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Carpetbagger
Aviation Museum
Harrington,
Northamptonshire
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The 801st / 492nd Bomb Group
The Carpetbaggers
by Ron Clarke |
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LINKS Museum Leaflet (pdf)
801st/492nd BG Association newsletter Harrington Aviation Museum newsletter Contact us: Cbaggermuseum@aol.com |
Lt Col Clifford Heflin and the aircrews of
22nd Anti-Submarine Squadron had just arrived at the Devonshire Airfield at
Dunkeswell. It was August 1943 and they, together with 4th AS Squadron were
to work up to operational standard in England after months of training at
Langley Field, Hampton, Virginia in the United States, and occasional patrols
over the Western Atlantic. They were looking forward to tackling the much
vaunted German U Boats which were wreaking havoc on Allied shipping in the
Atlantic. After another period of training in ocean search and low level
attacks, they were sent on operational patrols over the Bay of Biscay, where
several crews, including those of Major Robert Fish and Major Rodman St
Clair, were lucky to survive attacks by German fighters.
Heflin, Matt & Gans at Langley Field After a few weeks all crews were summoned
to a meeting in the Briefing Room. Everyone expected that they were to be
given a pep talk by the Station Commanding Officer, instead they were told
that a top level decision had been made to hand over all US maritime
operations to Navy fliers. Their indubitable skills, they were told, were
urgently needed in East Anglia, where their B-24s would join the day
bombardment groups. The next day, October 24th 1943, Heflin
and his second in command, Major Bob Fish, together with three more 22
Squadron officers were detailed to attend a mysterious meeting at the US base
at Bovingdon, Hertfordshire. After what seemed like over zealous security checks,
they were shown into a room where a number of high ranking officers were
already seated. They were told that the aircraft and crews of 22 Squadron had
been chosen to form a special unit to fly agents and supplies to Resistance
groups in Occupied Europe. The project was to be known as Operation
Carpetbagger and they would be working in close liaison with the British
Special Operations Executive (SOE) organisation which, up until then, had
been solely responsible for such operations, The Combined Chiefs of Staff had decided
that with the invasion of Europe getting closer, the range and frequency of
covert supply sorties would have to be greatly increased. This was, in fact,
not the only reason for the project, the American Military Intelligence
Department, known as the Office of Strategic Services (OSS) was keen to get
involved in the European sector.
William Donovan William Wild Bill Donovan, the department head, could see the political implications, however, his organisation was not as experienced as the British, who had undertaken the training of many OSS operatives. Lt Gen Jacob Devers, Commanding General US Army, European Theatre of Operations, suggested that one or more squadrons of B-24s should begin supply missions into Europe, and although there was to be close co-operation with the British organisation, the actual operations and target planning would be basically the responsibility of the OSS. |
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Among the officers present at the meeting
were Colonels Williamson and Kirk of the 8th Bomber Command, Major Brooks of
the OSS and Group Captain Edward Fielden of the RAF Special Unit (Tempsford).
Col Heflin and his men were given a description of their future duties, which
would be a radical departure from anything that they had envisaged. The project
was top secret for obvious reasons, any security leak could jeopardise the
operation.
Edward
Fielden
In a few days a group of 22 Squadron
officers and enlisted men were ordered to attend Tempsford. They were to
observe and receive training in covert supply operations. Each pilot was to fly
two missions as co-pilot with RAF crews on their nocturnal flights. On November
3rd, Captain James A. Estes, who was co-pilot in a Halifax, became the first
American to be missing in action when the aircraft was shot down over France.
In November the 22nd and 4th Anti-Submarine
Squadrons were deactivated and two new squadrons were formed. Col. Heflin
assumed command of the 406th and Major Fish took over the 36th Squadron. These
units were ordered to move to the then quite large and desolate airfield of
Alconbury, quite close to Tempsford. The 482nd Bombardment (Pathfinder) Group
were already in residence when the B-24s moved in. Heflin and Fish handed over
control of the two squadrons on December 4th, when they were transferred to
482nd Headquarters to finalise plans for the Carpetbagger special
project. Captains St Clair and Boone assumed command of the squadrons, and took
charge of the working up of the air and ground echelons in preparation for the
first supply missions.
Robert L. Boone Rodman A. St Clair
On January 2nd 1944, Colonel Heflin and
Captain Edward Tresemer, the Group Navigation Officer, were told to report to
Tempsford for "Temporary duty of approximately 30 days", with them
went chosen crews of the 406th and 36th Squadrons. The first US Carpetbagger
missions were to be flown from Tempsford, owing to lack of facilities at
Alconbury. The British and American units developed a great deal of comradeship
and mutual respect.
