the Group was chosen as the one Group in the Army Air Forces to fly (26) B-17Ds to Hawaii in the first mass long distance over-water flight in the history of the Air Force. Up to and including the time when the 19th Group was chosen to go overseas, it was the first priority Heavy Bombardment Group in the United States.

Q8 Give all changes of station, personnel, type of aircraft flown, and reasons to changes?

A8 When the undersigned reported to the 19th Group in October 1940, the Group was stationed at March Field, Riverside, California. The type of aircraft were YB-17, B-17Bs, B-18; A-17, and BT-14 which were used for training. On June 1 1941, the Group in compliance with policies of the War Department to evacuate Heavy Bombardment to inland bases, the 19th Group was transferred to Albuquerque, New Mexico, on permanent change of station. At the same time, cadres of the 446th Bombardment Group (Medium) moved to Tucson, Arizona and the 30th Group (Heavy) to New Orleans, Louisiana. Approximately at the time the Group arrived at Albuquerque, (2) PT-17s were assigned each Squadron for training purposes. A few B-17Cs were received while the Group was still at March Field but were brought to the Groups on a loan basis, only, from the British Governor for the purpose of providing training airplanes for the 19th Group to train pilots, crew chiefs, and crew members and in connection with United States Government turning B-17Cs over to Great Britain. Most of the B-17Ds received in May of 1941, while the Group was still at March Field were transferred to Hawaii on the mass flight. In September and October of 1941, the Group received additional B-17Cs and Ds which were taken to McClellan Field for modification at Sacramento Air Depot, and were flight tested for a flight to the Philippines. The few Bs still remaining were transferred to the 32nd Squadron and the 38th Reconnaissance Squadron which did not proceed with this Group Overseas.

The Group was transferred to the Philippines in two (2) echelons, air and ground, the Ground Echelon departing by train for San Francisco on Sept. 27, 1941 and embarking on the USAT Holbrook on Oct. 4, 1941. The Air Echelon departed Hamilton Field for the Philippines via Hawaii, New Guinea and Australia. On approximately Oct. 17, 1941 all airplanes were in place at Clark Field. By Nov. 10, 1941, at Clark Field, the 19th Group was augmented by the assignment of the 14th Bombardment Squadron (Heavy) which had preceded the 19th Group to the Philippines from Hawaii in September and the 28th Bombardment Squadron (Medium). The airplanes received from the 14th Squadron were all B-17Ds and the 26th Squadron had approximately six (6) B-18s, having transferred its B-10s to the Tow Target Squadron, same station. Clark Field was evacuated on Dec. 24, 1941. The Group then being dispersed on Bataan, Del Monte, Batchelor Field, Australia, and Singsari Airdrome, Malang, Java. Such personnel as could be evacuated from the Philippines by air and submarine joined the Group in Java and were all assembled on March 14 at Melbourne. Stations in Australia included: Cloncurry, North Queensland, Longreach, Queensland, and on July 11, Mareeba, North Queensland and Townsville, North Queensland. When the Group was reorganized in March 1, 1942, at Townsville, personnel from the 7th Group were joined with the 19th Group. Most of the B-17D and C airplanes were destroyed in combat and the replacement type airplanes brought to Java by the 7th Group were B-17E type with the remote control, lower turret. Only one (1) B-17E, with the ball turret was received in Java. When the Group finally was returned to the United States from Mareeba and Townsville in November and December 1942, all airplanes were of the B-17E with the lower ball turret, or B-17F type. The first station of the 19th Group in the United States upon its return from combat was Pocatello Army Air Base, Pocatello, Idaho which was evacuated in January because of bad weather, to Pyote, Texas. All air equipment of the Group during its period of operation at Pyote, Texas was B-17F airplanes. The experienced personnel who returned with the 19th Group from Australia were dispersed throughout the Second Air Force with maximum advantage taken of the experience and ability of the Officers and Men in the training program. Over one hundred (100) Enlisted Men were granted commissions or made Warrant Officers. A great deal of inexperienced personnel was transferred into the Group as replacements.

Q9 Give all accomplishments, shortcomings, failures, and any other interesting facts.

A9 During the time this officer was assigned to the 19th Group, the following accomplishments of the Group were noted:

(a) One (1) airplane, Major Wittkop, flew the sick wife of the Minister from Peru back to her home in South America.

(b) The Group participated in a mass flight maneuver at the inauguration of President Roosevelt in February 1941.

(c) Mass over-water, long distance flight from Hamilton Field to Hickam Field, Hawaii in. May 1941.

(d) The receipt of Special Safety Award for the lowest number of fatal accidents in that year.

(e) A Flight of (26) B-17Cs and Ds from Hamilton Field to Clark Field, Philippine Islands in October and November 1941.

(f) Citation by the Secretary of War as part of the Far Eastern Aid Force in the defense of the Philippines, Dec. 8 to Dec. 28, 1941.

(g) Citation by the Secretary of War for participation in the defense of the Philippines Dec. 7, 1941 to April 1942.

(h) Citation by the Secretary of War for participation in the defense of Netherlands East Indies, Jan. 1 to March 10, 1942.

(i) Citation by the Secretary of War for participation in the campaign of the Solomon's by repeated attacks against Rabaul, New Britain, Aug. 8 to 12, 1942.

(j) Citation by the Secretary of War as a member of the Papuan Forces in the defense of Port Moresby and the capture of Buna, October and November 1942.

The following short comings of the Group were noted during the period October 1, 1940 to July 1943. When war struck in the Philippines, the 19th Group was inexperienced for the conflict in light of the experiences learned since Dec. 7, 1941. Gunnery and Bombing had not been sufficiently emphasized and the splendid showing of the Group during that period was due almost entirely to the great experience of the pilots and skill of the navigators.

One of the principle shortcomings of the Group during its period of combat was the desperate measure of the Higher Command to attempt to stop the advances of the Japanese. One (1) resulted in many futile, ill-advised, wholly inadequate attacks carried out by this Group. The suicide measures in many cases resulted in great losses of personnel and equipment with the minimum of military return. Lack of supplies, particularly spare parts, also seriously handicapped the Group.

Q10 Give an outline of the Group activities if possible over the period of time in question.

A10 Most of the activities of the 19th Group have been rather adequately covered in the discussions of the previous questions, however, after the return of the Group to the United States, the Group began participation in the training program with the Second Air Force. The first crews for training reported to the Group on Feb. 14, 1943 and were designated as the Davis Provisional Group. Crew training since that time has been mostly in First Phase and the forming of replacement crews.

J. H. M. SMITH,

MAJOR, Air Corps.

*** O ***

30^th Squadron News Release – Feb 7, 1943, Pyote TX

by 1^st Lt Harold C. McAuliff and 1^st Lt Alexander D. DeShazo

HEADQUARTERS ARMY AIR BASE

Office of the Public Relations Officer

Pyote, Texas

Release Sunday A. M. Feb. 7

Pyote, Texas, Feb 7 1943: Another in a series of previously untold stories of how a group of men suddenly found themselves with a war on their hands, and how – although sometimes barely equipped – they coped with the situation, was unfolded this day at this 2^nd Air Force Base. Today’s installment, the second in the history of the four war-hardened squadrons of the famed 19^th Bombardment Group, belonging to the 30^th Squadron.

_______ part in the story was provided by ___ officers and men now stationed at Texas, “Rattlesnake Bomber Base” after more than a year in Pacific war zones. The _____ heroes are:

(see attached slips)

During its first year of Jap-fighting, the 30^th – once referred to in Japanese propaganda broadcasts as the “Dirty 30th" because of the effectiveness of the squadron’s operations – ran hundreds of combat and reconnaissance missions. The exact number of these will never be known due to the loss of squadron records. But it is calculated that the Japanese will not soon forget the 30ths visits.

The 30th possible is not the most highly decorated outfit in the 19th Group, nor does it claim to have any more missions to it’s credit than any other unit. But when the going was tough and the outlook not so bright, the 30^th was in there “pitching bombs” with the other squadrons, and taking it’s share of the battle.

