The Flyer November 2013

Back in the Stable

Photo by Al Benzing

FIFI’s got a shiny new engine!

Winter maintenance has begun. begun

November 2013

B-29/B-24 Squadron Officer & Staff Listing Position

Name

Telephone

E-mail

Squadron Leader

Neils Agather

817-946-9950

vnagather@agathertx.com

Executive Officer

Tom Travis

972-241-8102

TomTravis@aol.com

Adjutant & Personnel Officer

Debbie Travis King

469-688-1709

Squadadjutant@gmail.com

Crew Chief

Rick Garvis

972-380-8800

rgarvis@cafhq.org

Finance Officer

Gerald Oliver

312-953-0357

goliver@behringerharvard.com

Maintenance Officer

Don Obreiter

580 471 3048 580-471-3048

obreiter@cableone net obreiter@cableone.net

Operations Officer & B-29 Tour Coordinator

David Oliver

630-853-9624

B29ops@gmail.com

Public Information Officer

Kim Pardon

432-413-4100

kmpardon@yahoo.com

Ride Captain

Jon Oliver

312-925-6184

jake8350@gmail.com

Safety & Training Officer B-29 Scheduling Officer

John Flynn

717-632-4497

jnaflynn@embarqmail.com

B-24 Scheduling Officer

Chuck Burton

972-243-1316

charlesdburton@msn.com

Facility Manager

Jim Neill

972-306-1051

jakat2@verizon.net

Appearance Captain

Henry Bordelon

972-406-0644

pixiee@sbcglobal.net

Docent Emeritus

Jack Bradshaw

214-987-1963

jackbradshaw@sbcglobal.net

Webmaster

Rick Greer

The Flyer Editor

Konley Kelley

rgreer4@gmail.com

214-995-5184

konartist@verizon.net

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In this Issue: • Officer Reports • “Keep FIFI Flying” Fundraiser & Website • Diamond Lil B-24 Go Team Report • “Keep Diamond Lil Flying” Fundraiser & Website • Member News • General Membership meeting and Squadron Chili Cook-off • Feature Story: “The B-29 Computers of WWII” by Alex Green • Feature Story: “Mission to Marcus” by Kenny Kemp • Feature Story: “Sons of Crew 86” by Angie Whitney • Editor’s Corner • Squadron Contact Information

Last month FIFI ggot the sunset treatment. This month, thanks to Squadron member Larry Jeffus, Diamond Lil gets the sunset treatment while on a stop in Midland.

In this issue: “Sons of Crew 86” Two men whose fathers flew as pilot and navigator on the same B-29 meet for the first time for a flight on FIFI Photos by Kevin Hong

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Squadron Report Yesterday was the last day to postmark the ballots related to proposed move of Headquarters and for General Staff Elections. As they say, it is now in the hands of the voters.

The auditors who receive those ballots will post the results shortly. I want thank everyone for participating on the process. We had a record number of absentee ballot requests reflecting the keen interest in the CAF and the actions of the General Staff.

The Squadron's touring activities are on Winter hiatus. Now, the maintenance crews are actively performing a long list of chores to get the aircraft ready for our next tour, which will begin in the latter part of February. The group planning the Florida tour are meeting tomorrow. There is keen interest from various communities in Florida and everyone will recall what a successful tour we had there a couple of years ago. Tentative plans have Diamond Lil headed to Reading later in the summer and on to Canada and the Midwest. Also, we are in the early stages of planning a tour of the Northwest. It has been many years since FIFI was up that way. Start setting time aside for joining us on tour. As many of you know, it is hard work, but it is a lot of fun and we are fulfilling the CAF mission.

Our annual Squadron member meeting and celebration will take place on Saturday. We will conduct elections and recognize the efforts of our many members who make what we do so successful. One exciting feature this year is we are having a chili cook off. I am told by our den mother, Kimmy, we have ten contestants. Additionally, there will be a whole host of home made desserts brought by our members. This should be a fun event.

Neils Agather Squadron Leader

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Executive Officer p Report In July, Diamond Lil flew again for the first time in over a year.

