Antietam Creek Press announced yesterday that they will be reprinting the 440th Troop Carrier Group’s history book, “DZ Europe,” originally published by the 440th TCG public affairs division in 1946. They are anticipating a May 2014 release date, just in time for the 70th Anniversary of the D-Day invasion.
UPDATE: Antietam Creek Press is currently in the process of assembling the final document to send to the printer, and is in the middle of designing the cover. The release schedule has been pushed back a number of times but it appears that a mid-December 2015 release is the new target and should happen this time.
…It wasn’t much of a secret. The Allied armies stretched along the Rhine. ON the other side lay Victory, and at places the crossing had been made – the bridge at Remagen and a foothold by Patton. But in the North the main crossing still was to be made. Field Marshal Montgomery was poised on the West bank. At Troop Carrier fields across France men were alerted, airborne troops had moved in and the bustle of preparations could mean only one thing. Once more Troop Carrier was to spearhead a thrust into the enemy’s vitals.
Within one spring week in March, 1945, it suddenly seemed that the war in Europe was mounting to a climax and a breaking point. German’s legendary Rhine barrier had been reached all along the west bank by the Allies and had already been forced by the surprise seizure of the Remagen Bridge. Along the upper reaches of the great river, for weeks, Britain’s Montgomery had been threatening a great offensive and the Germans had advertised their anticipation of airborne drops.
For three days before the opening gun, Marshall Montgomery had stoked a sixty-six-mile smoke screen in hundreds of chemical generators strung along the river. And back at the Troop Carrier bases in France and England, sweating and nervous anticipation rose to unprecedented heights. This was it, the mission to end all missions in Europe! “One more river to cross and I’ll take me and my damn air medals home,” was in every crewman’s mind. In the Orleans compound, 440th men eagerly scanned situation maps day and night as they sensed the excitement in the air. Behind locked doors, Major Young L. Watson’s Intelligence staff sweated over the newly arrived “Top Secret” material. And down on A-50 crews sweated over the planes, for they, too, realized that this one had to be good.
Planning for this great Airborne mission had begun as far back as November, 1944, and from that time on all training was focused on the crossing of the Rhine. Step by step, the Command plans blossomed. Photographic evidence of terrain was studied for choice of landing zones for gliders and drop zones for paratroopers. All flak threats with enemy weapons likely to be used were considered. A constant check was kept on the possible German threat from the air. Improvements were devised in methods of dropping parapacks. Gliders received new protection devices. Engineers toiled over air strips in France. Increased vigilance and security precautions were rehearsed and stressed constantly. Anti-aircraft units were assigned to Troop Carrier bases. Throughout the Allied Airborne Army, training tempo was stepped up and up … Check your angle of the job…Rehearse it…Check it again…Rehearse it again. On and on it went. The timing system was rehearsed and modified. Equipment lists were studied and changed…In short, this show was to be the most rehearsed and best planned one in the history of airborne operations.
Finally, by March 16, Troop Carrier planning had crystallized into Field Order No. 5, which outlined the forthcoming operation VARSITY in detail. D-Day would fall on Saturday, March 24, with paratroop drops slated to begin at 1000 hours and the procession of Troop Carrier and glider serials to continue streaming over the target until well beyond noon.
The objective of the great attack was clear enough. The eastern bank defenses of the Rhine were to fall victim to vertical envelopment by paratroops and glider infantry in conjunction with the waterborne assault by ground forces from the west bank.
In cold military terms, the mission of the airborne force in the Emmerich-Wesel area was to assist the advance of the U.S. Ninth Army and the British Second Army by seizing a bridgehead on the east bank of the Rhine between Rees and Bislich. Then the skyborne troops would assist in enlarging the bridgehead to the required size of five to ten miles in width and five miles in depth in order to enable bridging operations to be undertaken relatively unhindered by artillery fire. Following the lift phase, Troop Carrier was committed to its traditional role of resupplying bridgehead troops by air until adequate ground arteries were able to function.
Available for the lift were the Sixth British Airborne Division and the Seventeenth U.S. Airborne Division. Over and above the simple fact that the Rhine was to be crossed hovered the realization that seizure of the Emmerich-Wesel sector would fling open the gate to the industrially precious Ruhr and the heart of the Reich, and would bring the end of the European war within reach.
On the ground, the Allied armies int he North were scheduled to cross the Rhine in the vicinity of Wesel eight hours before the arrival of the Airborne Army. Here was something new! The doughfoots were to get in the first lick this time. And the U.S. Navy was also to be on the Rhine. Along with the Royal Navy, the U.S. overland fleet had hundreds of vessels in action. For weeks, all kinds of landing craft had been transported overland to hiding places along the Rhine. The offensive would see a steady stream of boats ferrying men, tanks, guns, bulldozers, and gasoline to the east banks in the wake of the initial assault craft.
The Air Force had a big role to play, too, a number of roles. Big Eight Air Force bombers were to pound the enemy days in advance of the opening gun…smash their jet plane airfields, hammer at flak installations, wreck their rear communication lines. Prowling fighters would maintain a defensive screen east of the landing area. And fifteen minutes after all airborne forces were on the ground a fleet of Liberators would drop supplies to the embattled sky warriors. RAF Fighter Command would escort Troop Carrier columns coming out of the United Kingdom, and Ninth Air Force would take care of those starting from French bases. Over the target area, the Second Tactical Air Force would take over the main job of air protection.