War Department records show that it’s members have received 4 Distinguished Service Crosses, 28 Distinguished flying crosses, 120 silver stars, 55 purple hearts and numerous Oak Leaf Clusters. Also each of the 30^th combat crews have flown sufficient hours to receive the Airman’s Medal.

The 30^th Bombardment Squadron’s history goes back to June 21 1932, when the unit was activated at Rockwell Field, San Diego, CA, with Capt. James A. Girsham as commanding officer. The squadrons aircraft at the time consisted of two B-3 Keystone Bombers and three BT-2 basic trainers – a far cry from the huge flying fortresses they would one day fly in combat against the Japanese. Later Douglas “Dolphins”, Model OA-4, were received and a period of training for navigators, radio men and mechanics followed.

In 1934, when the Army was assigned the task of flying air mail, pilots of the 30^th played an active part and were assigned air mail routes in nearly all of the Western States. In 1935 the squadron moved to March Field, CA, and the following a year Maj. Albert C. Hegenberger assumed command. With March Field as home base, the squadron moved to Muroc Lake in the Mohave Desert to carry out a program of practice bombing. During the month at Muroc many titles were bestowed on members of the squadron, “Expert Bombardier” being the only official one. The desert grown monikers included “Desert Rat”, “Hairless Joe”, “The Villain” and “Baglegs Anna’s Boyfriend.”

It was in 1937 that the 30^th had to learn the ins and outs of an important new airplane – the Douglas B-18. Most of the crew-chiefs were sent to the Douglas plant for training course on the new ship, and the following year the squadron was ready to fly it’s B-18’s in a month’s maneuvers in Central New York. These planes made an air raid realistic when the first total black-out of a town was attempted.

Major Thomas B. Blackburn assumed command of the squadron in 1939, and again a new type airplane was assigned to the 30^th – this time, the first of the famous Flying Fortress series, the B-17B. Requirements for engineers became much higher because of the huge size of the ship and the advanced engineering principles of it’s design. Sgt. George Neuman, Los Angeles; Sgt. M. O. Smith, Sgt Albert L. Stewar, Yuma, AZ; and Sgt Charles Hunley, Riverside CA; were a few of our first B-17 crew chiefs. The year 1940 saw the outfit training harder than ever because of the growing war in Europe. Day and night flying, as well as navigation and bombing problems gave the personnel a chance to show what they could do. During this year, the squadron was called on to stage a bombing demonstration for a group of Latin American officials at Langley Field, VA.

In May, 1941, a new commanding officer, Major David R. Gibbs, lead the squadron on a flight from Hamilton Field, CA to Hawaii to deliver a new series of B-17s to Hickam Field. After several days spent in resting and seeing the sights of the Island, the crews boarded a boat and were back at their base at March Field very shortly.

“Baglegs Anna’s Boyfriends” were gaining in experience by this time, and were transferred to Albuquerque to make preparations to move lock, stock and B-17’s to the Philippines. By the middle of October, 1941, the ground echelon was on it’s way by boat to Clark Field, PI. On a night late in October nine B-17’s of the 30^th Squadron, led by Major Gibbs, took off from Hamilton Field, passed over the Golden Gate Bridge and headed for Hawaii on the first leg of the long flight to Clark Field.

From Hawaii, the air echelon flew to Midway Island and then to Wake Island. Waiting on the weather, several days were spent in swimming and fishing before taking off again for Moresby and Darwin. From Darwin, the last leg of the flight brought them to their new home in the Philippines.

The entire flight was without serious mishap in spite of severe weather between Wake Island and Moresby. Ironically, one plane made a forced landing at Raboul to repair an engine, the crew little thinking they would ever see the place again, much less be dropping bombs there.

By the middle of November, the 30^th Squadron was running reconnaissance and practice bombing missions at it’s new station. A few weeks later it was apparent that the situation in the Pacific was coming to a head. The squadron was placed on twenty four hour alert. Weekend leaves into Manila were cancelled, slit trenches were dug around the field, and gas masks and tin helmets were issued to all personnel.

On the morning of December 8 (Philippine Island time) members of the 30^th knew that Pearl Harbor had been attached by Japs.

All crews reported to the flying line immediately. Major Gibbs ordered every plane into the air. Ground crews were on the alert. The Japs were expected to attack Clark Field with in the next 20 minutes!

While the B-17’s of the 30^th took to the air, the P-40’s stationed at Clark were warmed up and the pilots climbed into their cockpits awaiting the signal to meet the expected attack.

For three and a half hours the 17’s circled Mt Aryat and ducked in and out of cloud-banks – flew over the plains of Luzon looking for the enemy. The enemy didn’t come, and at noon the planes were ordered out of the air.

The planes landed and parked around the field. Some crews were told to stand by their ships. A few were told to grab a hasty meal and report to Group Headquarters for briefing.

Shortly thereafter came the Jap attack. The only warning was a low whistling noise, like the wind through the tree-tops, and this was followed quickly by a deafening crash and explosion after explosion.

Some of those out on the field saw the Jap formation of fifty-four bombers in time to dive into slit trenches. Others did not, and they were blasted from the earth as they stood by their airplanes.

Those inside buildings crawled under desks and chairs and instinctively hugged the floor.

After the first bombing there was a lull of a few minutes before the Jap 97’s and Zeros started strafing – and when this began those who were not in slit trenches rapidly got into them.

The entire attack lasted forty minutes or more. When it was over people crawled out of trenches and took stock of the damage. The casualties were heavy. Clark Field was a wreak, and what was more important all but one of two of our B-17s were burned to the ground.

Here are only a few of the results of the attack:

Attempting to take their plane to safety, Lt. Arthur E Gary, of San Marcus, TX and his enlisted crew of Sgt. Wyndolyn E. Burgess, Sgt Everett A Pond, and others, with the exception of Sgt James L. Reed who was wounded and died later; were killed outright by a direct hit.

Another crew consisting of Lt. W. M Railing, Billings, MT; Sgt. J. O. Fleming Coronodo CA; Sgt. T. C. Crumley, Los Angeles; Sgt. W. E. Manners, Riverside, CA, Pvt. J. E. Makela, Clagskanie, OR, Pvt. Anthony E. Jumia, and Pvt. Paul Reimer had started two engines on their plane and were preparing to take off when the first bombs fell. They were unable to get the two remaining engines started but managed to get out of the ship and take cover. Fleming and Crumbly manned a .30 cal water cooled Browning machine gun mounted in a pit near the ship and, in spite of having trouble with the old type canvas ammunition belts, managed to divert the low flying Jap airplanes to such an extent that their B-17 received only three or four holes in it.

Master Sgt. Anthony Holub, Coronado CA, fired the guns of his ship until he had exhausted his supply of ammunition. He then made his way to another airplane, returned with more ammunition and continued firing on the strafers until the raid was over.

Across the field in another grounded B-17 were Sgt. Robert R. Davis, Sgt. Lloyd Whipp, Pvt. Thomas L. Preston, and Pvt. Bill Williams who managed to score a probable hit on a Japanese plane before they were forced to abandon their ship due to a bomb explosion and fir e nearby.

Likewise Master Sgt. Charles R. Sheilito, Lockhart TX; Cpl. Louise D. Wise, Pvt. Walter R Norris and Pvt. Harold D. Martin were credited with shooting down a Jap Zero before an incendiary bomb exploded the oxygen system of their plane and started a fire.

Sgt. Floyd M. Deterding, Norborne, MO assisted Lt. Ray Cox, Riverside CA, in getting a B-17 from a burning hangar in the midst of the raid and Lt. George Berkowitz lost a leg while attempting to salvage navigation equipment from another airplane.

Master Sgt. Leonard Miraiontes, Riverside CA, during the few seconds of warning before the attack, managed to place a large group of men into a drainage ditch near the hangar and directed others to take cover. He sent details to man gun positions.

That evening, as another attack was expected, the squadron was moved from barracks on Clark Field and a camp was established on a small knoll on a cane field about a mile and a half away. It was here and in the succeeding days of the Philippines campaign that the fame of Master Sgt. George R. Robinet gained impetus – in the midst of the confusion which followed the initial raid he calmly prepared not only meals but also good meals for the squadron. The means by which he accomplished this minor miracle are known only to Sgt. Robinet, but his mess was beyond a doubt the best in the entire Philippines.