Edward C. Tresemer Jr and Clifford J. Heflin
On January 4th, two days after arriving at
Tempsford, Lt Stapel flew co-pilot to Col Heflin on the first Carpetbagger
mission from Tempsford: during the "moon period" of January, six
missions were flown by 36th Squadron and nine by 406th Squadron.
Whilst the Americans were acquiring know-how
from British airmen, RAF experts gave advice on the modifications necessary to
the B-24 Liberators to be used. The B-24 was ideal for supply operations, the
capacious fuselage and long range made it the envy of the RAF fliers. Nevertheless,
many modifications were needed for its new task.
The ball turret was removed, and the
resulting hole was lined with a smooth metal, providing the exit for agents and
supplies not in containers. Plywood flooring was fitted, and a handrail fixed
to the right side of the hole. The hole was 44 inches in diameter and was
covered when not in use by a circular plywood door, divided and hinged in the
middle. Two strong points for parachute static lines were fitted flush with the
door aft of the hole, each could accommodate eight straps. In addition one
static line fixing was fixed in the rear of each bomb bay. The bomb shackles
were replaced by British pattern release units, this was necessary as the
cylindrical parachute containers were designed for RAF type bomb shackles.
Exit of agents and supplies through the hole
was controlled by the "dispatcher" - this crew member was usually an
ex waist or ball gunner. He was provided with a moving roller clip for his
safety belt, enabling him to move safely the full length of the fuselage
without removing his belt.
One important lesson taught by the SOE staff
was the need to memorise the route to the drop zone.
RAF pilots learned to literally map read
their way by moonlight, memorising landmarks - the most successful pilot
sometimes spent hours studying the route. However the B-24s were fitted with
the best possible flying and navigational instruments. The most important
flying instrument was a radio altimeter giving an accurate height readout on
the low level flights. A Mark V drift sight was fitted in the navigators
compartment which was moved into the forward section near to the nose.
The route to the drop zone was achieved by a
team effort, the bombardier sat in the glazed nose on a swivel seat reading off
landmarks to the navigator sitting at his table behind the blackout curtains.
The pilot was provided with large blister windows giving a good downward view
of the ground.
First radio navigation aid to be used on a
mission was the Gee set, this recorded directional signals which were marked on
a special chart - accurate within a quarter of a mile over England, but prone
to jamming over enemy territory. The Rebecca / Eureka directional system
consisted of a ground beacon (Eureka) set up on the drop zone, this was
triggered by a signal from Rebecca set in the aircraft. Eureka
then automatically sent out signals which were picked up by a calibrated
receiver, this indicated the aircraft's position in relation to the drop zone.
B-24D 42-63775 at Harrington
When the aircraft reached a position a few
miles from the drop zone, the 'S' Phone was used. This two way radio was
invented by the SOE radio section and proved to be remarkably efficient - it
gave a signal in the form of an upward cone and was virtually immune to enemy
interception. The aircraft used by the Carpetbaggers at first were
B-24Ds which had a glazed nose section, later B-24H and J models were used,
these were fitted with glazed nose sections in place of the Emerson front gun
turrets, this modification, together with other changes, being carried out at
Burtonwood. In mid February the two squadrons were reassigned to the Eighth Air
Force Composite Command, independent of the 482nd Group, and moved to Watton,
Norfolk. This move proved to be disastrous, the heavy B-24s were incompatible
with the grass runways and muddy hardstandings. Col. Heflin was forced to move
back to Alconbury - however the base was becoming overcrowded and Tempsford
could not be used indefinitely; an airfield would have to be found in the area
which was fairly remote and capable of coping with the planned increase in
their operations.
An ideal airfield in the depths of rural
Northamptonshire, Harrington, had been built by US Army Engineers for a B17
Fortress Bomb Group, but this unit had been diverted to North Africa to support
Operation Torch. The nearby RAF 84 Operational Training Unit at
Desborough took over the field as a satellite for training crews of Bomber
Command.
Harrington proved ideal for Carpetbagger
operations, it was near enough to Tempsford for liaison, and not too far from
the main supply bases at Cheddington and Holme. The advanced echelons of 36 and
406 Squadrons moved into Harrington on March 25th 1944. When the RAF moved out
of Harrington the Author, Ron Clarke, witnessed one of the most hair raising
displays of airmanship (or reckless flying). The instructors in Wellingtons and
Masters were given a chance to let themselves go: it was more of an air attack
than a flying display, finishing with hundreds of toilet rolls being jettisoned
over the CO's quarters.
