MS1741 Stephen E. Ambrose WWII#9A2.doc

In his book, D-DAY, JUNE 6, 1944, CLIMACTIC BATTLE OF WORLD WAR II, Stephen E. Ambrose wrote so little about the mission of the IX Troop Carrier Command that, in effect, he relegated its performance to an almost non-combat status. As a matter of fact, neither Troop Carrier Command nor any variation of that title appear in the index of the book.
It is for this reason that it is appropriate to provide some background of the activities of this veteran unit to give it, its aircraft, and its personnel their rightful identities. Readers will then have some idea what was happening in this branch of service in the United States Air Force (then the U.S. Army Air Force), and from that understanding be more knowledgeable of the controversy that exists between these WWII veterans and the aforementioned author.
Background:
The first impression of D-Day Normandy is that which is shown on TV and in the movies. One sees a vast armada of ships standing off the coast of France, waiting to disembark thousands of soldiers on the beaches defended by the German Army. Generally, the scene is easily visible because the day had started to lighten when the land forces ‘hit the beaches.’ The next scenes show many of the casualties, the men who did not make it, floating face down on the water; or being treated for wounds suffered during the landings.
What is rare and not commonly cited is that before these forces hit the beaches at dawn of June 6, 821 troop carrier planes [C-47] of the IX Troop Carrier Command, carrying 13,000 paratroopers had taken off from air fields in southern and midland England beginning at about 23:00 hours British time on June 5. They began dropping their paratroopers and equipment shortly after 1:00 hours on June 6. The planes, manned by some 5000 airmen from the 50th, 52nd, and 53rd Troop Carrier Wings, dropped the fully equipped, [and some times overloaded] paratroopers of the 82nd and 101st Airborne Divisions over several drop zones [DZs] in Normandy.
In addition, the troop carrier planes carried and dropped pararacks [four to six per plane] attached to chutes and racked on the forward belly of the aircraft. And, in many cases, artillery pieces and other support materiel were shoved out of an open door by air crew members to the troopers who had just jumped from their planes.
Markings: Often overlooked and rarely understood are the markings on these aircraft. Immediately prior to the June 5 [postponed to the 6th], every Allied aircraft was painted with broad black and white stripes on its wings and rear fuselage. The reason for this precaution was to avoid the tragedy that had taken place in the invasion of Sicily, in Operations Husky 1 and 2, July 9-12, 1943. During these night operations, troop carrier planes were mistaken for enemy planes, and some 23 planes of the 52nd Troop Carrier Wing, some still with paratroopers aboard, were accidentally shot down by American Navy and Army units. Hence all Allied planes, troop carrier, fighters, and bombers, bore black and white “invasion stripes” for the invasion of France and subsequent missions.
Myth Number 1: One myth perpetuated by some writers is that the term “D-Day” was used only for the invasion of France. Actually it is a generic term meaning the first day of an invasion. Hence, in the North African-European theater, the term is applied to the invasions of North Africa, Sicily, Italy, France, Southern France, Holland and Germany. The same is true for the invasions in the Pacific. D-Day Normandy gets the most visibility because it is the most well known.
Myth Number 2: Another myth is to identify the Troop Carrier Command, which flew combat missions, with that of the Air Transport Command which did not fly combat missions. (IX Troop Carrier Command personnel jokingly defined ATC as meaning “allergic to combat.”) Both commands flew the Douglas C-47. The distinction between the two commands was not apparent even to General Eisenhower. On August 10, 1944, the General appeared at reviews to decorate and honor the paratroopers from the airborne regiments. Some members of the Troop Carrier Command, 52nd TC Wing, were present for the review near Greenham Common. To their consternation and disgust, in his talk, Eisenhower addressed them as members of the ATC [Air Transport Command].
The Douglas C-47:
What is there to know about the planes and the crews that manned them? [This discussion includes only aircraft crews and is not intended to slight our courageous comrades, the Glider pilots, who were assigned to every squadron, and flew gliders on most combat missions.]
The C-47 was the workhorse of the IX Troop Carrier Command. Affectionately known as “the goose” or in some quarters, “the gooney bird,” it was modified from a design which was used by airlines of the era for passenger travel. The wartime version, painted olive drab, was 65 feet long and had a wing span of 95 feet.
Field Markings: Each plane had several tail and nose identifiers,—on its tail a serial number, for example, 43-15510, and a radio call letter, “F” for fox or freddie.
On its nose, was a large field number; each squadron within a group was assigned field numbers beginning with 1 to19, 20 to 39, 30 to 59, and 60 to 79. When more numbers were needed, a zero was added to the front, such as, 025. And for the invasion of Europe, each squadron was assigned an additional identifier consisting of a number and a letter, e.g., 4C, W7, 6E, T3. [For the 36th, 37th, 44th and 45th TC Squadrons of the 316th TC Group.]
Tables of Organization: Generally, each of the three troop carrier wings, 50th, 52nd, and 53rd, had four or five groups assigned to it. Each group had a headquarters and four squadrons in its complement. Each squadron had an average of 20 to 25 aircraft.