The terse, clipped phrases of Field Order No. 5 pointed to the threefold, historic task of Major General Paul L. Williams’ IX Troop Carrier Command: to lift parachute and glider troops and equipment of the U.S. Seventeenth Airborne Division; to support the Thirty-eighth and Forty-sixth RAF Groups by carrying part of the paratroops and equipment of the Sixth British Airborne Division; and to resupply the Seventeenth by air.
Inside the War Room of Group Headquarters, Colonel Krebs, his Staff and Intelligence officers, weeded out the 440th job from the complicated maze of the mammoth plan. The task of the veteran 440th Troop Carrier Group in Operation VARSITY was to tow ninety gliders filled with a IX Troop Carrier Command Control Unit, a Reconnaissance Platoon of the 17th Airborne Division, together with their equipment. The CG-4A gliders were to be landed in a rectangular area designated LZ “N,” the most northerly of the two landing zones selected for the Seventeenth Airborne and lying about four miles north northwest of the city of Wesel along the northwest side of a heavily wooded area. The zone was characterized by a checkerboard arrangement of fields and meadows interspersed with patches of woodland and farmhouses. Prominent landmarks were the double-tracked Wesel-Emmerich rail line and the sing track Wesel-Bocholt line, as well as the enemy’s secondary defense, the Issel Canal, and the main power line through the area, strung on 100-foot pylons. The tow as to be made directly from the home base, Airstrip A-50 at Bricy, near Orleans, France. Simple enough – on paper.
Then, the carefully rehearsed Group security plan swung into operation. A restriction was slapped on. Special passes were given to all outstanding vehicles. Warning signs appeared all over the compound and quarters… “Home Alive in ’45, Don’t Talk!” … “Enemy Ears Are Listening!” … “What You See and Heart Here, Leave Here,” … On D minus 2 Day the ball was passed to the Squadron Staffs and throughout the day preliminary briefings were held. Questions and answers flew thick and fast inside the guarded briefing rooms… “Those orange pins represent flak positions, but they expect to clean out most of them before Saturday” (laughter) … “No, we make a flat right turn”…”You’re damn right the pattern will be crowded”…”Dont’ forget to wear GI shoes.” No one was overlooked. Everybody got his instructions. Finally, on D minus 1, at ten o’clock in the morning, a mass briefing of power and glider pilots was conducted at the Royal Theatre by the Group Staff.
In the late afternoon of March 23 aircraft and gliders were marshaled on the runway of A-50. The line-up for the following morning was as follows: The 440th tow comprised two serials (A-16 and A-17) of the entire Troop Carrier plan, each serial containing forty-five towplanes and forty-five gliders. For the first serial (A-16), twenty-two planes of the 95th Squadron, twenty-two planes of the 97th Squadron, and one plane of the 96th Squadron assigned to Group headquarters for the lead ship in the 440th formation, were ready to go. In the second serial (A-17), there were twenty-one planes of the 96th Squadron, one of the 95th, and twenty-three of the 98th. The forty-five gliders in Serial A-16 were assigned to transport the Reconnaissance Platoon, the Control Unit, and elements of the 139th Engineering battalion. The equal number of gliders in Serial A-17 were to carry the 517th Signal Company as well as elements of the 139th Engineers. Gliders were loaded with a total of 193,433 pounds of equipment. Five hundred and thirty-two airborne troops were to board the craft. At the controls of the lead ship would be Lt. Col. Cannon with Colonel Krebs as co-pilot. The second serial would be led by Lt. Col. Johnson, 96th Commanding Officer, with Captain Roberson as his co-pilot.
In the velvety darkness before dawn, fresh winds blew across dozens of airfields in France and England. By the thousands, sleepy-eyed, yawning warriors climbed into their big-pocketed jump suits and pulled on high combat boots. It was another fateful morning of: “Well, here we go again! May your dog tags never part!” This time they were going beyond the Rhine.
At 2000 hours on March 23 Field Marshal Montgomery’s Twenty-first Army Group had launched a tremendous artillery barrage against the sector just east of the Rhine with intense fire sweeping through landing zones and drop zones. At 2100 hours the barrage lifted and under cover of darkness British Commandos opened the assault against Wesel. At 2200 the British VII Corps attacked. At 2330 the British XXX Corps joined the battle. Four and a half hours later, before dawn, General Simpson’s U.S. Ninth Army attacked south of the Lippe Canal. It had begun. the drive for Germany’s throat was on!
By dawn, nine small bridgeheads had been torn out of German hands across the Rhine in the Emmerich-Wesel area, and the stage was now set for the aerial armada of Troop Carrier to descend in a vertical flanking movement against the enemy’s east bank fortifications as the main Allied forces engaged him frontally.
Weather was on the side of the Allies as D-Day dawned bright and clear, with a ten-mile wind sweeping the airfields. The takeoffs began, and a Troop Carrier force of almost 3,000 planes and gliders lifted two heavily-armed and heavily-equipped Airborne divisions in a 420-mile-long javelin aimed squarely at the Ruhr defenses. If the planes had been strung out in a single file they could have stretched in unbroken line from Paris to Berlin!