Maj Gibbs right, photo by Sgt Dick Bone saved while POW and developed after the war.

On the evening of December 9, in the squadron’s temporary encampment in the cane field, Major Gibbs addressed the squadron briefly. The situation was tough and would get tougher, he declared gravely. A large number of our men had already been killed or wounded, he pointed out, and there would be a great many more as the war progressed. “We have a job in the meantime,” he said, “ and that is to keep our field clear and to salvage our equipment in spite of repeated attacks.” Several days later Major Gibbs was reported missing in a B-18, and it was thus that the 30^th Squadron lost one the most beloved and respected commanding officers it was ever to have. [1]

On December 10^th Lt. Ray Cox and crew were loading bombs in a B-17 when an air raid alarm sounded. As the bombs started to burst on the edge of the field, Lt. Cox and his crew took off with bomb bay doors open and succeeded in getting off the bomb-pitted runway in a distance of only a few hundred yards. The plane was saved, landing after the raid was over.

For some time the 30^th Squadron remained encamped near Clark Field, carrying out salvage operations under the direction of Lt. Cox and Lt. Sig R. Young, of Tucson AZ assisted by a detail headed by Master Sgt. Schumaker and Master Sgt. George Newman of Los Angeles. They serviced the few B-17s, P-40’s and planes of the Philippine Air Force which were still able to operate out of Clark Field. It became apparent that Clark Field and the Manila area would have to be abandoned. On December 24^th, after repeated attacks, the field, together with installations at Tanawan, was abandoned and destroyed.

Lt. Ivan Renka, who was appointed liaisaon officer to the 200^th Coast Artillery, aided the artillerymen by identifying aircraft for our ack-ack batteries. He could have come out with the 30^th squadron, instead he elected to stay and was last seen on Corrigedor shortly before it’s surrender.

The 30^th Squadron made it’s way to Bataan peninsula where they camped on the beach and washed and shaved in the shallow water of Manila Bay. Christmas Day on Bataan, Sgt. Robinet in some manner managed to produce a Christmas dinner. The necessary materials for this had been gathered by Lt. Mitchell and Sgt. Robinet out of the ruins of Clark Field after it was abandoned.

A few days later the squadron was ordered from Bataan to Marviles, near Manila. It proceeded in a makeshift convoy of trucks, abandoned busses and derelicts of private automobiles while Jap dive bombers were pounding Corregidor and the docks at Manila. On the afternoon of the 29^th of December they boarded a small inter-island steamer named “Mayon.” In the darkness of the night , the “Mayon” miraculously slipped through the mine fields of Manila Harbor and headed on a course to the South. By day the ship hove-to in protective coves of small islands to escape destruction by Jap planes. Just before reaching Mindanao, the small ship was attach by a Jap four engine flying boat. Although there were no direct hits, the near-hits sprung the plates of the ship, scattering shrapnel and hunks of wood and glass about the deck. One person was killed and several wounded.

New Years day 1942, the “Mayon” landed at a small native village of Bugo on Mindanao, and the squadron under Lt. Raymond V. Schwanbeck, established camp on the hillside overlooking the harbor. There were no airplanes to fly at the nearby field of Del Monte; so the squadron was given the assignment of defending the harbor with four machine guns and several rifles.

Earlier those airplanes and crews of the 19^th Bombardment Group, chiefly the 93^rd Squadron and four crews of the 30^th, which had escaped destruction during the first days of the war had carried out operations against the Japanese invasion forces from Del Monte. But with the fall of Davao, only 70 miles away, the Groups planes were forced to retire to Australia and thence to Java. Meanwhile, they continued to fly into Del Monte where they could refuel and take on bombs to attack the Japs at Davao and on the Linguayan Gulf.

During the ensuing days in January a few battle scarred P-40’s made their way from Bataan to Del Monte where they ran reconnaissance and strafing missions against Davao. Due to the lack of maintenance personnel, B-17 mechanics of the 30^th worked on the unfamiliar Allison engines of the pursuit planes with makeshift tools and kept them flying. Sgt. Joe Stevens, Pvt. Joe Carter, Pvt. Paul Reimer, Pvt. Gaty Robinson, and Pvt. Denningan, with a handful of others, worked unceasingly on the guns of those by day and night as they stood camouflaged in the woods.

Operations on Mindanao became increasingly difficult. The field at Del Monte had been bombed on several occasions and was strafed by Jap fighters almost daily.

Toward the middle of January, Java-based 17’s began evacuating personnel from Mindanao. The planes would arrive at dusk, passengers would be loaded on them, and they would take off for Java before dawn. The larger part of the 30^th Squadron was evacuated from Mindanao in this manner, and arrived in Java in time to take part in the heavy fighting there. However, a considerable number of men had to remain in the Philippines. During the last days at Mindanao, after it was apparent that some would have to stay behind, Father La Fleur, a 19^th Group chaplain, worked night and day to comfort and keep up the moral of the men. He gave hope and cheer to the living, aid to the wounded, dug graves for and buried the dead, and he remind behind with those who could not be evacuated.

Those of the 30^th Squadron who got out of the Philippines joined fellow members of the 19^th Group at Malang Java. Some crews and planes assigned to the 7^th Bombardment Group in India began to arrive in Java to reinforce the 19^th Group. The new planes came from the United States and arrived in Java after a long and perilous journey half way around the world in record time. These reinforcements were consolidated with the 19^th Group and the result became know as the Far Eastern Air Force. Squadron identities were lost for the time being.

On a good day, the Far Eastern Air Force could muster a formation of nine B-17’s – more often it was less. Here in Java, too, as in the Philippines, striking force was limited due to the loss of considerable number of planes on the ground as the result of enemy bombing and strafing raids.

During the Java campaign, the personnel of the old 30^th Squadron played a large part in aerial flights against swarms of Zeros and participated in long range bombing missions to the Philippines, Malay peninsula, Macassar Straights, Borneo, Timer, Ambonia and, as the enemy advance south, carried out attacks against the Celebes, Sumatra and Bali.

During the rainy season the sod field at Malang became a swamp for which it was very difficult to operate. Often a B-17 landing or taking off looked like a seaplane as it plowed down the runway in a billowing cloud of spray.

As the Nip invasion fleet swept downward and the tempo increased in the Java theater, we flew constantly. Night and day, the B-17’s weathered the hazardous landing and take-off conditions on the poor fields, as well as severe tropical weather on their bombing missions. Enemy fleets and airdromes were hammered constantly, and the missions flown were usually from 7 to 10 hours in length, and largely at high altitudes necessitating the use of Oxygen.

Frequently, formations returned after a running fight with the enemy only to find their home field under attack. Usually very low on gas, the planes had either to make crash landings on the beach or to try to make it to another airdrome.

Crews, on returning from a mission, sometimes worked all that night getting their airplanes into shape. On the following day, they took off in their planes as engineers and gunners on the ships and were off on another mission – without having slept, and often after having very little to eat.

Maintaining planes with limited supplies and facilities as well as personnel, was a terrific problem. When a ship was badly shot up or forced down it simply could not be replaced. By the end of February there were but a handful of B-17’s, and those were in such a worn and battered condition that they could just barely get off the ground. They were totally unfit for combat missions.

The first indication that the 19^th Group was to evacuate it’s base at Malang, Java, came when Col. Cecil E. Combs (now General Combs, in India), Capt. Earl Tash, of Walla Walla, WA, Capt. Elmer L. Parsel (killed in a plane crash in India), Capt. Don M. Kaiser, San Francisco (who recently died of natural causes), Capt. George E. Shetzel, Alhambra CA and others of the 19^th Group were ferried to India to head US aerial defenses there.

On the afternoon of Feb 26, the 19^th Group commander, Col. Eugene Eubank (now General Eubank, director of bombardment for Air Forces), called a meeting in operations hangar and announced that the Group was to be transferred. No reference was made as to where it would go or when. The ground crews would go by rail and by boat, the air crews would fly. A few combat crews would remain behind to pound a Jap convoy which was only a matter of yards from the North shore of Java, near Soerabaja. The following morning at 2 o’clock members of the ground echelon were awakened and told to go pack only bare necessities – but quickly, the evacuation was under way.

