Once They Were Eagles

by Frank Walton

  (2) When an early takeoff is planned. Divisions as required will be awakened one hour and 45 minutes before takeoff time, will have breakfast one hour and 30 minutes before takeoff time, and will be at the Ready Room one hour before takeoff time.

  (3) Other divisions. Divisions on duty but not required for manning the available planes, or for an early takeoff, will get themselves up, and will report not later than 0800.

  TIME FOR SECURING:

  About 1600, the Duty Officer should secure any division not needed to man the planes available, for the rest of the day. For example, if any eight-plane flight has just gone out, and seven planes on the ground are available, he should keep on duty the two divisions next to fly and secure the fifth division. But if an eighth plane flight is due to come in about 1600, and the same seven planes on the ground are available, the Duty Officer must wait until those eight planes have landed. He can then secure the division last to fly (which will ordinarily be one of the divisions which has just landed). Everything on the ground secures at 1815.

  SCRAMBLE STANDBY:

  Every third day, the squadron will provide for the scramble standby which is usually four planes but may be more. Beginning at 0530, each division should be on duty once for two and a half hours; the last division two and three quarters hours which carries it through to 1815. The duty should follow the regular rotation, but normally it should begin with the division reporting last on the early call (so as not to conflict with the rotation flying, which always comes first, and which so far, at least, seems to involve about five divisions flying one hop a day). This idea of starting the scramble alert with the division reporting last on the early call will have to be modified as the situation requires. It will take a certain amount of juggling to get every division on duty into the scramble alert at some time during the day, without interfering with their flying (which must go on in the routine order). Correction of the above: The scramble alert begins at 0515 (the division involved must be called as if for a takeoff at 0515 also) so that the division taking it first will stand it for two hours and three quarters like the last division.

  CHOW ROTATION:

  On each day’s schedule will be listed three divisions which may be called upon for relief for noon chow. They will be called upon in the order listed. Unless otherwise directed by the Duty Officer (who should give them their instructions about 1030), they should eat early, at 1100. All planes available on the ground must be manned continuously through the noon chow period.

  CALLING FOR THE DOPE:

  Every evening someone from the Flight Department will go to Operations with the next day’s Duty Officer to get the next day’s operations schedule. This operations schedule is usually ready by 1930 and should be called for as near that time as possible in order to protect our interests. The Duty Officer will then stop by Major Boyington’s tent and mark briefly on the schedule posted there what will be going on early in the morning. If Lieutenant Walton is available, the same dope should be given him so that he can brief the early flights as may be necessary.

  SQUADRON AND TOWER DUTY OFFICERS:

  At the present time, in order to give the spare pilots an opportunity to fly, the squadron and tower duty officers are taken from the division on duty which is fifth to fly. They are named as much as possible giving credit for similar duties performed at Buttons since the Sydney trip.

  TAKEOFFS ON TIME:

  Above everything else, flights must go out on time. This means that the last plane be airborne by the time scheduled. The time requirements as for predawn takeoffs are listed above. For ordinary takeoffs the pilots must be out at the planes at least half an hour before the takeoff time. In all cases the Duty Officer will go out to the planes in the truck with the pilots, making sure that the planes are in and ready. After dropping off and assigning all the pilots, he should make a run back to check up.

  ASSIGNMENT OF PLANES:

  The Duty Officer will assign planes to cover all flights. The planes at the top of the board are Marine maintained; those below are Navy maintained. Marine planes are nearer the strip and are listed in order of their respective nearness to the strip. All planes will be assigned so that the division leader will have the plane nearest the strip so that there will be a minimum of confusion in taxiing out. As a check when we have a scramble alert, the planes should be marked: “Scramble 1, Scramble 2, Scramble 3, and Scramble 4” and the scramble pilots will take them accordingly.

  TEST PILOT RECORDS AND TROUBLE REPORTS:

  In Lieutenant Walton’s desk are kept test flight and trouble report forms. In assigning test hops, the Duty Officer will provide a test flight form and see that it is properly made out. When flights come in, the Duty Officer will see that any pilot downing a plane makes out a trouble report and turns it in to him. The Flight Clerk will see that these forms reach the appropriate engineering departments.