The Seventeenth Airborne Division rode into battle from airdromes in the Paris area aboard 1,800 C-47 and C-46 aircraft and CG-4A gliders in both dual and single tows. The British Sixth Airborne Division jumped off from England with the entire paratroop lift made by 240 C-47s. To join the Yank glider assault, RAF threw in 381 Horsas and forty-eight giant Hamilcars, singly towed by C-47s Sterlings, and Halifaxes. The two great serial task forces converged at a point south of Brussels, while Allied fighters buzzed about protectively. Our aerial might was everywhere in evidence. The fighter screen was thrown around the target area, while others swooped east of the Rhine to isolate the battle sector.
At 0953 hours the first Pathfinder serial appeared over the target. It was the first link in a Troop Carrier chain over four drop zones and six landing zones that included seven American and six British parachute serials and thirty glider serials divided equally between the two members of the Allied team. Altogether the procession across the target would continue for three hours and twelve minutes. The last plane would wheel homeward at 1304 hours.
The drop had begun. German flak opened up, colored equipment parachutes dotted th ground, a white parachute was hung up in a tree, a big Hamilcar glider lay on its back, broken and burning. Fighter pilots saw concealed flak positions open up on the fat transports; one ship exploded in the air, others tumbled and burned. The fighters, in rocket-firing P-47 Thunderbolts, curses and went in on the deck, taking desperate chances to silence the enemy ack-ack.
Back at A-50 the 440th propellers whirled impatiently, while the gilders waited submissively in neat rows on both sides of the long, concrete runway. Pilots sniffed nervously at the cross-wind coming from the left as they climbed into their flak vests. That might cause trouble. Throughout the dawn hours trucks had snarled their way up from Orleans through the still sleeping town of Bricy, carrying the yawning crews. Now all were ready. It was time. But they didn’t like the way that cross-wind swept across the battered airfield.
At 0831, the lead tug, with Lt. Col. Cannon and Colonel Krebs at the controls, started down the runway with the first glider in tow, piloted by Major Wilson. One after another, at twenty-second intervals, the tow planes moved into line, gently taughtened the rope, then poured on the power and roared down the runway into the sky. The drift from the wind was evident at once. Crews still on the ground swore softly as they waited their turn. The take-offs continued with stop-watch accuracy. At 0848, Lt. Col. Johnson’s second serial took off. In thirty-eight minutes, all aircraft and gliders were airborne.
Men on the ground heaved a concerted sigh of relief as they watched the skytrain come back over the field to form in groups of four, echeloned to the right. And just as they had resigned themselves to the seating-out stage, one of the planes dropped out, released its gilder over the field, and landed shortly afterwards. It was No. 642. An engine was cutting out. Hurriedly, the business of getting a spare ship into action began, for there was still time to catch the formation. Some minutes later, with the formation already out of sight, another abort winged back over the field. No. 731 had developed a runaway propeller that refused control. Another spare was called on as the Commanding Officer of the 139th Engineers, Lt. Col. Johnson, raged and fumed with impatience and worry, for he had been aboard the abortive glider. The second spare got into the sky about a half hour behind the Group formation with the uncomfortable prospect of a solo flight ahead of them.
The 346-mile flight to the target, later reported as “uneventful,” had begun. It was seventy-five miles north northwest to the Wing Departure point, “Slate,” near Pontoise, France. Then eighty-two miles northeast to the next checkpoint, “Jasper,” a spot near St. Quentin, France. Then straight on for another eighty miles to the Command Departure Point, “Marfak,” where astonished inhabitants of Wavre, Belgium, had a choice ground view of the entire Troop Carrier train flying 1,500 feet above them. On they ploughed, battling the wind drift. Descending to an altitude of 1,000 feet, the 440th drove on twenty-seven more miles to “Vega,” thirty-tow miles to “Kingston,” and thirty-three miles more to “Yalta,” lying twelve miles from the banks of the Rhine and seventeen miles from the target. Down went the ships to 700 feet, the prescribed altitude for the release. Nerves tightened as the yellow smoke and yellow panel appeared on the ground, signalling the alert just before the river appeared. Thick smoke of battle was now everywhere. The 440th plunged into the conflict at its raging height.
It was late in the airborne attack. Most of the glidermen and all of the paratroopers were already on the ground, at grips with the enemy. “The smoke and haze were so thick, I hardly knew I was over the Rhine,” said one pilot. But Landing Zone “N” was still clear of combat. At 1155 hours, our first plane released its glider over the LZ, and Major Wilson began his perilous 270-degree descent to the left, while the Commanding Officer’s tug made its flat 180-degree turn to the right to head for the rope drop area on the west side of the Rhine. Then came the withering hail of enemy flak which damaged fourteen of our planes and destroyed two. Heeding the order for no evasive action, every one of the ninety ships released its glider over the target area. But narrow escapes were plentiful.
The 95th Squadron got through with ships piloted by Major Budd and Lieutenant Davey severely shot up. In the 97th Lieutenant Sharkey returned with holes in his cabin large enough for one to crawl through. By then, farmhouses and dugouts in the LZ were alive with bursts of light flak and small-arms fire.