At 3:30 o’clock, and while the ground echelon was waiting at the railroad station, three hastily repaired planes were rolled from the hangar. Engines could not be “run up” as the planes were to take off immediately to attack the Jap convoy at Soerabaja. Engine trouble prevented the planes from gaining the necessary altitude for their mission and crews were forced to “salvo” bombs and proceed to Djogakarta, an auxiliary field 200 miles east of Malang. The old base back at Malang was under continuous patrol by Jap Zero-type fighters, making further operations there impracticable. During the week before evacuation of Malang, 11 of the 19^th Group’s planes had been caught on the ground in attempts to take off.

At Djogakarta, hardly had the three Fortresses arrived when the air raid warning sounded. The three planes took to the open sea, returning to the new base an hour later, nine Jap bombers were sighted above and on the course. Those Jap bombers, it was later learned, that afternoon sunk the aircraft tender Langley.

Meantime, the ground echelon was having it’s troubles too. En route by rail to Djogakarta to join the air echelon, the air raid alarm sounded during a stop-over at Soerabaja. The train pulled out of the station immediately, barely missing an attack by 60 Jap bombers which practically destroyed the city.

Seven B-17s – all of them more nearly wrecks than airplanes – were finally assembled by the 19^th Group at Djogakarta. With the arrival of the ground crews, Col. Eubank ordered those seven planes to begin evacuating personnel to Broome, Australia. Already Soerabaja and Batavia were lost, and Bandoeing was under siege. The Japs were closing in fast.

In those closing days of February 1942, the seven battered Fortresses, manned by crews of the 30^th Squadron and others from the 19^th Group, completed at least four evacuation missions from Java before operations had to cease. Enemy troops were coming in increasing numbers, and the Jap had gained aerial superiority.

On the last possible evacuation mission, installations at the field were found in flames, runways were found filled with bomb craters, ammunition dumps had been blown up, and equipment had been scattered over the entire area. Dutch demolitions crews had set fire to 24 planes of various types which could not be repaired in time to be evacuated. Nothing had been spared for the invaders by the Dutch.

On those final missions from Java, the Group’s B-17’s, which in peace time would have been considered unserviceable, carried at least 25 or 30 passengers and were flown through tropical storms and under the most sever weather conditions.

A few days later at Broome, and before crews were ferried to Melbourne, a Jap carrier came within striking distance. Their first target was a sea plane base in the bay at Broome. Twenty-five Zeros zoomed over the bay catching 18 Cantalinas and PBY’s which were being used to ferry civilian personnel, mostly Dutch. Some of the planes were loaded and others were in the process of being loaded when the attach began. Each of the flying boats was destroyed, and with them went 90 percent of their human cargo. Bombs also fell in the midst of 70 women and children who were waiting on the deck to board planes.

Then following the attack on the Broome airdrome resulting in the loss of two of the Groups as well as five LB-30’s. No Army personnel were killed or injured as there had been some warning. However, one LB-30 which succeeded in getting into the air was shot down at sea with 36 people aboard. Only one escaped, that being an Army sergeant who swam ashore after being in the water 24 hours.

Several planes which had been sent on to Melbourne were recalled to transfer remaining members of the 19^th Group. Proceeding by way of Perth and Adelaid, stopping at those points for food and fuel, the Group move to Melbourne.

The 19^th Bombardment Group finally was reformed in Melbourne on March 21, 1942, and Major Ray Schwanbeck, of Phoenix AZ became the 30th Squadron’s commanding officer. Maj. Schwanbeck had flown out of Java to Australia, and with him in the same plane were Major J. A . Rouse, who became the commanding officer in August, Lt. John Bridges, of Oklahoma City, Lt. Danny Fagan Keifer OK (later reported missing) and Harl Pease, Plymouth MA, (later missing over Rabaul).

Although the air echelon was transported from Java to Australia by the 19^th aircraft, the ground echelon which had arrived safely in Djogakarta by rail after it’s narrow escape at Soerabaja made its way from Java by boat.

On that afternoon in Dgogakarta when Col. Eubank ordered evacuation to Australia, the colonel did not overlook the boys on the ground. He placed the 30^th ground echelon under the command of 1^st Lt. Willie Strong, a Georgian who called Miami Beach FL home.

After spending the night in a school building, the boys who’s job it is to “keep em Flying” departed by train for the seaport on the south shore of Java, where a boat was waiting to take them to Australia. The loading of the ship, the “Abberkirk” was already underway, a few men and trucks loaded with equipment having already arrived from other bases in Java. Cots for the journey were available, but there were no blankets. In lieu of blankets, some ripped parachute silk from piles of chutes which had to be left behind. And others used tents, winter flying equipment, and life preservers served as pillows. Aboard the boat fresh water for drinking had to be rationed., and all bathing was done in salt water. The same tin cup had to be used for drinking water, coffee, and bathing. Food also was scarce. The Dutch had hastily provided 24 crates of eggs, 23 of which proved to be spoiled. Spoiled eggs and crates had to be carried the entire journey to help prevent detection of the ship’s course by the enemy.

It was on the afternoon of the second day out that the Abbekirk” was spotted by a Jap reconnaissance plane. The plane attempted to sink the ship but was driven off after a 20 minute battle. Then followed three days of worrying and watching for Japanese planes, ships and submarines. One of the latter materialized on the night of the third day – but the “Abbekirk” outran it. The little shipload of allied troops finally landed safely at an Australian port. It was then that they learned that three of a five-ship convoy was sunk approximately on the same spot where the Jap plane spotted the “Abbekirk.”

The next five days were spent resting in a Southwestern Australian training camp. A train trip across the Great Australian Desert, through Kalgoorlie and Adelaide, brought the 30^th ground crews to Melbourne. Here they met the air echelon, which by thins time had arrived from Broome.

Members of the 30^th Bombardment Squadron will long remember the 19^th Groups welcome I Melbourne. Squadron members have described it variously as a “welcome to end all welcomes” and “soldiers caught in a Disney dream.” Gaiety and night life was the order of the hour. Hotels, bars, clubs and dances were thrown open to men who for months had seen nothing but war – combat missions, hard work and evacuations.

The recess for fun lasted only until reorganization of the group was effected on March 21. Old squadron identities were revived; the Far Eastern Air Force and it’s gallant defense of Java was history.

The 30^th Squadron move northward, to begin a fresh phase in the war in the Pacific. The Squadron entered this new phase under the guidance of the new commanding officer, Maj. Schwanbeck, and with Capt. John Carpenter, Meridian Miss, as Operations officer, Capt. J. Novell, Sringfield MO, as adjutant, and Maj. Sig R.. Young as materiel officer.

The new Australian base, members of the 30^th had been told, was completely equipped and ready to be occupied – only planes and personnel were lacking. On Monday, March 23, 1942 the first crew arrived. They found not Shagri-La but a few half completed buildings, no facilities for housing men or equipment, a temperature of 103 degrees in the shade, terrible red dust, and hordes of flies. The 30^th had to start from scratch, taking care of them selves and fighting a war, too. For, the first crews had little more that arrived when they were dispatched into the air against the Japanese.

Additional combat crews arrived daily until all had departed from Melbourne. The ground echelon meantime traveled by train under command of Lt. R. L. Williams of Spartanburg SC and Lt. A. D. DeShazo, of Roanoke VA. It was at a stop over in Brisbane that Master Sgt. Richard Olson of Riverside CA managed cots to be used by the men at the new base. He simple “borrowed” 400 cots from the Quartermaster.

Between combat missions, each man at the new base undertook some special task which would help keep operations from deteriorating to a point where they would have been a failure. “DOC” Davis, of Salt Lake City, UT, had the Herculean task of ridding the base of mosquitoes, getting good and sufficient water supply, and setting up a hospital ward to care for Dengue Fever cases, which were numerous. Maj. Young, with the aid of Capt. McKensie of St Johnsbury VT managed to keep the planes in the air through constant callings for equipment, and rendered yeoman service to the Squadron. On the flying line, it was Sgt. Anthony Holub, of San Diego, George V. Newman of Los Angeles John F. Carter of San Diego, Lavern Barber of Las Angeles and Edmond Etheredge Norfolk VA who ran maintenance on airplanes, engines and equipment. Lt. H. C. McAuliff, a navigator from San Diego, was made finance officer, and it was he who secured the first pay in months for members of the 30^th. Despite Australian food rationing, a good mess was furnished by Sgts Rex Bosworth, Ravenwood, WV, and Everett Shea of Kingmond KS.