Our dedicated maintenance team worked very hard to get her back in the air. We are also grateful for the help provided by our friends at American Airlines in Tulsa.

Let me elaborate on how this help came about.

First of all, the project had to be approved by upper management at AA as well as by the supervisors and crew chiefs before the manufacture of the parts could begin.

All the normal work at the AA facility had to be accomplished first but a group of mechanics donated their time and expertise to help us out at no cost.

As you can imagine, during the war these parts could be stamped out rapidly by 20-ton presses and they were produced in mass quantities. Our parts had to start with a form being made for each piece which is a time consuming and painstaking process. Next the part and the form were placed in a powerful hydraulic press. Many times the large parts had to be pressed again to get the close tolerance required. Each part then had to be heat treated to exacting temperatures and times to give the maximum strength.

All told the production of these parts required well over 450 man hours of labor and machines that few shops possess. I’m amazed at the patience and craftsmanship it takes to build the molds and produce these parts. The mechanics at AA are artists and we owe them a huge debt of gratitude.

On our way back from Fayetteville, Arkansas we stopped in Tulsa and gave some quick tours of the aircraft and one ride flight but I’m afraid that is far less than they deserve.

Hopefully, we’ll be back up in Tulsa and we can offer a ride to everyone who donated their time and talent to get Lil back out on tour. Next time you see Jim Gentry and his team be sure to say thanks. team, thanks Tom Travis Executive Officer

Diamond Lil at AA in Tulsa

Photo by Larry Jeffus

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Maintenance p Report I was fortunate enough to travel with our planes and crews to Wings Over Houston. What a great way to end the tour season and another great example of all the hard work and dedication that goes on behind the scenes making our mission a success! As far as the ppublic knows everything y g went smooth just the way it was planned and we delivered.

I also need to offer my congratulations to Steve Rabroker who passed his B-24 check ride at WOH and is now Lil’s newest Flight Engineer! Please, do the same when you see him. As you read this FIFI’s old #3 engine is already changed and Winter maintenance is in full swing. This process is a huge undertaking d t ki andd scheduled h d l d to t be b finished fi i h d att the th endd off January.

J As A always l there th is i plenty l t off workk to be done in a very short time and any help that can be offered is very appreciated and needed!

This is also a great opportunity and usually the only time you’ll have to see the inner workings of a Superfortress.

Don Obreiter M i t Maintenance Officer Offi

Steve Rabroker, our newest B-24 FE.

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Flight Operations Report p Recap for 2013 & 2014: I’m excited to say that FIFI has flown 172 hours this year and Diamond Lil is about to reach 75. What a great accomplishment to have operated those hours trouble free and with good trained crews. I continually get those outside and inside the CAF commenting on how professional our flight crews conduct themselves during flights. Checklists and standardization have been the keyy to success and our trainingg program p g continues to only improve.

Flight Manuals: The winter months give us a great time for Operations to slow down the pace and assess the year. It seems during the year we continually find ways to improve the operation. A major part of this continual improvement is our flight crew training. This year we have trained more crew members than likely any year past. I can only attribute the success of this to our instructors and their curriculum curriculum.

We will continue to uphold this high level of training by reviewing our flight manuals and training syllabus. We welcome all your comments and suggestions to help make our training manuals and checklists a living document that only get better. Al Benzing and a host of others are working hard this winter to make any necessary updates to the manuals and we will make sure this information is disseminated to the squadron via email updates.

Please know you can always check for the latest squadron documents by visiting our website www.cafb29b24.org and clicking on the “Members Only Tab.” Remember that the password has now changed to a generic password of superfortress. Please don’t hesitate to call me directly if you have any issues. 630-853-9624 B-29 Ground School: Make sure to put February 8 & 9 on your calendar this year. We encourage everyone to come even if your not planning to crew on the aircraft this year. Saturday morning will focus on the CAF AirPower History Tour Operations and what to expect during the season. Saturday afternoon and Sunday morning we will break into our sessions for individualized training. I can can’tt wait to see another great year of training for the squadron.