  Appendix C

  Marine Fighting Squadron 214—Notice to Pilots (to be added to from time to time)

  MAPS AND NATIVE LANGUAGE SHEET:

  Along with maps appropriate to the area, carry at all times the sheet of paper bearing instructions to the natives in their language and in our own.

  TAXIING:

  A crewman should always be on the wing. The pilot will observe his signals and taxi slowly, avoiding abrupt turns and stops which might throw him off the wing. In the vicinity of the strip, watch the tower for directions by the light.

  CLEANING OUT ENGINE AND TESTING MAGNETOS:

  In cleaning out the engine and testing the mags prior to takeoff, in every possible case turn the tail of the plane toward the water. In every other case, place the plane so that the slipstream will have a minimum annoying effect upon tents, personnel, engineering work, etc.

  CROSS WIND:

  In deciding in which direction to land, do not consider merely the convenience of taxiing directly into our revetment area but consider also the direction and force of the wind. If necessary, call Eskimo Base and ask advice.

  TAKEOFFS TO THE NORTH:

  In taking off toward the North, follow the coast line in a right turn, keeping a bit low until outside the traffic circle, and join up over the water in a right turn back toward the South.

  CHECKING GAS:

  Before all flights, check the gas in all three tanks by actually removing the caps.

  YELLOW SHEETS, TROUBLE REPORTS, AND TEST FLIGHT RECORDS:

  On all flights fill out the yellow sheet carefully and completely. When downing a plane for a cause which is not obvious, such as vibration, rough running, etc., fill out a trouble report form (obtained from Frank Walton) and turn it in. Likewise, before a test flight, obtain a test flight record form (also obtained from Frank Walton), fill it out during the test, and turn it in to Sergeant Ledyard.

  PRE-DAWN TAKEOFFS:

  In the absence of express arrangements to the contrary, agreed upon by the pilots concerned prior to takeoff, the following provisions will be observed for the sake of safety and smoothness:

  (1) The leader for the takeoff will wait for the members of the flight to gather behind him at the point where the taxiway meets the strip, but he will not wait later than 15 minutes before takeoff time. At 15 minutes before takeoff time, if not sooner, he and all planes then ready will taxi together (with mechs still riding the wings, preferably the left wings) to the North end of the strip for takeoff. Anyone not then ready will not be permitted to take off. Someone from the Flight Department will be at the mouth of the taxiway to see to this. Having exactly four or eight planes on an early patrol is not important enough to make it worthwhile to take chances in taxiing or delay planes already airborne.

  (2) The planes will rendezvous either by divisions or as one whole flight, as indicated by the leader prior to takeoff. In either case, the leading pilot will go straight out from the strip for a long enough time to permit the planes rendezvousing on him to get into the air. He will then make a shallow 180-degree turn to the left. If his planes have not joined
up by the time he is abeam the strip, he will make a left circle just offshore from the strip. In the rendezvous, the leader or leaders may profitably leave their landing light on.

  (3) It is not necessary that the planes fly out to their mission in the order in which the pilots usually fly. The important thing is to get joined up with someone, to get away from this area and then later, by daylight, to shift back to the desired positions. Of course, each pilot should figure out beforehand what heading he will fly if he turns out to be leading another plane or planes.

  PARKING IN THE REVETMENTS:

  Bear in mind the following considerations:

  (1) The revetments at this base are somewhat narrow for F-4-Us. At one time, in an effort to prevent avoidable damage to elevators and wingtips, it was required that the plane be parked by the pilot in front of the revetment and pushed back into place by the crew.

  (2) F-4-Us are heavy and hard to push, particularly into revetments which slope up hill. Also, the taxiways may be blocked if the planes are left by the pilots in front of the revetments.

  (3) The revetments vary somewhat in width and the plane crews vary in experience.

  Therefore, it will be left to the judgement of the pilot whether the particular revetment is sufficiently wide and the plane crew sufficiently experienced for the pilot to be able to bring the plane in successfully under power. He will use extreme caution to avoid damage of any kind. When it is getting close, it is better to shut off the engine and have the plane pushed or towed into place than to do something which may even mean a wing change.