Master Sgt. Denard Pippin of Culloden GA and Sgt. Harold W. Robinson Carbondale PA kept things running smoothly in the orderly tent. These man had the job of making out new and complete records for enlisted men, a task accomplished under the guidance of Capt. John W. Norwell of Springfield MO and Lt. McAuliff. New records were necessary because practically all 30^th Squadron records were lost in the Philippines and Java.

After two months of operation at the “Bush Base,” two other units of the 19^th Group, the 93^rd and 28^th Squadrons, consolidated their men and moved to another point in Northern Australia. Each week found the 30^th Squadron on missions to Timor, New Guinea New Britain Rabaul Harbor and the Solomons. The 30^th also took an active part in the Coral Sea Battle. Through it’s constant pounding at Jap bases and communications, it was instrumental in holding the Japs from Australia. Casualties remained surprisingly low, mainly due to the skill and experience of it’s pilots, navigators and gunners. But there were some casualties.

It was on April 21 1942, Capt. Ed Teats (now Major), of Seattle, with Lt. T. S. Green of San Marcus TX; W. E. Seamon of Columbus OH and M. H. Stone of Richmond VA departed for the Philippines with two planes from the 88^th Reconnaissance Squadron on what was to be the last bombing made by the US Air Forces in that area. After flying through the most adverse weather, at night, they landed at Del Monte. The following day their target was enemy shipping and war vessels off Northern Panay. Their mission successful, they returned to Del Monte and planned another flight. That afternoon they were attacked on the ground by Jap dive bombers. One of the planes was destroyed and the other damaged. The plane was not fit for the second mission but after making temporary repairs Capt. Teats flew the ship back to Australia with pilots window missing. His co pilot Lt. Green had a shrapnel wound in his back and was ill with Dengue fever.

May, June and most of July passed, leaving a long trail of missions to the credit of the 30^th. The heat, flies, mosquitoes were becoming almost unbearable. The latter part of July found the Squadron moving to a new base in Northern Australia.

At about this same time, the commanding officer, Maj. Schwanback and Maj. Teats, Maj. Sig R. Young and Lt. Stancill Naney were transferred to another squadron. Also Lt. Alvino Reys, Beevile TX, and Lt. Longacre were sent to a new group that was being formed in Australia.

Maj. Dean Hoevet, a gentleman and a soldier, became the new commandeer. A few days later, on August 16, one of the saddest days in the history of the Squadron, Maj. Hoevet, “Pinky” as he was affectionately known – together with Lt. Paul Lindsey and William Chesser of Ft Worth, Marion Stone of Richmond VA; William Railing of Billings Mont, Arthur Sorrell of Plattsburg, NY and Lt. Hammersmith, and Sgts Stephen A. Androkovich of Langley Field VA; Coy Adams of Bradshow WV; H. T. Randell of Qitmant VA and Sgt. Torard were killed in an airplane crash. They were testing flares over open water and crashed into the sea.

Maj. J. A . Rouse, of Rochester NY then became commander of the 30^th Bombardment Squadron. Under his guidance, the organization had one of the busiest periods of it’s career in the Pacific.

The Japs were becoming more and more active in New Britain, every mission by the 19^th Group included several planes and crews from the 30^th. Each Squadron, including the 30^th, became a “Mobile Squadron” which meant that is would move forward to an advanced base and run operations from that point for a period of 10 days or more at a time.

During the 30^th turn at and advanced base in September, one of the best liked men in the outfit, Capt. R. L. Williams of Spartanburg SC was lost. He had never run an incomplete mission, in any sense, until he and his crew were reported missing. With Capt. Williams on his last flight were Lt. Robert Wilson of Verolna NJ; Lt. Marion Wheeler of Webster Iowa, and Lt. William A Dietch of Chicago plus the enlisted crew: Sgt. Thomas L. Cotner of Casper, WY , Glenn Keclic of Kansas City MO, Earnest Pugh of Hamption VA, Marion Taylor of Bute, Montana and William D. Lewis of Peoria IL.

During the months of August, September, and October replacement crews began to arrive – and rumors began to fly thick and fast that the 30^th and other units of the 19^th Bomb Group would be back in the States for Christmas. Each day would bring a new “rumor” better than any heard the previous day. Still, when duty called there wasn’t a man who did not rise to the occasion. Missions were run with the same regularity as in the early stages of the war.

However “Baglegs Anna’s Boyfriends” were beginning to show wear from many months of combat. Days, not hours, on the alert, and missions which required six or more hours on oxygen, were leaving their marks. For the safely of all concerned, it was now time to remove these men from combat status, and replace them with new crews. Too, new crews back in the States – such as those being assembled at Pyote’s “Rattlesnake Bomber Base” could learn much from these veterans of World War II.

For once, Dame “Rumor “ was right. The 30^th Bombardment Squadron and the rest of the 19^th Group, was home for Christmas, 1942.

***O***

History: the 435^th “Kangaroo Squadron” of the 19^th BG Australia 1942

by Lt Walter H. Johnson, Pyote TX, Feb 1943

Headquarters Army Air Base

Office of the Public Relations Officer

Pyote, Texas

February 10, 1943

Note to Editors:

Attached is the saga of the “Kangaroo Squadron” – the 435^th, 19^th Bombardment Group. It is the last of a series of stories of the four squadrons which comprise this famed group.

The 19^th Group has only recently returned from Australia with more than a year of action to it’s credit in the various Pacific war theaters. It is now here in Texas’ “Rattlesnake Bomber Base” where it’s experience, gained the hard way, can be taught those not yet combat-tried.

Personal data of interest to your circulation area is included. Failure to receive previous stories meant that no men from your area were mentioned.

Any or all of this story may be used as your paper may require.

Sincerely,

Boerne M. Robertson

Boerne M. Robertson,

2^nd Lt Air Corps

Public Relations Officer

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Headquarters Army Air Base

Office of the Public Relations Officer

Pyote, Texas

Release Sunday am February 21, 1943

The “Kangaroo Squadron”

by 1^st Lt Walter H. Johnson

PYOTE, Texas, Feb. 21, 1943 -- Hopping Kangaroo-like over the islands of the Southwest Pacific in search of the enemy since Pearl Harbor has been the special task of the 19th Bombardment Group's "Kangaroo Squadron” -- the 435^th Bombardment Squadron.

The story of this squadron's accomplishments during more than a year of fulfilling its special assignment was revealed at Texas' huge new "Rattlesnake Bomber Base" today for the first time since the 435th returned to the States. It was the fourth and final installment in the history of the 19th Bombardment Group's first year of fighting in World War II.

___________’s heroes of the “Kangaroo Squadron" include ___ 0fficers and men -- who now wear the 19^th Group's exclusive four-in-one battle ribbon. The new decoration, indicating participation in four major phases of the war in the Pacific, was pinned on the breast of each man at impressive ceremonies here Friday, Feb. 12.

The __________ heroes of the 435th are: (See attached slips)

The 435th Bombardment Squadron represents only four hundred men among the millions fighting the battle of all the United Nations. Yet, in this squadron are from all but three of the forty-eight states, as well as one native of each Norway and Siberia.

On Dec. 6, 1941, one half of the combat crews of the 435^th took off from the mainland of the United States and landed at Hawaii during the Japanese bombing and strafing attack. Their first glimpse of Oahu and Pearl Harbor gave them a quick, bitter insight into the realities of modern war. When asked about this first experience recently, one Kangaroo bomberman remarked, “No, I was not afraid – I was too busy and too tired to be afraid.” Another added; “We were not afraid, we were horrified. We understood what was ahead for all of us, and for everyone in America.”