Tour 2014 Planning Underway: We are excited as the touring committee to announce that Florida will be the location of choice for early 2014. Stay tuned for more information as we target cities for an appearance. The tentative dates are mid-February through the end of March. Plans are also underway to target the West Coast and Pacific Northwest for Summer 2014. How exciting to see the overwhelming response for f cities iti asking ki tto hhave th the CAF Ai AirPower P Hi History t Tour T make k an appearance in their city.

B-24 Headed to Midland: Diamond Lil is headed to Midland for a December 7th event (see right).

The B-24 will be a part of an event sponsored by the CAF Museum to honor the date of Pearl Harbor. She will then be a part of the p y aircraft until sometime mid February. y We are timingg static display this with the maintenance schedule for FIFI. Diamond Lil is scheduled for maintenance upon return from Midland in February.

We will keep you posted on the schedule.

David Oliver Flight Operations Officer

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Training & Safety p Report Beginning in 2014, we will be working on a new squadron safety program (“The B-29/B-24 Squadron Safety Management System”) to help improve our squadron’s safety performance in the years to come.

Our first step will be to establish our Squadron’s safety policy and objectives; next, we will work to manage our risks by identifying hazards in our Squadron operations and taking action to minimize these risks.

We will also monitor the performance of our safety activities by managing changes to make improvements we deem necessary to enhance our safety.

Our program will also include additional safety training and education in our aircraft ground schools, squadron meetings and through other squadron communications as the need arises.

Look for more information in upcoming issues of The Flyer.

REMEMBER, IF THE JOB IS DONE RIGHT, IT IS SAFE! John Flynn Safety Officer

FIFI Lead Scanner, Phil Pardon, in McKinney

Photo by Konley Kelley

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PIO Report I woke up in the middle of the night the other night. When that happens I ttry to t catch t h up on my podcasts d t – That night I listened to Matt Jolley’s recent interview with AIR BOSS Ralph Royce on Warbird Radio. Here’s the link: http://www.warbirdradio.com/2013/11/air-boss-ralph-royce-old-school-caf-stories-warbird-radio-live-ep523/

In the interview they talk about the CAF AirSho in Harlingen during the 80s and the magic of that atmosphere – back in the early days of the warbird preservation movement when fuel was cheap and the O Club was full of real World War II Veterans swapping stories. I have listened with fascination to many stories about the CAF during that time from long time members – and oh, how I wish we would record them.

The CAF is a different organization today in many ways. The most significant reasons for that difference are clear. The monumental amount of money required to acquire, maintain and fly these airplanes, along with increasing government involvement in how we operate them, has certainly made our job more difficult.

Every organization has to adapt and change with the times or become obsolete. But I think, in spite of the changes, we have remained true to the mission. As I travel around the country with the AirPower Tour, I watch atch people line up p to see the airplanes at every e er stop. stop So often I hear them say sa their parents brought bro ght them to see FIFI when they were kids. And here they are, as parents, bringing their children out to see the airplanes. It is imperative to our mission and to our survival as an organization that we continue to provide a positive, fun and educational experience for these families. Our job as CAF members is to continue to deliver the message of the Greatest Generation to future generations.

But then – there is this whole other side to what we do. My friends give me a hard time because I come home from my travels not with photos of airplanes – but photos of the people who come with us and the people we meet. I love the camaraderie and believe it is essential to our mission. I think the CAF was successful initially because it was an exclusive organization (exclusive in that it limited the number of members) and because there was a social element – camaraderie among members and among the warbird community. While we no longer limit the number of members, we are still exclusive for a number of reasons – the price of a membership being one (and one I agree with). And I also believe that most of us truly enjoy (prefer in many cases) the company of our fellow Colonels.

So, I’m sharing some photos of fun times we had along the way the past two years. Most of these are Steve Schapiro’s, some are mine; many are shots by other members who posted them on our Squadron Facebook page. Forgive me if I don’t give you credit here – but I thank you so much for sharing the images with us.

It was a great year – we learned a lot, we accomplished our mission, and most importantly, we increased and enhanced our circle of friends. friends I love that. that Kim Pardon PIO

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Financial Report The year has been a terrific success for the Squadron and the CAF AirPower History Tour.