For a rough estimate, the IX Troop Carrier Command had a total complement of some 25 to 30,000 personnel, of which 4 to 5000 were air crewmen.
Structural Modifications: Totally vulnerable, the C-47 had no protective armor, was not fitted with self-sealing gas tanks, until just before the last airborne mission of the war in Europe.
On the topside and middle of each wings were three tiny light, blue lights, set approximately four feet apart. There were also three on top of the fuselage. All were shielded with slightly raised flat aluminum covers, so that their reflection could only be seen by another aircraft flying on its flank or to the rear.
In addition, the two engines were sheathed with flame dampeners,—cone-shaped perforated steel covers minimizing the exhaust glow from burning engine fuel.
Parapacks: The parapacks mounted on the belly of the aircraft were not covered with armor. A direct hit could be disastrous since the packs were loaded with ammunition, other explosive materials, food and medicine.
Modified Doors: Another modification of the C-47 was the rear door, on the left side of the fuselage, looking forward. It was double ordinary size, split in two. Both doors were opened for the loading of jeeps, aircraft engines, and other large materiel. For a paratrooper drop, the right hand door was removed and the right hand wall was taped to prevent any damage to the jumper or his release line.
The Chalk Number: One other modification was the addition of a “chalk number”—a number inscribed with chalk on the rear of the fuselage before a mission, either in front of the closed door, close to the wing, or behind the open door, closer to the tail. This number was critical for the troopers to be able to identify their assigned aircraft; and it also established for the air crew the plane’s position in the flight formation.
Rigged for Jumpers: On the inside of the aircraft, the nose section was the crew’s working space. Behind the door leading into the body of the cabin were aluminum, and/or plywood bucket seats, lining both walls where troopers sat facing each other. Behind the troopers were windows for viewing the passing world in flight. Running down the center top of the plane was a steel cable where the troopers hooked their static lines prior to jumping. This cable was strong enough so that when a trooper left the plane, his line parachute “rip cord” would play out to clear the trooper from the plane’s body, as his parachute deployed. These lines were then pulled in by the air crew as the plane headed home.
Rigged for Freight or Evacuation Missions: When the aircraft was used for hauling freight, gasoline, and other supplies, the bucket seats were folded up against the plane’s inside wall.
When stretcher wounded were to be evacuated, leather straps were suspended from the roof and secured to the floor. The stretcher handles were then inserted into four loops to secure and hold the weight of the patient. These stretchers could be stacked three high from the floor to the ceiling of the plane on both walls of the plane, thereby allowing the evacuation of some 18 patients. Walking patients used the bucket seats. On these missions, flight nurses and other medical personnel were assigned to attend to the patients.
The Air Crew:
Members: Normally, a C-47 combat crew consisted of four airmen,— two commissioned officers, and two non-commissioned officers. The two commissioned officers were trained pilots. Generally the senior in rank or experience was designated the plane commander or pilot. His assistant was designated the co-pilot.
The two non-commissioned members, both trained in their specialty fields at Air Force Technical Training Commands, were the crew chief [aircraft engineering and mechanics school], and the radio operator [radio operators and mechanics school.]
If the plane was to lead a three-plane formation [or vee], a navigator, a trained commissioned officer, was added to the crew. Rarely was there a second navigator—only if the plane had GEE, which only “one or two” per serial did. Navigators, freshly trained, were prohibited from using Rebecca-Eureka, no GEE, and in clouds.
Both the crew chief and the radio operator were generally assigned to one aircraft. The other personnel changed according to the nature of a mission, and their availability. For combat missions, often the same pilot and co-pilot flew as a team with the crew chief and radio operator.
Cabin Positions: Pilot and Co-Pilot: Obviously, the pilot and co-pilot flew the aircraft from their respective positions. Looking forward of the aircraft into the cockpit, the pilot sat in the left chair, the co-pilot in the right.
Overhead in the cockpit there was an emergency exit. Behind the pilot’s positions, there was a wall, with an access opening between them to allow movement into and out of the cockpit.
Immediately behind the pilot’s position was an open space and an emergency exit door. And behind the co-pilot was an identical space but it was used to store a variety of crew necessities, bedrolls, tool kits, parachutes and more.
Radio Operator: The radio operator’s position was behind the co-pilot and the storage area. He sat in a swivel chair surrounded with transmitters, receivers, power supply and Morse code key.
Navigator: Opposite the radio operator’s position was the navigator’s station. Separated by a wall from the emergency exit door, it contained a table for viewing navigation maps and for doing calculations. Immediately to its left was a small window, perhaps, twelve inches long by 4 inches high, through which navigator could view the terrain, or assist in dead reckoning by identifying ground check points.
Crew Chief: Generally stood in the open space between the pilots, where he could observe the instrument panel to assure that the plane was performing as expected. During a combat drop, the crew chief stood at the back of the plane with the jumpmaster so that he could relay information from the cockpit to the jumpmaster.