The "Kangaroo Squadron" got its unofficial designation because it was organized in Australia, after the fall of the Philippines and Java.

Its exploits during the past year were so many and so varied that it is impossible to recount them all. It was the 435^th, for example, which was chosen to evacuate General Douglas MacArthur, President Quezon, their staffs and families to Australia while the Philippines were in Jap hands.

Fundamentally, the 435^th was a reconnaissance squadron. Its planes were the eyes of all armed forces in the area. Through the accurate observation of enemy movements and the photographing of his equipment, the enemy was robbed of his most dangerous weapon -- surprise. All aerial reconnaissance work in the Southwest Pacific was done by this squadron

The combat crews of this organization have flown the equivalent to.383 times around the world at the equator, this record has made where enemy interception could be expected at all times. Reconnaissance planes fly alone, without benefit of pursuit escort, and must depend entirely upon their own fire power and cloud cover for protection.

In combat thirty-six enemy fighters were seen to crash, or disintegrate in mid-air; twenty-eight others were seen to go down in flames or streaming smoke, but are listed as probably destroyed because weather conditions prevented accurate observation. Forty other Zero fighters are known to have been damaged by 435th gunners

During a period of two months -- when the squadron operated primarily as a bombardment squadron a heavy toll was taken on Japanese shipping. In Rabaul harbor alone two heavy cruisers and one 10,000 ton transport were sunk, and another transport was damaged; on the same missions the main dock installations at Rabaul were destroyed. Also listed as sunk are two heavy cruisers and two destroyers; listed as damaged are four transports and two cargo vessels. Not included is in 8,000-ton troop-carrying Japanese transport sunk while landing troops at Buna on July 21, 1942. This transport was sunk while the squadron was presumably operating as a reconnaissance organization. A lone reconnaissance plane after sighting a Buna invasion convoy returned to Port Moresby, loaded up with bombs and returned to sink the transport.

Aerial photographs showed bombs of the 435th, destroyed 38 Jap aircraft. In addition to this an unknown number of enemy aircraft were destroyed on missions where photographs were not taken. This squadron also flew effective missions purely designed to destroy ground installations, such as warehouses and docks.

The 435^th played an effective part of the Coral Sea Battle. Crews of this squadron had seen the Japanese fleet gathering in Rabaul area nearly two weeks before the battle actually took place; because of the Reconnaissance activity of the 435^th, the Navy was prepared to cope adequately with the situation. The squadron was commended by the Navy for its valuable assistance not only for its excellent reconnaissance work but for the part played in the battle.

At no time during the nine months operations in the Southwest Pacific were the Japanese able to slip any ships into New Guinea area without being observed. The first Buna-Gona invasion fleet was spotted south of Kavieng two days before any Japanese troops were landed. Also, the enemy which landed at Milne Bay was sighted twelve hours before landing.

Probably the proudest accomplishment of the 435th was the photographs made of beach-heads and enemy positions at Guadalcanal. On June 18^th, 1942, the first reconnaissance mission of Tulagi Island in the Solomons was made, but it was not until July 6^th, that daily photographic reconnaissance missions over the area were started. These photographs supplied the knowledge necessary for the Marine landings. On July 17^th two Marine Corps Officers, Lt Col Twining and Major McKean, accompanied the 435^th plane on one of those flights. While scanning the Japs at work building Guadalcanal Airport Col. Twining remarked, "I hope they build a good one. We are going to use it."

For this work the squadron received an individual citation. It reads; "For outstanding performance of duty in action during the period September 10 to October 7 1942. Performing repeated long range reconnaissance and photographic missions over hostile areas in New Guinea, New Britain, New Ireland, and the Solomon Islands despite heavy antiaircraft fire, interception, and attacks by enemy fighter airplanes and extremely difficult weather, which necessitated low flying for observation, this squadron successfully located and sent accurate information on enemy shipping, enroute and anchored, made valuable photographs of important enemy held bases and areas, and inflicted extensive damage on enemy aircraft, ground installations, and shipping. Efficient work by the ground echelon contributed materially to the success of the operations. Groundmen kept in combat condition 80 per cent of the Airplanes of the squadron at all times.

They did this in spite of the many hours of flight and repeated damage from air combat during this period."

Among the lessons learned in combat were these. Early in May of 1942 when the Japanese fighters first adopted the head-on attack, 435^th armament persons designed and installed the first twin 50 caliber machine guns in the bombardiers compartment of the nose. After these installations were adopted by other squadrons in the war theater, the Japanese were soon searching for another, less dangerous method of attack. The 435^th was the first to mount motion picture cameras in the gun positions of heavy bombardment aircraft, thus acquiring films for gunnery training, aircraft identification, and a method for verifying enemy aircraft destroyed.

Individual combat men of this squadron have received a total of 178 decorations. This includes one Distinguished Service Cross, 52 Distinguished Flying Crosses, 8 Oak Leaf Clusters --In lieu of the Distinguished Flying Cross, 80 Silver Stars, 15 Oak Loaf Clusters in lieu of the Silver Star, 18 Purple Hearts, 2 Oak Leaf Clusters to the Purple Heart, 2 Airmen’s Medals. All members of the organization are entitled to wear the special 19^th Group ribbon, which was pinned on in ceremonies at the Pyote Army Air Base February 12 of this year. Individual decorations have not yet caught up with all deserving members of the squadron.

Since arriving at the “Rattlesnake Bomber Base," the 435th has compiled a technical directive, giving a summary of the lessons learned during one full year in combat against the Japanese. This book is dedicated to "those who are about to enter a combat zone for the first time.”

Into training schools all over the country will go 19^th Group men to teach lessons based on experience. Around them will be assembled eager young men of new squadrons and other groups. The new men will be taught the lesson of "Bombs for Venom" in order that the enemy may be hit again and again with ever increasing power.

Part II

There is also a human interest side to the 435^th’s story. Never did the severe problem nor the anxiety of war destroy the humor and harmony inherent in the organization.

The first planes to leave Hawaii did so to become a part of the Naval Task Force which was moving forward in defense of supply line. This flight of planes under the command of Col Richard H. Carmichael (then Major) left Hawaii without ground troops and was forced to carry on operations in the Fiji Islands and to operate the first month in Australia without trained personnel. Combat personnel flew by day and worked nights on maintenance, briefing, and bomb loading. In Australia, one aircraft was grounded and used for spare parts, so acute was the shortage of supplies.

The inadequately equipped and manned Carmichael flight acquired unforgettable experience in preparing for their first mission from Australia. The planes were badly in need of mechanical attention and as a result, only six were available for their first mission on Feb. 23^rd. The planes took off at midnight in bad weather; the target was to be Rabaul at dawn. Three of the planes returned badly shot up and three crew members were wounded. Only two bullets had entered one aircraft; yet it was this ship that brought here two wounded men. The most severely damaged ship, carried no wounded, personnel.

One ship had trouble releasing its bombs and was forced to make a second run over the target. Shortage of gasoline necessitated a crash landing in a in a jungle swamp 220 miles from Port Moresby. The malaria-thinned crew did not return to the squadron until the last of April; for them it was a long first mission. One lasting more than five weeks. This first mission had been planned on the basis of peace time fuel consumption tests, which proved to be wrong and all the ships landed with only a few gallons of gasoline remaining. Results of the mission were three zeros shot down, and another damaged.

It was not until March 26^th, 1942, that ground troops evacuated from Java joined the flight of flying fortresses, bringing relief to over worked combat crews. It was then that this squadron was organized under its present name and made part of the 19th Bombardment Group, which had been withdrawn from the Philippines and Java. The new 435^th squadron was made up largely of the former members of the 7^th Bombardment Group, whose history dates back to the first World War. A picture of a kangaroo floating on a cloud, holding a spyglass to his eyes, and a bomb wrapped in his tail was adopted as the squadron insignia and the 435^th became known as the “Kangaroo Squadron.” It was placed under the command of Major William Lewis, Jr., Col Richard H. Carmichael becoming the 19^th Group Commander.

For the first two months the home base of the embryo 435^th, was not protected by adequate anti-aircraft installations or fighters; therefore planes were dispersed in the interior of Australia. In order to go on a mission, two flights, one from the interior of Australia to the coast, and from the coast to the advanced base, were required before a take-off could be made. The squadron was operating without supplies -- at three different bases.