Tour As we have progressed over the last few years, years our methods of touring have evolved. Today we travel with an ensemble of aircraft that can attract a larger audience to our tour stops. Greater variety adds interest, movement and life to the exhibits. This also translates into larger gate receipts.

The B-29 flew 121 ride flights in 2013. This is down from 136 the previous year year. This decrease was by design design. The Squadron made a decision to try and fly a little less (less wear and tear) and emphasize the gate more. The total number of riders for 2013 was 1,099, as compared to 1,175 the previous year. Our average ride occupancy rose from 8.6 riders per flight in 2012 to just over 9 in 2013. This makes a huge difference over the course of a year by adding to our margin by flying less.

The B B-24 24 returned to touring in mid mid-2013 2013. She launched with the AirPower Tour for Summer Tour B and made a number of stops. Ride flights for the year totaled 22. The economics of the B-24 are substantially different than the B-29. We don’t do near as well on a gross margin basis with the B-24. So we are looking to the future to find a sweet spot between the number of ride flights and other sources of income for Diamond Lil. The Squadron leased a T-6 in 2013. The FAA wants us to make changes in the Lease before they will allow us to conduct ride flights. That will get done over the winter and we expect the T-6 will be traveling with the Tour as much as possible in 2014 2014.

As of Nov 12, 2013 we have the following funds in our accounts:

As many of you remember, this balance is far greater than just a few years ago. Many thanks go to a number of volunteers and workers who have taken the planes out on tour day after day. Our business model is working. This success is allowing us to keep the planes flying and telling the story. Thanks to all who participate and contribute.

Special thanks go to three very special people who help in the Finance Department. Phil Pardon has added immeasurably to our accounting process. He travels a great deal with the Tour and takes extra care to help measure andd keep k t k off funds. track f d Mary M R Torcoletti Roz T l tti has h been b a big bi help h l using i her h CPA to t keep k us straight. t i ht Cindy Ci d Kirby Ki b joined the staff on a part time basis recently. She is adding a great deal to our team in helping to pay bills and keep our books straight. Thanks to all.

Gerald Officer Finance Officer

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The year 2014 marks FIFI’s 40th year of flying with the CAF. To celebrate we have produced the SUPERFORTRESS 2014 collector’s calendar to honor FIFI and the men and women who keep her flying. We p e sed to o se send d you one o e of o these ese ggreat e calendars c e d s ass our ou thankss for o your you donation do o too FIFI.. aree pleased But her continued flight is at risk . . .

The exhaust system on the plane is original equipment manufactured in the 1940s. It is becoming old and needs replacement. Without a new system she can’t continue to fly. . .

Our goal for this year is to raise $75 $75,000 000 to replace the exhaust system system. Now we know an exhaust system is not a fancy thing that gathers lots of imagination. But it is VITAL to her ability to fly. So please help us.

SUPERFORTRESS 2014 CALENDAR The SUPERFORTRESS 2014 calendar is unique and fabulous. It is large with vibrant colors showing FIFI flying over our great country. country You will be proud to display this calendar on your wall, or keep it as a collector’s item.

There are 12 fabulous, full color pictures of FIFI and her friends. Plus there are a number of historic photos of B-29s. The overall size is 14 x 20 (it is huge). huge) Included on the inside cover are historic pictures of FIFI and the story of her recovery and return to flight.

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Here’s the best part… This calendar is limited to 1,000 editions ensuring it is a collector’s item for years to come. And it is signed by five Squadron leaders who help keep FIFI flying. They are: Neils Agather – Son of the original FIFI (Josephine “FIFI” Agather, namesake of the CAF B-29) and current B-29 / B-24 Squadron Commander Lt. Charles Chauncey – 35 mission pilot of the B-29 Goin’ Jessie from WWII and a current Squadron member Scott Slocum – Internationally known aviation photographer who took the color panel photos of FIFI in the calendar David Oliver – Squadron Operations Office and the current B-29 Instructor Pilot Ri k Garvis Rick G i – Squadron Sq adron Senior Crew Cre Chief on FIFI Your $50 donation ensures you will receive one of the limited edition calendars with all five signatures. But please act fast as we have only have printed 1,000.