The second serial met it head on and was hit much harder. The hazy sky swarmed with escaping tug planes, grim-jawed pilots maneuvering feverishly to get out without hitting the feared Issel Canal line, eyes of crew chiefs darted everywhere searching for signs of critical damage to their planes. A 20-mm. shell smacked into the nose of the lead 96th ship, and Lt. Col. Johnson lead the serial back across the Rhine, fighting a fire in his cockpit. With the pilot stamping away at the fire, co-pilot Captain Roberson brought the ship into the emergency field at Eindhoven, Holland.
Lieutenant Prudhomme, also of the 96th, was forced to drop out of formation after both gasoline tanks had been hit. Trailing gas, he had to put in at B-90 airdrome.
The 98th Squadron, trailing the second serial, was hit the hardest, with two aircraft losses. Lieutenant Walters, his plane afire after being hit by three successive bursts of flak, found himself fighting for altitude in the dangerously crowded aircraft pattern. The “Bail Out!” order was given. As the crew parachuted to safety, they saw their ship blaze up in mid-air.
Back over the Rhine plane number 774, piloted by Lieutenant Decou, was in serious trouble. The right engine was on fire, and a radio message from another ship told the pilot that his tanks were on fire. Lieutenant Decou ordered the crew to jump. “When I got to the door,” related Co-Pilot Eastman, “the crew chief and radio operator were struggling with the door, which had jammed at the lower right hinge. After trying unsuccessfully to release it, the crew chief and I pushed against it as hard as we could to allow the radio operator to squeeze out the restricted opening. I then did the same for the crew chief, and finally squeezed through myself. It took me at least fifteen seconds to get through the opening. The pilot had stayed in the cockpit all this time, keeping the ship steady.”
Too low to jump himself, with one engine dead, Lieutenant Decou elected to ride the stricken plane into a ploughed-up field, “Along the field’s north edge,” said the lieutenant, ” was a highway which had heavy military traffic on it. Wishing to avoid piling up the ship across the highway, and also to avoid a large herd of sheep on the north of the field, I dragged the right wing through some posts on the south edge of the field which caused a ground loop to the right, and the ship came to a halt about two-thirds of the way across the field…I immediately removed the top escape hatch and went out over the nose, not knowing when the ship would blow up, having fully expected it to on first impact. Captain Thompson then buzzed the field and I waved an ‘OK’ to him.”
By 1411 hours, the last 440th plane had returned to the home base at Bricy. In the entire operation, but one C-47 pilot, Lieutenant Raftery of the 97th, received slight wounds in the arm.
Return of the glider pilots on Tuesday, March 27, revealed that they had had it much rougher on the ground. In all, five of them were killed and six wounded, largely by enemy shellfire. One glider, loaded with demolitions, exploded in mid-air when hit, killing all aboard.
Gliders were widely dispersed on landing, and assembly of the Airborne was initially by squad and two squad groups. Immediate contact was made with the enemy, but the tough Airborne Engineers set about their task, the clearing and defending of the zone from armored attack from the north. Every house, patch of woods and haystack had been fortified by the Germans, and for hours the invaders were under heavy fire.
One of the two gliders carrying the Battalion medical personnel landed immediately adjacent to a German house sheltering forty German soldiers. Withering small-arms fire and a direct mortar fire hit greeted them. The medical officer and non-com escaped unhurt, but their driver was killed and burned with the glider. With equipment from the other glider, the battalion surgeon set up an aid station and immediately began treating casualties.
By 1730 hours, the battalion had taken all of its objectives and had consolidated its position. During the day, eighty-three Germans were killed or wounded and 315 captured, along with an entire battery of 105-mm. artillery.
The 440th glider pilots holed up in their assembly point in the woods guarding prisoners, and , the next morning assisted in marching them back to the Thine where they were turned over the MP’s. Evacuation was made by “ducks” to the west bank of the Rhine, where the glider pilots were picked up at airdrome B-68 and brought to Bricy in C-47s on the evening of D plus, 2, March 26.
By late afternoon of March 24 both the British and American divisions had made contact with British troops working overland from the river; by six p.m. the skytroopers had taken all their assigned objectives, including several intact bridges over the Issel, regarded as the Nazis’ next main line of resistance after the Rhine. Before midnight, the airborne men had captured 4,000 Germans behind their own front lines.
In the entire IX Troop Carrier Command operation, 1,147 effective sorties had successfully dropped 8,731 parachutists and 684,217 pounds of supplies, while the 885 effective glider sorties disgorged 4,810 troops together with 2,024,047 pounds of equipment and supplies. Ninety-seven per cent of equipment and supplied loaded for VARSITY had hit paydirt on schedule.
By the second day it was clear that the airborne attack had come off beautifully, and that it could stand almost as a textbook model of sound airborne doctrine: jump for the open spots and clip the enemy from the side; jump in real strength, not in penny packets for the enemy to chew up one by one; jump close enough to the main attacking ground force so that contact can be made before the airborne group is worn down.
To General Williams fell the high acclaim of General Brereton, commander of the First Allied Airborne Army, who stated on March 29:
“It is my desire to congratulate and to commend the officers and men of all ranks of IX Troop Carrier Command for their fine performance in connection with the airborne operations of 24 March 1945:
“The pilots and co-pilots of many aircraft displayed great courage in their determination to continue to their assigned DZ’s and LZ’s in the face of intense anti-aircraft fire, exceeding anything previously encountered by our units in this theatre.
