Charles W. Griffing, Capt. USN (Ret)

The Marauder Thunder
IB-26 Marauder Historical Society
P. 0. Box 1786
Rockville, Md. 20849-1786

After reading J. K. Havner's article on "The B-26 As A Target Towing Tug" I am prompted to relate some history of the JM-1 in Navy Utility Squadron 15, VJ-15, based at the newly commissioned Naval Air Station, Brunswick, Maine starting in 1943.

As a utility squadron serving a variety of exercizes by the fleets from New England ports we flew several different types of aircraft: PBY5A's, TBF's, SNJ's, J2F's (Grumman "Ducks") and SBD-5's, but our favorite was the JM-1. Not only was the JM a good solid flying machine which could easily tow a big sleeve streamed a mile aft, but the cabin was comfortable and warm--much appreciated compared to the cold drafty cockpits of some other aircraft. Winter operations from Brunswick gave us plenty of cold weather experience. We were cautioned to cycle the Curtis Electric Props from full low pitch to full feather and back prior to take-off in sub-zero weather to preclude a "run-away" prop. Also we were to keep oil coolers partially closed to maintain oil flow.

VJ-15 had detachments operating from N.A.S Quonset Point, New Bedford, Mass. and Kindley Field , Bermuda where I was stationed for about seven months. An interesting exercize from 25 July to 23 August 1944 with the fleet training command was apparently based upon intelligence that the Japanese would make night attacks on our fleet by dropping flares to silhouette our ships and simultaneously attack with torpedo planes flying just off the water. Our JM-1's were considered somewhat similar to the Japanese "Betty" twin-engine bomber so after PBY's had dropped flares we would "attack" our fleet simulating torpedo runs at an altitude of 30 feet on our radio altimeters. As far as I know the Japanese never employed this tactic, but instead resorted to the more lethal Kamikazi's.

Later, Lt. Randy Larson and I were sent to Waller Field in Trinidad with two JM- 1's to augment VJ- 16 during major shake-down exercizes for the carriers Shangri-La and Randolph, the CB's Guam and Alaska and cruiser Springfield along with other ships. When their big guns cut loose on a shore bombardment it was quite a show! -
Our crews worked seven days a week, day and night, to maintain our flight schedule and as a reward the local command granted me permission to give the crew of our two planes overnight liberty in Barbados on our return trip. I had to buzz the grass field to scare off goats before landing. The British were most hospitable and it was a delightful respite in this peaceful island. My crew must have had a big night on the town as I had to pick them up from the local jail the next morning before heading on up to N.A.S San Juan, P.R.

On the return flight to Brunswick, Maine the nose wheel locking pin engaged before the wheel dropped--a sequencing problem. After circling the field for some time and discussion with the squadron maintenance officer I landed very slowly with the nose wheel down but not locked. The hydraulic pressure kept the nose wheel in place as I gingerly let it drop to the runway, cut the engines and rolled to a stop without braking. There was no damage, just some sweaty palms.

In retrospect I would say that my 300 hours in the JM-1 were not only pleasant but also good pilot training for later years of piloting the early Navy jet fighters.

I am enclosing a picture of the flight crew of our two-plane detachment to Trinidad 11 November to 12 December 1944. (Sorry, but I cannot recall their names) If you should ever be in touch with any of my VJ-1 5 Officer or Enlisted squadron mates, I would like to hear from them at the above address or by email: moindol@temecula.com

Sincerely,


Charles W. “Chuck” Griffing