Col Heflin and his staff moved into the
operations block and, with the help of his second in command Major Bob Fish, an
operational schedule was worked out which was to remain largely unaltered
through the short but very active life of the Carpetbaggers.
Robert W. Fish and Clifford J. Heflin
Secure communications were established with
OSS HQ in London, and the Group OSS Liaison Officer, S2 Lt. Sullivan, set up
his office in the operations block - covert operations were about to commence
from Station 179, Harrington. The two Squadrons were to form a new Bomb Group
to be known as the 801st Provisional Bomb Group (H).
Robert D Sullivan standing in front of the Operations Room map
Twenty four of the fat B-24s arrived and
were soon squatting on the hardstandings round the perimeter. They were by no
means all converted aircraft, some were still in green camouflage, but most had
been painted gloss black and modified for their task.
B-24H 42-52749 'Scrappy' on dispersal at Harrington
On May 1st the Station was officially handed
over to Lt Col Heflin by Sqdn Ldr E.D. King, RAF. The Americans were not at
first very impressed with their new home: it seemed to rain continually and
clogging mud made the dispersed Nissen hutted living sites into quagmires.
However they soon discovered that the surrounding towns and villages were
anything but hostile, local school children found the Yanks very
generous - especially if you had a sister!
The first trucks loaded with parachute
containers from Holme arrived, and were directed to the various hardstandings,
where armourers supervised loading into the Liberators detailed for the first
missions. Later in the month, two more Squadrons were attatched to the 801st
Group, these were the 788th from Rackenheath, and the 850th from Eye.
Loading containers into the bomb bay of the B-24
On the night of May 11th, Major Jack M.
Dickerson, CO of the 850th BS, flew as second pilot on a mission to France, and
the rest of the newcomers soon became familiar with their new role.
Jack
Dickerson
Each mission took place in a 36 hour cycle,
which began at 17.00 hours, when the OSS in London gave Lt. Sullivan a list of
approved targets for the following night. At 0900 hours the CO selected the
night's targets according to priority of requests from the Resistance groups,
reception record of the group, and availability of crews and aircraft. The
lists were then given to OSS, who informed the reception teams on times and
recognition codes.
Squadron Commanders and crew navigators were
briefed at 1800 hours on all details, and weather to be expected en route to
the drop zones. The S2 officer had meanwhile given the supply depot at Holme
details of the arms or equipment to be loaded into containers. These were then
loaded into sealed containers and driven to Harrington in trucks of the British
Army Ordnance Corps.
Personnel to be dropped into enemy territory
usually arrived in large American cars with curtained windows. The strictest
security was observed during this period. They were taken to "dressing
huts", where they were searched for any tell tale objects. They were then
helped into large padded jump suits and rubber helmets. During this time no one
except the OSS dressers were allowed to talk to them.
Agents being dressed in jump suits
Just before take off the agents, or Joes
as they were known, were driven to the Liberator, which was waiting with
engines ticking over. The aircraft made its slow progress to the runway and, on
receiving a green from the tower, took off into the night sky.
The radio operator was soon busy with his
signals, and once the enemy coast was reached the bombardier and navigator
started their double act. The pilot usually flew at a height of 1,500 - 2,000
feet, giving known airfields and flak areas a wide berth; night fighters were
always a hazard, but by flying at low altitudes, this threat was minimised.
Missions mostly took place during moonlit periods and alert small calibre
anti-aircraft batteries proved the biggest threat. The two turret gunners kept
a constant lookout for predators, their guns were fitted with large anti flash
discs to lessen the loss of night vision if they were fired.
As they neared the drop zone (DZ) the
reception party heard the throb of engines and established contact by 'S'
Phone. The recognition torches were placed in the prearranged pattern and the
light codes were exchanged. The aircraft was most vulnerable over the DZ and
the pilot wasted no time lining up the twinkling markers. He selected half
flaps and made the run in at 135 mph - not much above stalling speed. He was guided
by the bombardier, who released the containers over the DZ. Speed was all
important on the ground - the man sized containers were quickly taken away into
cover.
Meanwhile the aircraft circled low and lined
up on the lights again. The agents had been prepared for their drop and awaited
the green light. The first to go sat on the rim of the open Joe Hole and
slipped away, his place being quickly taken by the next who followed him.