“The Commanding General, 6th Airborne Division, was most emphatic in his praise of the precision which characterized the drop of his Division. The Commanding General of the 17th Airborne Division has written me, expressing unbounded admiration for the skill, courage and devotion to duty of all crew members of our aircraft and gliders.
“Many individual cases have been cited where damaged and burning aircraft continued to their assigned ares in spite of the fact that the crews well understood that continuing on course destroyed any probably chance of survival for themselves.
“The conduct of glider pilots, in general, is beyond written words of commendation. Not only did they deliver a magnificent and well-coordinated landing which in many cases was in the midst of hostile positions, but were immediately engaged with the Airborne associates in the hottest kind of hand-to-hand fighting. In one instance, a glider pilot serial immediately organized for all-around defense and withstood heavy counter-attacks with the weapons at their disposal, putting one enemy tank out of action in this engagement. The discipline and combat efficiency of these glider pilots has called forth the highest praise of Division and Regimental officers.
“The extremely low number of abortive aircraft and the speed with which abortives were re-dispatched indicates superior performance by all ground echelons. This devotion to duty is worth of the highest praise.
“The courage and devotion to duty of all IX Troop Carrier Command personnel is worthy of the very highest standards of our armed forces.”
[SOURCE: DZ Europe: The Story of the 440 Troop Carrier Group]
On this Memorial Day, May 27, 2013, we pause to reflect the sacrifices of those military members who have gone before and have given their all in the line of duty. To these men, who lie forever secure in their youth and courage, this record of the achievements to which they gave the full measure of sacrifice is dedicated in affectionate remembrance of their comrades from the 440th Troop Carrier Group during World War II.
We remember the following who were killed in action from 1943-1945:
Originally published as “Diary of Events” in DZ Europe: The Story of the 440th Troop Carrier Group.
7 June 1943: Original cadre assembled at Army Air Force School of Applied Tactics, Orlando, Fla., held preactivation meeting, and began four-week course.
1 July 1943: 440th Troop Carrier Group was formally activated at Baer Field, Fort Wayne, Ind.
5 July 1943: Original cadre arrived at Baer Field from Orlando.
10 July 1943: 440th arrived at Sedalia Army Air Base, Warrensburg, Mo., to begin training.
7 September 1943: 440th arrived at Alliance Army Air Base, Alliance, Neb.
17 December 1943: 440th air echelon arrived at Pope Field, Fort Bragg, N.C.
4 January 1944: 440th ground echelon arrived at Pope Field.
4-9 January 1944: Training maneuvers. Five missions were flown with the 17th Airborne Division and the 282d Airborne Engineers.
17-29 January 1944: Bivouacs at Knollwood and Lumberton, N.C.
14-15 February 1944: 440th arrived at Baer Field, Fort Wayne, Ind., to stage for overseas movement.
21-23 February 1944: Air echelon took off from Baer Field on first leg of overseas flight.
23 February 1944: Ground echelon arrived at Camp Shanks, N.Y., port of embarkation.
22-25 February 1944: Air echelon departed Morrison Field, Fla., for United Kingdom via Porto Rico, British Guiana, Belem and Natal, Brazil, Ascension Island and Fernando Island, Liberia, Dakar, and Marrakech.
5-8 March 1944: Air echelon arrived in England at St. Mawgan, Cornwall, and Valley, Wales.
8-11 March 1944: Air echelon proceeded to AAF Station No. 481¸ Bottesford, Nottinghamshire, England, to set up its first overseas headquarters.
14 March 1944: 440th ground echelon sailed from New York Harbor on HMT “Louis Pasteur.”
15 March 1944: Colonel Frank X Krebs assumed command of AAF Station No. 481 in addition to his duties as Group Commander.
18 March 1944: The 440th flew its first mission in the ETO. Eleven patients were evacuated from a hospital in Pershore, North Ireland, to England.
22 March 1944: The “Louis Pasteur” docked at Liverpool.
23 March 1944: 440th ground echelon joined the air echelon at Station No. 481, Bottesford.
11 April 1944: Practice mission PAYLOAD. 440th executed paradrop with 456th Parachute Field Artillery.
13 April 1944: Practice mission PITCH. 440th executed paradrop with 1st Battalion of the 507th Parachute Infantry.
15 April 1944: First 440th formal inspection and review in ETO held on runway at Bottesford.
18 April 1944: Practice mission FAITHFUL. 440th carried units of the 82d Airborne Division.
22 April 1944: Practice mission PLAYPALL. 440th carried units of 82d Airborne Division.
24 April 1944: Practice mission HOPEFUL. 440th carried units of 82d Airborne Division.
26 April 1944: 440th arrived at Station No. 463, Exeter, Devon, in change of station.
1 May 1944: General Omar Bradley visited the 440th at Exeter.
10 May 1944: 440th Airdrome Defense Unit activated.
12 May 1944: Practice mission EAGLE. 440th carried units of 101st Airborne Division in practice paradrop.
27 May 1944: All personnel restricted to base.
3 June 1944: Base completely sealed off. Recognition stripes of black and white were painted on all aircraft and gliders.