The 435^th was the only American Bombardment unit in Operation from Australia until April. The only joint operations planned were the Navy. The crews returned filled with praise for the navy pilots, having observed four burning and two sinking ships. In addition, the 435th bombers scored hits on a transport.

New Guinea was virtually cleared of enemy zeros by the end of March but ground troops to push forward were not available. The Japs built back up to even a greater scale. During July along a single 435^th reconnaissance plane fought seven air battles against anywhere from, 3 to 15 Zeros. Eleven of the attackers were seen to crash, seven were damaged. Battles such as these and the success of Allied strafing made the Japanese suffer heavily. Also information gained by the 435^th “recco” ships was instrumental in the destruction of many enemy aircraft. For example one ship returned in mid-September with pictures which showed the camouflaged position of 18 Jap fighters the ground. As a result, P-40's and A-20's had a field day. In an early dawn raid they destroyed 17 of the eighteen planes.

The Dutch who fought so well with so little in Java were not forgotten. A 435^th pilot and crew carrying in their aircraft a Dutch officer, Capt. Jesserun, made a 2,200 nautical mile trip to the Celebes on July 14 and dropped medical supplies and ammunition to Dutchmen still carrying on the battle in the hills. The distance flown through enemy patrolled skies was approximately the same as that from Hawaii to the United States.

Of the six original pilots who successfully landed at Oahu on Dec. 7, 1941, five now have important positions outside the 435^th. Col. Richard H. Carmichael is now attached to Headquarters Army Air Force, Washington, D.C. Lt. Col. Ted S. Faulkner is C.O. of a Tucson training unit. Harry Brandon became military attaché in New Zealand. Major Frank Bostrom is now a Group Commander. Three more of the original 435^th pilots are squadron commanders.

On August 14^th one 435^th plane took off for a recco mission over Gasmata and Rabaul. It was the only one which didn’t return. Not a word was broadcast by radio. No sign of wreckage has ever been located. The plane flew alone and there was no one to come back and tell the story. The plane was "The Chief of Seattle” and was purchased by the nickels and dimes of Seattle’s citizenry. On board was a crew famous for it’s service to country. Most of the crew were in the December 7, 1941, disaster at Hawaii. One, the engineer was wounded that day. Most of the crew were in the MacArthur evacuation.

The members of the crew listed missing in action include: Lt Wilson L. Cook, Edmunds, Oklahoma, pilot; Sergeant Pilot George S. Andrews, Brisbane, Queensland, Co-pilot; Lt Hubert S. Mobley, Tampa Florida, navigator; Lt Joe E. Cunningham, Traveler’s Rest, South Carolina, bombardier; Sgt Elwyn O. Rahier, Effie, Minnesota, engineer; Sgt Irving W. McMichael, Lincoln, Nebraska, radio operator; Sgt. Charles M. Hartman, Gettysburg, South Dakota, assistant radio; Sgt John W. Dunbar, Tujunga, Calif, Assistant Engineer; David B. Beattie, Flint, Michigan, special radio; Richard K . Pastor, Lynbrook, Long Island, New York, gunner. These men are Americas’ real heroes. They gave everything.

On Friday October 9, 30 aircraft of the 19th Group bombed the wharves and the town of Rabaul just at dawn. This was the first time the town of Rabaul was bombed although intelligence reports showed that may Japanese officers and men lived in the town. The raid was a great success, and radio Tokyo complained the next day that a bomb hit the hotel at Rabaul and 50 Geisha girls were killed. Actually, damage was of greater military importance.

The 435^th reconnaissance ship went over Rabaul just after dawn to survey and photograph the damage, ant it was interpreted by three Zeros which pressed home their attack. Sgt. David Sinclair, Aussie Co-pilot of Adelaide, was seriously wounded in the chest and leg by shrapnel. Corporal Ralph Fritz of Detroit, Michigan, the tail gunner on his forth mission with the 435^th, was hit in the back by a bullet and killed. Two of the three attacking Zeros were shot down in flames.

Corporal Fritz, always up to fly before dawn, smiling and eager to go, was buried at the Port Moresby cemetery before the sun had set. A cross on the hill beside the airport marks the grave of this American hero.

The battle of the supply lines seemed strangling for a while, but America is forging ahead. Now that the 435th is back in the States other men are carrying on in a front line Americans didn’t ask for, carrying on with tested and improved equipment, fighting on the basis of planes which should be realized. It will take time, but American has time, and there are 130,000,000 people to carry on the fight. Equipment and men are getting to the places where their value doubles and trebles. The record of the 435^th however great is not on which can’t be equaled. Its record is but the preface for greater things to come.

Today when a plane lands at the old home base of the 435^th several automobiles go out to meet it. There’s a man who wants to know about the weather. Another soldier will make inquiries about radio contacts made. Crews are on hand wanting to know how much gas to load.

Veteran 435^th fliers are inclined to smile. They remember that when they first came to the home base the Aussies had a Tiger Moth or two, two or three Whirraways, a shot -up Hudson. There weren’t any modern anti-aircraft guns within hundreds of miles. There weren’t any ground crews to repair the aircraft, nor any parts to repair them.

Despite all the difficulties of pioneering the men didn’t lose their balance of their sense of humor. One of the features of the squadron was a daily bulletin of quotations from members of the squadron, little stories about them. A few quotations form the bulletin should be convincing proof of 435^th character.

Overheard at a combat meeting: “War makes men of little boys. Already I’m in my second childhood.”

The Commanding Officer: “Learn self control. Excitement cancels brain-power.”

From the bull session: “Morale is the chief factor in victory and victory builds morale.”

“There’s a time for work and a time for play. War time is not play time.”

“My sense of humor has been warped. I laugh when I should by crying.” (Quote from the Operations Officer.)

“We serve poorly who serve only ourselves.”

“That one who lives on reputation, will soon be disappointed in his reputation.”

Today, scanning the past year from the continental United States viewpoint, members of the 435^th find it hard to relive the experiences. The record of the organization is a matter of pride for each of it’s members and yet there is hardly a man who does not emphasize the job to be done over and above what has been done. There is little doubt the wealth of experience of these men will be spread through the battle fronts of the world in the near future.

AAB Pyote, TX, 02-15-43

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One Year With The 19th

From Time Magazine Dec 7, 1942 Author Unknown

December 7 is also the anniversary of the only outfit in the U.S. Army which has been in active combat almost continuously since the war began. The 19th Heavy Bombardment Group is the only Air Force unit which has received three citations from the Secretary of War.

It has been quite a year for the air Shock troops. For a while the war was Japan vs. the 19^th. There had been times when the group was so badly battered – in the Philippines, in Java, in Australia – that not a plane could be got off the ground. But the Flying Fortresses over Europe and Africa fly better today because of what the 19^th learned.

Colin Kelly was the 19th's first hero. His crew managed to bail out, but Captain Kelly's body was found 50 feet from his plane, his parachute half opened.

Commanded by Colonel Eugene Eubank (now a Brigadier General in the Bomber Command in Washington), most of the original 19^th arrived in the Philippines in November 1941, after the longest mass flight (24 Flying Fortresses) in U.S. Aviation history. (Such flights are now routine). It found it’s base, Clark Field, little more than a cow pasture. When the Japs hit Clark Field on 8 December, the U.S. Army knew so little about modern warfare that many men sought cover under the wings of the planes on the field. They paid with their lives. Almost half of the 19^th 's Fortresses were caught on the ground that day. The 19^th's first Fortresses did not even have machine guns where they were needed most; in the tail (Fortresses now carry over twice as many guns as the 19^th started the war with).

The 7^th Group joined the original 19^th in Java. Casualties were heavy -- the 7^th lost two commanding officers in a week – so the two groups re-formed into the new 19th.

Feats of the 19^th furnished the best evidence to a country suddenly thrown into war that Americans have not lost courage. Captain Hewitt A. "Shorty" Wheless' 75 mile battle with 18 Jap Zeros was the subject of a broadcast by President Roosevelt. Wheless' fellow Texan, Captain John Henry Mueller, also a winner of the D.S.C., brought his B-17 back with 1,400 bullet holes in it.