When those are gone, that’s it. . .

Special S i l Offer Off for f Serious S i Aviation A i ti Historians Hi t i We have obtained a very limited supply of these calendars that are signed by Theodore “Dutch” Van Kirk. Dutch was the navigator on the B-29 Enola Gay that bombed Hiroshima. He is the only remaining crew member from that plane’s fateful mission. Paul Tibbets IV, grandson of the Enola Gay pilot, will also be signing these calendars.

Your donation of $500 ensures you will receive this special collector’s calendar with Van Kirk and Tibbets’ g Onlyy 29 are available so please p order soon. signatures.

Make A Memorial We are also offering several options for creating a living memorial for your loved ones.

For your donation of $1,500 we will emboss your name, or the name of your loved one on the back right bomb bay of FIFI in half inch letters. You will also get a special calendar signed by Van Kirk, Tibbets and the five Squadron leaders.

For your $5,000 $5 000 donation we will emboss your name or the name of your loved one on the front right bomb bay in one inch letters. You will get a special calendar signed by Van Kirk, Tibbets and the five Squadron leaders. In addition, you will be given a certificate good for a ride in FIFI in the front cockpit section with the pilots.

All donors will also receive a certificate for free admission for a family of four to all CAF AirPower History Tour events. Check our web site for schedule locations, dates and times. . . www.AirPowerTour.org.

Donate Now S please So l h l us today help d to keep k FIFI flying fl i by b going i to https://www.formstack.com/forms/caf-2014_calendar. h // f k /f / f 2014 l d Your tax deductible donation is much appreciated. . . and you’ll get a copy of this fabulous SUPERFORTRESS 2014 limited edition calendar.

The Calendar makes a great Christmas gift so get several and pass them to your loved ones and friends. Each one helps us keep FIFI flying.

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B-24 Go Team Report Diamond Lil participated in Wings Over Houston Oct 25-27, along with FIFI and the Bucket of Bolts, to wrap up the tour season. Lil then flew to McKinney for Cavanaugh's event over Veteran's Day weekend.

On Dec 6th, Lil will be flown to Midland, to participate in the December 7th program and perhaps some g Duringg the remainder of December,, all of Januaryy and part p of February, y, Diamond Lil is ride flights. scheduled to remain in Midland. The Museum is planning to perform aircraft tours during this time and we hope to also do some ride flights as we prepare to fly back to Addison about Feb 17th.

The plan is for Alex Mena and his production team to be filmingg with Lil on Feb 18-21 for Crew713 (www.crew713.com).

On Saturday, Feb 22nd, Lil will be doing ride flights at Cavanaugh for the NWOC N i l Warbird National W bi d Operator O Conference.

It will be late February when Lil goes into Winter maintenance, after FIFI heads to Florida on the first tour of 2014. There are some cleanup items and improvements to be done to have everything in shape for next season. This will be an opportunity for local members to spend quality time at the hangar with Lil. Updates to Checklists and the Flight Manual are underway. Your input and review of drafts will be very helpful. We are targeting March 1st for publication. B-24 Ground School is currently planned for Saturday, April 19th. This is a tentative date, but is provided to give you an idea of the timing. Lil should be ready to fly near this date, and allow us to look at some local events in Spring.

Touring for 2014 will be different than 2013.

2013 FIFI is doing Florida early early, then heading to the West and Northwest. Lil will be touring Northeast and Midwest. Reading, PA, June 6 - 8 is planned for Lil, since she has missed the last several promised appearances. Hamilton, ON in Canada is another likely destination. From there plans are less defined, but include the possibility of stops in Dayton, Willow Run, Carbondale and perhaps Oshkosh. Later in the season there may be opportunities of all of our aircraft to tour together.

Thanks to all who work to Keep' m Flying, Al Benzing B-24 Go Team Leader

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www.KeepDiamondLILFlying.org.

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Member News November, 2013 Happy Thanksgiving!