  Appendix D

  Air Intelligence Fighter Command Barakoma—Strafing and Searches

  SECRET

  SECRET

  GENERAL REGULATIONS REGARDING STRAFING:

  From time to time special restrictions on strafing will be issued but unless specifically notified, strafing will normally be governed as follows:

  (1) Permissible only in hatched areas as shown on posted map (dated 11-22-43). In unhatched areas there will be no strafing of shipping or shore installations. At night there will be no strafing in areas of PT operations.

  (2) Not advisable to make more than one strafing run over an area where AA positions are known or reported to exist. There is recent evidence that some enemy AA batteries are not using tracer ammunition.

  (3) No jousting attacks shall be made on AA positions or concentrations.

  (4) Unless ordered otherwise, there will be no strafing on escort missions.

  SPECIAL SEARCHES:

  (1) Charlie search: Search coast at Laruna River, up the Laruna River, and over the Numa Numa Trail to Numa Numa; then proceed down the northeast coast of Bougainville strafing any surface vessels sighted. Shore installations within one mile of the coast are legitimate targets.

  (2) Able Search: Search and strafe Matchin Bay and Chabai.

  (3) Southern Cross Search: Search and strafe area south of a line from Mupeka Village (immediately northeast of Motupena Point) to Moila Point.

  (4) Plan Baker-Oboe: Primary targets are enemy shipping. Search and attack enemy shipping west and northwest of Bougainville. In the event no shipping is found, the southern Bougainville airfields will be secondary targets. This operation combines SBDs, TBFs, and PV-ls. See ComAirSols instructions. No strafing by fighters unless specifically ordered to do so.

  RECENT SPECIFIC STRAFING INSTRUCTIONS: Do not strafe Kieta Harbor and airfield area unless specifically ordered. Do not strafe ANY native canoes ANYWHERE.

  SECRET

  SECRET

  Appendix E

  Briefing for Rabaul Fighter Sweep (17 December 1943)

  1) Mission:

  (a) Strip maps everyone

  (b) Rabaul Harbor everyone

  (c) 8 × 8 target maps, Division leaders

  2) Makeup of strike and radio calls:

  * VMF 222—8 F-4-Us—Crystal 20, 21 (26,000 feet)

  * VMF 223—8 F-4-Us—Crystal 22, 23 (23,000 feet)

  * VMF 214—8 F-4-Us—Crystal 24, 25 (20,000 feet)

  * VMF 216—8 F-4-Us—Ruby 4, 5 (20-25,000 feet)

  * VF 40 —8 F-6-Fs—Crystal 66, 67) (15–20,000 feet)

  * VF 33—16 F-6-Fs—Gem 60-63 )

  * NZAF— 24 P-40s—Gem 40, 45 (10-15,000 feet)

  80 aircraft (32 Marine F-4-Us,

  24 Navy F-6-Fs, 24 New Zealand P-40s)

  3) Takeoff schedules:

  04:45—8 F-4-Us (Crystal 20, 21)

  05:00—8 F-4-Us (Crystal 22, 23)

  05:15—8 F-4-Us (Crystal 24, 25)

  05:30—8 F-4-Us (Ruby 4, 5)

  05:45—8 F-6-Fs (Crystal 66, 67)

  06:00—16 F-6-Fs (Gem 60, 63)

  06:15—24 P-40s (Gen 40, 45)

  All F-4-Us pancake Cherry Blossom (Bougainville) by 0600; all F-6-Fs by

  0645. P-40s will probably pancake after 0700.

  4) Bougainville landing instructions: Three ball—East to West; One ball—West to East. All turns to be made over the water.

  5)Strike:

  0830—First fighters take off Cherry Blossom for strike.

  0900—Last fighters take off Cherry Blossom.

  1020—Over Rabaul (1 F-5-A over Rabaul at 35,000).

  1045—Leave Rabaul (Rally at Cape St. George).