Agent goes through the Joe Hole
The rear gunners job was to note the
accuracy of the drop, and once the last parachute snapped open, the pilot
headed for England. When they were 30 miles from the DZ, several bundles of
leaflets were dropped, the rear gunner saw the fluttering cloud of paper as the
Liberator flew into the night. The mission could have lasted up to eight hours,
and in that time the seat of a Martin gun turret could get very uncomfortable.
When the engines were finally cut and the ears sang with relief, the crew just
sat and waited for the crew wagon to take them off to debriefing by the S2
section under Lt Sullivan.
Robert Sullivan debriefs a crew
As the invasion plans neared D-Day, the
Group were instructed to transport small commando units into France. The first
was the Jedburgh consisting of three men, usually a French, American and
Briton. The group was a self contained unit equipped with a radio and trained
in covert warfare.
Operational group members in C-47 Dakota
The second type of team would be altogether
a stronger force of 20 to 30 men, this was the Operational Group. These
units were to be flown from Harrington in troop carrying C-47 Dakotas, which
would land in occupied territory where they would reinforce direct action by
the Resistance groups. The Dakotas bought back shot down aircrew and wounded
Resistance people for consultation in London.
The Jedburghs began to arrive at
Harrington in April 1944, they were dropped into Europe together with their new
equipment in containers. Sometimes during bad weather, Jedburghs would
be given practice drops over the airfield.
After the first Allied landings, operations
worked up to a crescendo: some nights 50 B-24s would be on operations. The base
strength rode to over 3,000 men and a large tented site was erected on the Harrington
to Kelmarsh road. This notorious establishment became known as Tent City
and was not renowned for comfort.
Tent City off the Harrington - Kelmarsh Road
Three Dakotas arrived a few days after
D-Day, and Col Heflin flew the first of many Operational Groups into France.
During this intense activity many Carpetbagger aircraft and crews were
lost, some to enemy flak and fighters, others as a result of striking trees and
high ground.
Although most of the Carpetbagger sorties
took place from Harrington, the Group also carried out supply and agent
dropping missions from other airfields. In April 1944 a detachment was
dispatched to Leuchars in Scotland from where a totally different undercover
operation took place.
This was Operation Sonnie, which was
to fly back to the UK several thousand Norwegian aircrew trainees and American
internees from Sweden. These trips were very hazardous and were usually undertaken
when cloud cover was available. The B-24s used were ostensibly civilian
aircraft with civilian markings, the crew wearing airline clothes. Sonnie
B-24s flew to Bromma airport, Stockholm, and were serviced by American
engineers living as civilians in Stockholm.
These personnel were under constant
surveillance in Stockholm by German agents, who did their best to discover the
route taken by the American aircraft. It was found that although some were
daytime flights, they suffered no more interception than normal night supply
missions.
The Group operated a supply and agent
dropping operation from Leuchars - this was code named Operation Ball .
Six B-24s flew these missions from July 1944. These trips were more hazardous
than the European operations, several squadrons of Messerschmitt Bf 110
fighters were always on hand to hammer the unwary. There were many more
abortive sorties over the mountains and fjords of Norway. Out of 65 attempted
drops only 37 were successful.
492nd Group Headquarters Officers in front of the Operations Room map
On August 13th the Carpetbaggers at
Harrington were redesignated to the 492nd Bomb Group (H) and the four squadrons
became the 856th, 857th, 858th and 859th Bomb Squadrons under Col. Heflin.
The Commanding Officer, Col Heflin, returned
to America on August 26th 1944 handing over command to Lt Col Robert Fish. The
change in command coincided with the Group being called on to prevent General
Patton's armoured units grinding to a standstill. Patton had pushed round to
the south and east thrusting towards Germany, but the speed of his progress had
outstripped his fuel supply.
The situation was critical, and it was
agreed that Carpetbagger Liberators should be used to fly gasoline
directly to forward airfields. Harrington personnel worked non stop to convert
the B-24s into flying fuel bowsers. Two 400 gallon tanks were fitted into the
bomb bays and the auxiliary wing tank feed pipes were sealed off enabling them
to be used (having first painted the filler caps white). Six P-51 Mustang belly
tanks, each holding 100 gallons were installed in the fuselage, with three more
fixed over the Joe Hole, all the tanks being vented outside.
Belly tanks that were installed in the B-24 fuselage
On September 21st, 25 aircraft, each
carrying 2,000 gallons of fuel staggered off the main runway at Harrington and
headed for an airfield just re-captured from the enemy. Each trip lasted five
hours and in the following days 60 aircraft were airlifting fuel. When the
operation was ended on September 30th, 822,791 gallons of 80 octane gasoline
had been flown out to three separate airfields in France and Belgium.