Mark your Calendars

B-29 B 29 Ground School February 8-9, 2014 Addison, Texas Membership If you hhave any membership b hi questions, ti please contact Debbie King at: squadadjutant@gmail.com

Come touch all kinds of oily parts with Rick, Don, Ben and the CAF B-29/B-24 maintenance team. Winter maintenance on FIFI is underway during the week and on Saturdays. Your help is very much appreciated!

Dues and new member applications can be mailed to: Debbie D bbi Ki King 13562 Braemar Drive Dallas, Texas 75234 B29/B24 Squadron Adjutant 469-688-1709 REMINDER: Squadron q staff elections will be held at the general membership meeting on November 16. The nominees include: Adjutant Safety Officer Maintenance Officer

Debbie King (incumbent) John Flynn (incumbent) Don Obreiter (incumbent)

Floor nominees are also permitted. Voting will be by show of hands at the meeting. Absentee ballots are available for those unable to attend. To request an absentee ballot please email: squadadjutant@gmail.com

B-29 / B-24 Squadron PX http://www.b24b29px.org Find us on

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SQUADRON CHILI COOK--OFF! COOK DON’T MISS IT! November General Membership Meeting November 16, 2013 Noon We know everyone in Texas has a winning chili recipe. Saturday, November 16th at our General Membership meeting, you will be tasting the best chili in the Lone Star State. Chili will be judged along the following criteria.

•Color – Is the chili bright? Colorful? Does it look appetizing?

•Aroma – Does it smell good? Does one sniff water your eyes?

•Consistency – Is the meat-to-sauce ratio okay? Too runny? Too thick?

•Taste – How is the flavor? Do the flavors blend well? Does the first bite make you want another bite or does it make you want to dash to the fire bottle?

•Lingering Aftertaste – Does the chili leave a pleasant spicy bite that stays on your tongue after yyou swallow it? (Now, ( , imagine g that aftertaste 12 hours from now.))

We will also have a few “not so official” categories: •Most creative ingredients.

•Spiciest.

•Best looking. (Best looking chili – not best looking contestant.)

Chili contestants are: Steve and Toni Rabroker Konley and Whitney Kelley Paul Torcoletti Al and Linda Benzing Phil Pardon Neils Agather Christina Oliver So who has the best chili? Come and find out. There will be prizes!

We still need desserts. Bring your sugar and sweets! See ya Saturday!

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Feature Story

“The B-29 Computers of WWII WWII”

By Alex Green In the October Flyer’s feature story “Using Physics to Win a War” Amanda Milligan summarized my WWII work at Caltech on a shock wave gunnery scoring system that in 1944 indirectly led to my assignment to the XX Bomber C Command d in i the h China Chi Burma B India I di (CBI) theater h as an Operations O i AnalystA l G Gunnery E Expert. My M assignment i was to assess the performance of the B-29 gunnery system in the initial XX BC missions in the CBI. After completing that task a Navy officer with the secret Sino-American Cooperative Organization (SACO) asked us to improve the identifications of Japanese warships made by our B-29 crews in their over water flights. I developed a slide rule computer that used angle measurements made with the gun site and its yolk for calculating the length of a sighted Japanese warship. Unexpectedly on our first test mission in March 1945 we found the long missing Japanese Fleet anchored, out of oil, in Kure Anchorage and Hiroshima Bay. Our Hornet and Wasp carrier planes soon sank more of these warships than the Japanese sank at Pearl Harbor.

When I was next transferred to the XXI Bomber Command on Guam word of my design of a slide rule computer preceded me and I soon received many requests for computers to solve other combat problems. While these problems were more complicated fortunately I was able to develop an easily fabricated adaptation of my XX BC computer that could handle them.

The Flight Engineer (FE) original problem was to adjust the fuel flow settings to maximize the B-29’s miles per gallon (mpg) as determined by extensive tests with a specially instrumented B-29 during flights made in the Marianna area. That data was assembled in a two inch thick book of 8 inch by 10 inch graphs.

Previously the FE drew from the book for inputs to calculations mostly made with a standard engineering slide rule.