Major Jack Dougherty's bombs stuck. "Let's dive bomb," said Lieut. Ed Magee. the Fortress' wings held on miraculously; the bombs came out; the Jap transport sank. Lieut. Colonel James T. Conally (Senator Tom's cousin), Commander of the 19^th from April until July, sank a cruiser, a destroyer, a large transport, at least four other vessels, and scored four hits on a battleship. The 19^th's Captain Frank Bostrom flew MacArthur into Australia.

"The most forceful officer I have ever known," was the way Major Elbert Helton, one of the 19^th 's Squadron Commanders, characterized 37 year old Lieut. Colonel Austin Straubel, who was wounded over Surabaya but managed to land his B-17 on a small air field. Colonel Straubel had died when help arrived.

The 19^th has had its moments of humor, most of them the kind that come to men when death has been cheated. The 19^th's best loved character, a Portuguese-accented Master Sergeant named Louis "Soup" Silva, now buried in an Australian grave, shot down three Zeros while trying to explain to a Private how a gun should be aimed. Captain Clarence E. McPherson once landed on an airdrome before he knew the Japs had seized it, but realized his mistake before they did. Lieut. Jack Adams, now a Major, sank a transport and shot down three Zeros, but, with two motors shot out, had to make a forced landing in a water covered rice field. He and his crew, three of whom were wounded, returned three weeks later by boat, oxcart, automobile, train and plane.

There was a Fortress radioman named Waffeiifels who heard that a radioman was urgently needed on Bataan. He volunteered to go, boarded a ship trying to run the Jap blockade. The ship was sunk 200 miles off Java. Another enlisted man, Private Arvid Hegdahl, shot down a zero, but his leg was almost blown off. He continued to shout encouragement to the rest of the crew. When the time came to evacuate Java, he had to be left behind in the hospital.

Other groups will have to break a prodigious record if they win more decorations than the 19^th. Over 1,000 medals have been awarded to the living and the dead of the 19^th. Major Felix Hardison wears the Purple Heart, the D.S.C., D.F.C., and Silver Star with three Oak Leaf Clusters. More than 50 men of the 19^th have won the D.S.C., including the late Captain John L. Dufrane, who flew missions seven straight days before he was killed in the Celebes. The 19^th's own candidate for the Medal of Honor is Captain Harl Pease of Plymouth, New Hampshire. During the height of the Solomons battle, Captain Pease insisted on taking off with his squadron though he had only three hours rest from his previous mission. Despite an attack by 30 Zeros, several of which he shot down, Captain Pease made his run over the target. En route home his plane caught fire and was last seen plummeting toward the Coral Sea. (Harl Pease was awarded the Medal of Honor.)

Two Hundred members of the 19^th took up infantrymen's rifles after they failed to get out of the Philippines. (Some of the 19^th personnel were sent to Mindanao to continue operations from Del Monte, a newly started field. They were issued riffles for bayonet practice, then had to return them to the Filipino Army as there were not enough to go around; per AGOM members.)

Its assignments since August have been the most satisfactory for the 19^th. Many new planes have arrived and some fresh pilots have replaced battle weary veterans. Lately, the 19^th, now under the command of young Lieut. Colonel Richard Carmichael, pioneered flying its Fortresses at low levels. Being taught today to younger flyers are the lessons the 19^th has learned, not without expense to themselves.

During its year at war, two men out of every three in the 19^th have been killed, captured, or wounded.

(Extracted from “B-17 Combat Crewman & Wingman” -- Author unknown, Contributor unknown.)

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Far Eastern Air Force Dec 8, 1941 to 5^th AF Nov ’42

This document was received from W Bentson, Brisbane Australia. Bill was assigned to MacAthur’s hdqs during WWII, and has maintained a considerable library of information from that period DL.

FIFTH AIR FORCE

When war came to the Philippines on Dec. 8, 1941, the Far Eastern Air Force, situated astride the line of Japanese advance into the East Indies, became the first Army Air Forces to participate in extended operations in World War II.

These defenders of the Philippines fought a losing battle, but their heroic resistance was highly important not only for its delaying effects on enemy plans but also for its revelation of tactical principles, which when developed later, helped the U. S. Air Forces to gain the successes which were so vital in the establishment of air superiority in the Pacific. Operating against overwhelming enemy forces, and with inadequate facilities, few supplies and very few reinforcements, the units which later formed the nucleus of the 5th AF exacted from the enemy over a period of five months., a toll far out of proportion to their meager means.

Finally, what was left of the famous 19th Bombardment Group -- and of other bomber and fighter units originally stationed in the Philippines -- retreated from the Philippines south through Java to Australia’s north coast where, for a while, it was feared that the enemy would make an invasion. On Feb. 5, 1942, while the Philippine-Java phase of the war was still in progress, the Far Eastern Air Force was re-designated as the 5^th Air Forces, but it was not until September 3, 1942 that the 5th Air Force as it is known today was formally constituted., with Maj. Gen. George C. Kenney as its commanding general.

It was from Australian bases that members of the 5th AF participated, on May 4 to 8, 1942, in the Battle of the Coral Sea, the first sea battle in which the major action was entirely in the air. Australian-based planes of the 5^th added their firepower to U.S. naval Planes and helped carry out the vital reconnaissance of the vast stretches of the Coral Sea -- the water route by which the Japs were attempting to sweep farther south to Australia and New Caledonia. Since the Battle of the Coral Sea marked the first major defeat of the Japanese, it may be said to have been the turning point of the Pacific War.

After the defeat of the Japanese Navy at Milne Bay, at the east tip of New Guinea in September, U.S. forces were ready to begin the Papuan land campaign which was to assure the safety of Australia from enemy attack and initiate the victorious struggle for air superiority against the Japanese bases.

The primary objective of the Allied forces in the Southwest Pacific was to advance our own network of air bases deep into Japanese held territory and at the same time to neutralize the enemy strongholds one by one. But before this could be accomplished, the enemy threat to Port Moresby on New Guinea just north of Australia had to be removed. This was achieved by the Papuan offensive through Buna and Gona.

All Japanese efforts to reinforce the Buna-Gona region on the New Guinea east coast about 100 miles northeast of Port Moresby, were frustrated by long range heavy bombers of the 5th AF which patrolled over Buna, harassing the enemy by bombing strafing, and air combat. Here the Army Air Forces Troop Carrier Command flew a complete striking force -- troops, equipment and food -- into the area, to prove for the first time that an infantry division could be moved and supplied by air.

In one air movement in early November, 1942, 3,600 troops were brought from Australia to Port Moresby and 15,000 from Moresby over the high Owen Stanley Mountains to the airstrips near Buna. These troops were not only transported but were supplied by air at the rate of more than two million pounds a week. Construction equipment, steelmats and asphalt were moved by the same route, and even a four gun battery of 105 mm howitzers was ferried over by B-17. Sick and wounded were evacuated on return trips.

(Source: Army Times)

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[1] Concerning the loss of the B18 with Major Gibbs aboard. The crew members aboard the B-18 were members of the 28th Sqdn: Pilot, 1st Lt. Ted B. Fisch; Crew Chief, S/Sgt Armando J. Viselli; Radio Operator, S/Sgt Joseph J. Acton. This was my crew and I must apologize for not being able to remember the Co-Pilot; he was a 2nd Lt but at that time they were rotated through the squadron to gain experience. Lt Fisch was a very good pilot, he arrived in the Philippines some time in the middle to late 40's. I have no idea of the name of the other man in the rear with Acton. Viselli was the best dam pitcher we had on our ball team and Acton lost more trailing antennas by forgetting to bring them in before landing. Both were great guys – I knew them well. Al Young 04-21-99

In Al Youngs POW story he tells of how as Bombardier he was all ready to take off with is crew when Maj Gibbs hurried up to the plane and said to Al; “Sorry, but I’m going to take your place. I need to see what’s going on.” They didn’t return. There after Col. Eubanks would not let them fly B-18s into combat as they were sitting ducks for a Jap Zero. DL 04-21-99.