5 June 1944: Final briefings were held. Paratroopers appeared on field with full equipment.
6 June 1944: D-Day! Mission NEPTUNE BIGOT! 3d Battalion of 506th Parachute Infantry Regiment and two platoons of Company C, 326th Airborne Engineers Battalion, all of the 101st Airborne Division, were parachuted into Normandy from forty-five 440th aircraft at 0143.
7 June 1944: Mission MEMPHIS! 440th participated in daylight aerial resupply drop to 101st Airborne in Normandy.
23-24 June 1944: First 440th landings in France. Eleven serials flew resupply missions, carrying ammunition to newly-constructed airstrips on Normandy coast.
1 July 1944: First anniversary of 440th Troop Carrier Group celebrated with parade and field day at Exeter airdrome. The Group’s first Purple Heart was awarded to S/Sgt. Ernest Iannuccilli for wounds received on D-Day.
11 July 1944: First Air Medal awarded to 298 air crew members of 440th for participation in the Normandy missions.
14 July 1944: Colonel Frank X. Krebs awarded Distinguished Flying Cross.
16 July 1944: Air excelons of 95th, 96th and 97th Squadrons took off from Exeter for secret flight to Italy via Marrakech.
18 July 1944: Air echelon arrived at Ombrone airstrip, near city of Grosseto, Italy.
30 July 1944: Ombrone based aircraft executed a simulated day paradrop.
5 August 1944: Ombrone based aircraft executed a simulated night paradrop.
7 August 1944: A 440th Provisional Troop Carrier Group was formed in England from an augmented 98th Squadron, 285 men arrived at Station No. 469, Ramsbury.
8 August 1944: Lt. Gen. Eaker, Maj. Gen. Cannon, and Brig. Gen. Williams visited the 440th at Ombrone airstrip.
10 August 1944: In a resupply mission to Mortain, France, from Ramsbury, England, the Provisional 440th dropped supplies to the encircled “Lost Battalion” during the Allied breakthrough in Northern France.
12 August 1944: The 98th Squadron participated in a review of the 1st Allied Airborne Army by Gen. Eisenhower near Ramsbury, England.
15 August 1944: The invasion of Southern France! Operation BIGOT DRAGOON, Mission ALBATROSS! Forty-five aircraft of the 440th at Ombrone, Italy, carried the 2d Battaltion of the 517th Parachute Infantry on the paradrop near LeMuy, France…Mission DOVE followed in the afternoon. 48 aircraft towed gliders carrying the 602d Field Artillery Battalion and the 442d Anti-Tank Company.
23 August 1944: Distinguished Unit Citation awarded 440th Troop Carrier Group for work in Normandy.
24 August 1944: Air echelon departed from Ombrone and arrived at Gibraltar.
25 August 1944: Air echelon arrived back at Exeter Airdrome.
30 August 1944: Air echelon departed Exeter and arrived at Station No. 488, Fulbeck, England, to prepare for new combat mission.
4 September 1944: Air echelon returned to Exeter after mission had been cancelled.
9 September 1944: Advance echelon departed from Exeter and arrived at airstrip A-62, near Reims, France, in the first change of station to the continent.
11 September 1944: Air echelon departed from Reims for Fulbeck, England, after bringing more personnel to Reims.
12 September 1944: Additional personnel brought from Exeter to Fulbeck.
17 September 1944: Mission MARKET! 440th dropped paratroopers behind enemy lines in Holland, near Groesbeek, Colonel Frank X. Krebs and crew missing in action.
18 September 1944: Second day of MARKET missions with gliders towed into Holland. Lt. Colonel Lloyd C. Waldorf assumed command of the 440th.
23 September 1944: Second glider tow into Holland. Major William R. Cooper, commanding officer of 96th Squadron, missing in action with crew.
24 September 1944: All personnel at Fulbeck returned to Exeter.
26-29 September 1944: Glider pilots returned to Exeter from Holland.
30 September 1944: Scattered elements of 440th finally gather from Reims, Exeter, Fulbeck at newly designated base, airstrip A-35, near LeMans, France.
5 October 1944: Lt. Colonel George M. Johnson, Jr., assumed command of the 96th Squadron.
16 October 1944: 440th Troop Carrier Group awarded its first Bronze Battle Star for the Normandy campaign.
18 October 1944: 440th reviewed at A-35 by Lt. Gen. Bereton and Maj. Gen. Williams on occasion of presentation of Distinguished Flying Crosses for Normandy missions. Second Bronze Battle Star was awarded the 440th for participation in the Southern France campaign.
22 October 1944: 440th aircraft began to operate from the nearby airstrip A-38 because of poor condition of A-35.
29 October 1944: Colonel Krebs returned to the 440th after his escape from German-held Holland and reassumed command of the Group.
4-5 November 1944: 440th moved from Le Mans to new station at A-50, Bricy, near Orleans, France.
1 November 1944: 440th participated in Armistice Day parade in Orleans.
12 November 1944: Lt. Colonel Waldorf transferred to AAF Hq., London. Lt. Colonel Bridgman assumed duties as Executive Officer.
12-16 December 1944: Air echelon sojourned at Oakley airdrome, near Oxford, England, for the purpose of executing Practice Mission HOT with 17th Airborne Division. Weather was bad throughout the four days and the mission was cancelled. The 440th returned to Orleans.