As the Allied armies advanced towards
Germany, Carpetbagger supply missions switched to Denmark, Belgium and
beyond. In late September 8th Air Force High Command decided that as supply
missions would inevitably gradually run down, the 492nd Group would prepare three
squadrons for the night bombing role, leaving only one squadron, the 856th, to
carry out supply missions.
492nd BG Squadron Commanders: Boone (858th), Dickerson (857th), McManus (859th), St Clair (856th)
The transition proved difficult, all oxygen
equipment had been removed, bombsights and other essential bombing equipment
had to be fitted and, for some reason, US bomb release shackles were in very
short supply. The ground staff needed guidance in bombardment procedures and
maintenance, but despite the many problems, the B-24s were gradually made ready
for night bombing operations.
In late December convoys of trucks carrying
500 lb bombs were guided to the bomb dump area, where armourers stacked the
bombs in neat rows ready for the first operation. Each squadron was to operate
18 B-24Hs and 24 combat crews. Waist guns were refitted, but the sub zero night
temperatures made their use impossible; after the first mission the side
hatches were closed.
The plan was to approach the target at 8,000
ft and clear of flak areas, when the target was reached they would climb to 10
- 12,000 ft and use large emergency oxygen bottles. Whatever other problems
occurred, the expert Carpetbagger navigators could guarantee that no
target would escape, even though it was planned to operate only in the dark
periods of the moon.
On the night of Christmas Eve at 2300 hours,
the first B-24s took off from Harrington to bomb coastal batteries at Coubrie
Point in France. Due to various malfunctions, only 11 aircraft bombed the
target, dropping 83 of the 500lb RDX filled bombs.
On December 17th, Col Hudson H. Upham had
assumed command of the Group, and in the new year night bombing and supply
dropping operations continued. One squadron, the 859th, was sent on detachment
to Brindisi airbase in Italy, from where supply dropping operations commenced
to patriot Resistance fighters in the Balkans, reinforcing the RAF operations
in this area.
As the German army was pushed back, agents
and Resistance groups found difficulty in communicating with London owing to
enemy jamming and the longer distance involved. To overcome this difficulty,
British De Havilland Mosquitoes were fitted with wire recording machines. A
number of these aircraft were regularly operated by 492nd Group crews from
Harrington to record radio messages from agents in Germany and Austria. These
missions, code named Red Stocking, were flown at over 30,000 ft and proved to be the
only reliable contact with agents in this area.
A26 Invader used for agent dropping
Another aircraft used in this period was the
A-26B, Invader or Super Boston. Five specially modified A-26s
were based at Harrington, these aircraft were fitted out to drop agents in
Germany. On March 19th 1945 the first A-26 Invader sortie was flown to the
Dummer Lake in Germany to deliver an agent. The aircraft did not return, it was
later found on a moor near Bramsche in Germany, with the crew including the
492nd Group Navigator, Major Edward Tresemer, all killed. Five of the first
nine A-26 missions were successfully completed.
The 492nd Group at Harrington continued
supply dropping, Red Stocking, bombing and A-26 operations until May 7th
1945 when Germany finally surrendered.
In their short period of operation the
Carpetbaggers had carried out their varied duties with remarkable success: 208
aircrew were lost in action, 556 agents were dropped and 4,511 tons of supplies
delivered. In all over 3,000 missions were carried out including 21 night
bombing sorties.
On July 7th 1945 the air echelon of the
492nd Bomb Group left Harrington for Sioux Falls, South Dakota, USA, whilst the
ground echelon crossed the Atlantic in the liner Queen Elizabeth. The
ground echelon never made it to their intended destination at Sioux Falls as
they were at sea when the first Atomic Bomb was dropped on Hiroshima and when
they landed they were dispersed back to their home for 30 days R&R. The
Group was deactivated on October 17th 1945.
Forty two years later, on September 19th
1987, 50 ex Carpetbaggers returned to Harrington to dedicate a memorial to the
aircrew lost in World War Two. It is placed in a position overlooking the
airfield, where the B-24 carried out one of its most effective contributions to
the Allied victory. The experience and techniques perfected during Carpetbagger
operations were used when the US Central Intelligence Agency, (CIA) was
developed into a worldwide organisation. For this reason many records of the
801st / 492nd Bomb Group remained restricted until the 1980s.
Memorial on the site of an aircraft dispersal at Harrington Airfield
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Copyright Harrington Aviation Museum Society 2001 - 2