When loading the plane with jumpers, the crew chief and radio operator generally assisted the heavily-equipped paratroopers up the three steps into the plane. After the paratroopers left the aircraft, the crew chief and radio operator pushed bundles or other materiel out of the plane, and then pulled the chute lines aboard.
Combat Gear and Arms: For a combat mission, the crews were issued protective flak jackets [or vests] which only covered the upper half of the body; or the lower half if an individual chose to sit on his jacket. Pilots were also issued armored seat pads. In addition, the crew members wore leggings and steel helmets. The pilots and co-pilots wore or had goggles to protect their eyes in the event a shell shattered the wind shield.
The pilots and co-pilots were issued chest parachute packs. They wore the harness, with the chute handy when needed. The navigator, radio operator, and crew chief were issued seat packs which were cumbersome and clumsy to use. Most chose not to wear this chute until it was absolutely necessary. Generally, the C-47 was flown at such low altitudes in combat that it would be virtually impossible to use the chute in extreme emergencies.
The crews also carried escape kits, gas masks, and firearms. The officers wore the standard issue .45 caliber pistol. The enlisted men carried the M-1 carbine. None of these weapons were to be fired from a flying aircraft, but were to used if a crew was forced down in enemy territory. The aircraft had no defensive armament. In their ammunition belts, the crewmen also carried a canteen of drinking water. All personal identities were left at the base.
Miscellaneous Equipment: The Very Pistol: In the crew cabin area, above the emergency door, there was a opening in which a crew member could insert a flare gun or Very Pistol. This gun was used in an emergency, if the aircraft’s ground radio system was destroyed. A red flare would indicate to ground personnel that medical teams were needed to minister to casualties. The piston was also used to fire the “colors of the day,” if challenged, to verify its identity.
Astrodome: In the center ceiling of the forward cabin area was the Astrodome, a small clear, Plexiglas dome through which the navigator could shoot stars for celestial navigation.
Aldis Lamp: During a combat mission, because of radio silence, a crew member standing on a small stool in a lead plane, would flash the Aldis Lamp through the Astrodome. With four minutes before the paradrop, the Lamp, covered with a red filter, would be flashed at formation pilots who in turn alerted the paratroopers to stand and hook up. At the drop moment, the Lamp, now covered with a green filter, was flashed again to inform the pilots [and the paratroopers] that they were over the drop zone.
Dinghy: An inflatable rubber raft, dinghy, in its case, was placed in an out of the way place near the open back door. This raft was to be used in the event that the crew had to abandon ship if it went down in water. All the crews had had or were supposed to have had “dinghy drill” before the Normandy mission.
Lavatory and IFF: Lavatory: Through a small door in the rear of the plane was the lavatory. This convenience was rarely used during a combat mission.
IFF: Or “Identification Friend or Foe” was also located in this area. It was the radio operator’s responsibility to arm the unit on take-off and to disarm it before landing.
Pre-Flight Activities: Each troop carrier combat crew member was assigned specific duties which were performed before the plane left the ground. Crew chiefs virtually lived with their aircraft, assuring that all the elements of their plane were in proper order for combat, emergency, training, or casual operations.
On flight day, the crew chief and radio operator started the preparation by “turning the screws.” That is, hand turning each propeller. After which, occasionally, the crew chief and radio operator would get into the cockpit and electronically start the engines and then taxi the plane out of its revetment closer to the flight line.
When the pilots came out to the plane, their first duty was to walk around the plane for a visual pre-flight check. Once they approved, and entered the cockpit, the crew chief removed the pins [locks] from the front wheels. He would then remove the aileron [wing] locks. The radio operator would remove the tail locks. All were counted and placed in the interior rear of the plane. Either one would draw the three-step ladder into the plane, and close and lock the rear door. [Often, because of training with paratroopers or preparing for a combat drop, the rear door was taken off and part of the walls taped to assure that no trooper’s chute would get hung up or torn when he jumped.]
The pilot would then turn the stick [wheel] again to check that the aileron and tail locks had been removed. Once satisfied that this ground check has been completed, he would engaged the switches to activate each engine.
The plane was then taxied to assume its position on the flight line. Before actual take-off, the pilot, and co-pilot would visually check the instrument panels for any abnormal readings. Just prior to moving into the take-off position, the pilot, holding down the brakes, would run the engines up to maximum speed and check the magnetos. If there were no loss of power, or any negative readings, the plane was then ready for take-off. The crew chief assumed his position behind the pilot, while the radio operator settled into his seat behind the co-pilot and luggage compartment.
While this information may seem elementary to a student of troop carrier history, it is meant as a broad insight into the planes and crews that flew the combat missions for the IX Troop Carrier Command.
It is also hoped that with this background the uninitiated will better understand the differences of what has been written about this veteran command, and about the true story of its role in the Normandy invasion, and other operations.

Donor	Source	PIMA ID	Donor ID	Category
Michael N. Ingrisano, Jr	Michael N. Ingrisano, Jr	NA	CT-MS-1741	CT-G-MS