24 December 1944: The 440th was alerted and restricted as Von Runstedt’s counter-offensive in the Ardennes rolled forward! Precautions were taken against any possible outbreak by German prisoners of war.
25 December 1944: 440th celebrated its first Christmas overseas.
26 December 1944: Operation REPULSE! The first plane and glider with medical supplies, and ten aircraft and gliders with gasoline were flown into Bastogne to resupply the trapped 101st Airborne Div.
27 December 1944: Operation REPULSE continued! Thirteen aircraft towed gliders loaded with ammunition into Bastogne. 440th suffered its heaviest losses.
29 December 1944: Glider pilots returned from Bastogne.
30 December 1944: 440th was awarded its third Bronze Battle Star for participating in the Rome-Arno campaign.
31 January 1945: 440th awarded its fourth Bronze Battle Star for participation in the Northern France campaign.
1 February 1945: Ten aircraft of the 98th Squadron, led by Lt. Colonel Neal¸ departed for Marseilles to ferry French troops between the front and North Africa.
3 February 1945: Three aircraft of the 96th Squadron dropped rations and ammunition in an aerial resupply mission near Durbuy, Belgium.
13 February 1945: Mission REDBALL! The 440th executed a resupply paradrop of rations and gasoline to units on the front near Bleialf, Germany, who were cut off from rear supply depots by muddy, impassable roads. The paradrop, led by Lt. Colonel Johnson, was made five miles from the fighting front.
4 March 1945: Major Howard H. Cloud, Group Glider Commander, transferred to Hq, IX Troop Carrier Command.
14 March 1945: Practice mission COMET 440th carried the 3d Battalion of the 515th Parachute Infantry, 13th Airborne Division and Company C of the 129th Airborne Engineers in a practice paradrop in France.
17 March 1945: Practice mission TOKEN. 440th participated in glider tow dress rehearsal for next combat mission.
24 March 1945: The crossing of the Rhine, Mission VARSITY! The 440th towed a Reconnaissance Platoon, a IX Troop Carrier Command Control Unit, the 517th Signal Company, and the 139th Airborne Engineers, all of the 17th Airborne Division, across the Rhine in 90 gliders to an area near Wesel, Germany.
26 March 1945: Glider pilots returned from Mission VARSITY.
8 April 1945: First enemy reaction for the 440th in the long series of gasoline hauls to the front in Germany. Two 97th planes were strafed on the ground at airstrip Y-38. The planes were destroyed, one man killed, and three wounded.
10 April 1945: A 98th formation was attacked by an enemy plane over airstrip R-1, Germany, during a combat gasoline haul to the front. One aircraft was set afire and crash landed, the entire crew suffering burns and injuries.
21 April 1945: 440th advance echelon moved to A-94, Conflans-Jarny, to facilitate the daily gasoline hauls to the front.
8 May 1945: V-Day in Europe! 440th paraded in Orleans for the combined Victory celebration and the first Joan of Arc Festival in Orleans for the past five years.
15 May 1945: The 440th advance echelon returned to Orleans from A-94.
6 June 1945: D-Day anniversary celebrated. In a ceremony at Chartres, the Croix de Guerre was awarded to Colonel Krebs, Lt. Colonel Bridgman, Lt. Colonel Cannon, Lt. Colonel Anderson, Lt. Colonel Southard, and Lt. Colonel Neal.
22 June 1945: The 440th was awarded its fifth battle star for the Ardennes campaign.
25 June 1945: The 440th was awarded its sixth battle star for the Central European campaign.
5 July 1945: The 440th was awarded its seventh battle star for the Rhineland campaign.
by Tech. Sgt. Jeffrey Williams
934th Airlift Wing Public Affairs
6/6/2009 – Minneapolis, St. Paul — Editor’s note: This is the second in a series of three articles detailing the 934th’s connection to WWII historical events.
On a dreary, overcast June afternoon in Exeter, England, Cpl. William Wildes attached nozzles to the wings of the green and white C-47 Skytrain aircraft formerly known as the “Pride of Minnesota.” Pouring approximately 100 gallons of fuel into each wing, he did it exactly like he had done several times before in the previous months for the training missions to prepare for the Normandy invasion. Nothing seemed out of the ordinary, except the white invasion stripes and the large “6Z” that was painted onto the fuselage earlier in the day.
“The planes were fueled in the afternoon of June 5th. We didn’t know where they were going. We just fueled them like normal,” said Cpl. Wildes, a special vehicle operator for the 96th Troop Carrier Squadron. “One pilot had ‘Pride of Minnesota’ inside an arrowhead painted on the nose, but they made him take it off when they put the invasion stripes on for D-Day.”
By evening, each of the 45 aircraft belonging to the 440th Troop Carrier Group was laden down with paratroopers from the 3rd Battalion, 506th Parachute Infantry Regiment, 101st Airborne Division for the flight across the English Channel.
Among the notables flown by the 96th TCS was the famed “Filthy 13,” a demolitions platoon from the 3rd Battalion Company Headquarters. Each member wore a Mohawk-style haircut and face paint and collectively they were quite tenacious fighters.