  1200—Over Cherry Blossom. (All planes low on gas, pancake Cherry

  Blossom; others return to Vella Lavella or to Ondonga).

  6) Rabaul strength (5 December 1943):

  Lakunai 100 (65 fighters; 35 others)

  Tobera 22 (fighters)

  Vunakanu 31 (4 fighters; 27 others)

  Rapopo 7 (bombers)

  Keravit 0

  Other: New Britain—45

  TOTALS: 205 (91 fighters; 114 others)

  7) Antiaircraft:

  Rabaul is ringed with it as is each air strip.

  8) Forced landings:

  Two PVs will patrol between Rabaul and Cherry Blossom between 1000 and 1200.

  Two Dumbos will be on alert at Cherry Blossom between 0730 and 1500.

  Pilots will call Dane Base for Dumbos.

  9) Coast Watchers:

  New Britain: On a stretch of land running North and South from near Jacquinot Bay toward Open Bay.

  DO NOT, REPEAT, DO NOT GO ON GAZELLE PENINSULA

  New Ireland: Look for a native named Boski.

  His hiding place is “Place Mamboo.” It is near Weilan River, several miles inland. Boski’s village is named Pukton, 15 miles above Cape St. George. It is located between Cape Siar and Cape Bun Bun.

  Bougainville: Northeast—Teaposina and Tinputs.

  Northwest—Sarime Plantation.

  10) Currents:

  Always paddle with the currents unless using sail. Go into water on Northwest side of Bougainville; you’ll drift along the West coast.

  11) Weather: Generally Southeast.

  12) Diversion:

  Nine B-25s over Cherry Blossom at 0905 for 10 minutes and then on course for 10 minutes to their targets. Purpose: deception.

  13) In the event of bad weather, the call is: “Dagwood, I am returning.”

  Appendix F

  Request That Black Sheep Squadron Be Kept Intact

  HEADQUARTERS, MARINE AIRCRAFT GROUP ELEVEN

  FIRST MARINE AIRCRAFT WING, NAVY NO. 140 (ONE FOUR ZERO)

  C/O FLEET POST OFFICE, SAN FRANCISCO, CALIFORNIA

  12 January 1944

  From:

  Major Henry Miller, U.S. Marine Corps Reserve

  To:

  The Commanding General, First Marine Aircraft Wing

  Via:

  The Commanding General, Marine Aircraft Group Eleven

  Subject: Flight echelon known until recently as VMF 214, disposition of.

  1) The flight echelon known until recently as VMF 214 has just completed its second tour of combat duty under the command of Major Gregory Boyington.

  2) The number 214 has gone back to the United States with the ground echelon, so that the flight echelon of VMF 214 is
without a number and therefore is attached at present to Headquarters Squadron, Marine Aircraft Group Eleven.

  3) The flight echelon referred to is concerned about the possible division of its personnel among other squadrons.

  4) The flight echelon referred to, known as the “Black Sheep,” wishes to urge strongly that it be maintained as a unit in order not to destroy its high morale and its smooth operation as an aggressive squadron of the type which we believe of the most value to the Marine Corps. We wish to present the following reasons for preserving the “Black Sheep” as a unit:

  (a) It is generally realized that a combat team should be kept together. About 1 October 1943, the flight echelon of the original VMF 214 was broken up after two successful tours. We believe that it is recognized that the effects of that breakup were unfortunate.

  (b) Under the aggressive leadership of Major Boyington, the Black Sheep put into successful practice his ideas of combat operations. The record speaks for itself. Now Major Boyington is missing in action and we believe that his ideas of strategy and tactics should be perpetuated. We know them, we believe in them and feel that we as a unit are in the best position to carry them on.

  (c) Our unit is practically intact at the present time. Our Intelligence Officer had made the two tours with us and is available for a third. We would be seriously handicapped without him. We need only a Flight Surgeon and thirteen first-tour pilots to make up a full squadron divided equally among first-tour pilots, second-tour pilots, and third-tour pilots. This combination will permit the perpetuation and development of Major Boyington’s ideas through the three different levels of pilot experience included.