They also dropped Cpl. Bobbie Rommel, a relative of General Field Marshall Erwin Rommel, who was leading the German resistance in Normandy.
But not everything went without a hitch.
“I heard that somebody ran into the deicer boot and tore it up. They replaced this one plane and put another plane in its place. The crew chief was a guy named Bluestone. I remember him well and I fueled his plane,” the corporal recalled.
“It was all an unknown for us,” said Maj. George Johnson, who was an operations officer with the 98th Troop Carrier Squadron during the invasion. “We dropped at night and daytime for the preparations. When we went into Normandy, it was agreed that Col. Krebs, the group commander, would lead.”
Maj. Johnson was promoted to lieutenant colonel a short time later as the 96th Troop Carrier Squadron commander. After a stellar career, he retired in 1975 at the rank of major general.
At 11:53 p.m., Col. Frank X. Krebs, 440th TCG commander, took off from Exeter in aircraft number 292717, call sign ‘Ada,’ followed by 44 other aircraft from the 95th, 96th, 98th and 98th troop carrier squadrons that comprised the group. Capt. William R. Cooper led the 96th TCS in chalk 19, aircraft number 100965.
Once airborne, the only navigational aids used were blue lights on the tops of the wingtips and fuselage, as the aircraft rendezvoused with other Skytrains from the IX Troop Carrier Command and Royal Air Force. With only the moonlight to navigate them in complete radio silence, the American and British forces joined together to make the big jump across the English Channel as the lighthouses of England slowly slipped away beneath them.
Once they reached the coast of Normandy, a cloud cover enveloped the planes, followed by the blue hue of searchlights and flak from German anti-aircraft batteries.
Col. Krebs honed into the radio signal from the Pathfinders who jumped in an hour before to mark the drop zone. At 1:36 a.m., the paratroopers received the command, “stand up and hook up.” Four minutes later, the green light came on giving the okay to jump. In a matter of seconds, the sky was filled with the billowing white parachutes of the 101st Airborne Division heading for Drop Zone D, near Ste. Mere Eglise, France, 400 feet below.
In his memoirs titled, “The Filthy Thirteen,” Sergeant Jake McNeice wrote the following regarding his flight into Normandy, “Those Germans were firing ammunition up at us that went all through the plane, our chutes and things like that. Those stinking automatic weapons had tracers about every fifth round. It just looked like a string of fire coming up at us. I did not know that there was any other color of tracer than orange but it looked like the greatest display of fireworks that I ever saw in my life. It was beautiful. They would have a blue one then a couple of red then a copule green. There was every color in the rainbow rising up to meet us. We lost several planeloads of paratroopers but the greater part came through it.”
Tech. Sgt. Charles Everett Bullard, a crew chief assigned to the 98th TCS, recorded a piece of 96th TCS history in his memoir, “Little One and His Guardian Angel.”
“Later, we found that two of the 96th squadron planes had crash-landed shortly after dropping their troopers,” he wrote. “One plane of the 96th squadron came in on only one engine with the radio operator wounded by a bullet in the neck. He was the group’s first Purple Heart winner; Staff Sergeant Earnest S. Iannuccilli.”
Cpl. Wildes remembers the scene when the aircraft returned.
“I was on guard duty when they left and was still up when they returned,” he said. “Some of the guys they brought back were shot up quite a bit. One of them got shot in the privates from flak that penetrated underneath the aircraft. It was a real mess. Tech. Sgt. Edward Bluestone, the crew chief whose plane I fueled earlier that day, well we lost him on that day at D-Day.”
While other troop carrier groups were scattered due to the cloud covering at the coast, misplaced their drops by flying in too fast, or were shot down by the Germans, only the 3rd Battalion of the 506th P.I.R. landed in close proximity to their designated drop zone.
At 6:30 a.m., the main landing force of the 1st, 4th and 29th U.S. Infantry Divisions, 2nd Ranger Battalion, 3rd and 50th British Infantry Divisions and Canada’s 3rd Infantry Division landed at Utah, Omaha, Gold, Juno and Sword beaches making a 60-mile long front.
But the battle was not over for the 96th TCS.
At dawn on the morning of June 7, Maj. Johnson flew the lead aircraft in the resupply mission.
“All of we operations officers were to fly on the resupply mission,” he said. “We carried ammunition, food, medical supplies and water.”
“We went in about 15 to 20 miles behind enemy lines, descended to 500 feet for the drop and came back across Omaha beach. We had a beautiful view of the landing craft,” Johnson said.
“There was lots of flak and small arms fire and aircraft damage. We were fortunate that we didn’t lose any aircraft. We were so low that all the people on the ground could shoot at us with small arms fire. I led them down to treetop level and then got out of there and back up to the proper altitude,” he remembered.
“It was quite an event in our lives. We got out of there quickly after we did our jobs. We were very fortunate,” he concluded.
Little did anybody know, on the evening of June 5, that there would be heroes in the making who jumped out of the aircraft early the next morning. Of the 231 soldiers of the 506th P.I.R. who lost their lives at Normandy, 103 were from the 3rd Battalion, including those who died in three of the 440th TCG aircraft that perished in the operation.
The 96th Troop Carrier Squadron was awarded the Distinguished Unit Citation, the precursor to the Presidential Unit Citation, for their efforts 65 years ago.