My FE slide rule computer had all the book’s data plotted onto 4 inch by 15 inch charts with the logarithmic graphs and scales needed to carry out the mpg calculations. Figure 1 shows the B-29 combat team during the over-water parts of a mission to Japan from our Marianna bases. While our computer simplified the FE’s tasks he still had to use his hands to adjust the fuel flow to the 4 B-29 engines, so we gave him an extra set of arms and hands for our computer.

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Figure 2 shows some details of the Flight Engineers (FE) Computer. The top figure shows the basic sheet metal frame that holds and guides the glazed plastic slider with a hairline that is used with pencil marks (erasable) for the calculations. Under the slider is a transparent plastic cover t hold to h ld andd protect t t the th computing ti chart h t installed i t ll d under d it for the special application (App!). The charts/App shown with the metal frame is for calculating 4 engine fuel consumption. The middle figure shows a 3 engine App to be inserted under the plastic cover when one engine is lost. The lower figure is an App used in a back side frame that gives 6 optimum cruise control settings for the B-29’s momentary weight i h andd altitude l i d when h the h B-29 29 is i not in i a combat situation. The FE computer was still challenging with 6 variables (dimensions) whereas Einstein’s Relativity used only 4 : 3 for space and 1 for time.

After initiating the FE computer project we received many other requests for combat computers .To expedite them the requesting officers, contributed 2 bottles of their monthly liquor allowance for the “spiritual comfort” of the enlisted men on our computer team, who did not have a liquor allowance. These were mainly members of the 949th Topographical Company, who did the calculations, drafting and App reproductions and the Harmon Field sheet metal shop craftsmen. Somehow our computer service enjoyed a de-facto priority second only to the production of mission maps and the sheet metal repair of combat damaged B-29’s.

Figure 3 shows ten of some 30 apps that our team produced along with over 1000 sheet metal computer frames in the last 5 months of the war. Each App has a tiny AG designer marker. The left set (from top to bottom) show the Apps: 1) to calculate the planes and bombs needed to destroy a target city with a known roof area 2) to give the offset settings for the Norden bomb sight for a 500 lb bomb when the target is obscured but a nearby aiming point is visible 3) for offset bombing with a 4000 lb bomb 4) for locating the impact point of a 500 lb bomb from its picture in relation to the ground taken some 5 seconds after release 5) for locating the impact point of a 4000 lb bomb.

With the right hand set the Apps are: 6) to determine good radar references and targets. p off a B-29 in a sharp p turn ((requested q byy the 509th group) g p) 7)) to calculate the time and displacement 8) for offset bombing with Pumpkin, a 5 ton chemical blockbuster used by the 509th group 9) for bomb plotting when using the Pumpkin.

With their large radii of destruction Apps 8 and 9 could also be used with Little Boy and Fat Man. App 10 was requested by Dr. William Shockley, postwar inventor of the transistor, when he came to Guam to advise a SHORAN project team preparing for the B-29 support bombing of the invasion of Japan. Soon after undertaking the Shoran computer problem I joined that team as a primary calculator. However, the war ended a week after the second nuclear l bomb b b was dropped d d andd some 10 weeks k before b f our planned l d invasion i i off Kyushu.

K h More detailed descriptions of our B-29 Computers and Apps are given in the following references and links: Green, A. An Operations Analyst with the 21st Bomber Command," Alex Green Festschrift, A. Deepak and R.Stolarski, Ed., A. Deepak Pub. Co.,Hampton, VA, Chapter 1, 1994.

Green, A., Operation Analysis and the 20th Air Force Slide Rules of WW II, Journal of the Oughtred Society, 9:1, 2000. http://physicstoday.org/resource/1/phtoad/v54/i8/p40_s1?bypassSSO=1 http://www2.mae.ufl.edu/sliderule/pages/home.html

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Feature

“Mission to Marcus: Thanksgiving in May May”

By Omer C. Kemp 1 Copyright © 2013 KEI All Rights Reserved

In late March, we invaded Okinawa. It was supposed to be secure by mid-April—it wasn’t—but when it was secure our bomb group, the 494th, would move from Angaur Island in the Palaus to a new airdrome to be built at Yontan, just 300 miles from the Japanese homeland. homeland While we waited, two dozen B-24 “Liberator” crews, mine among them, were sent on detached service to Depot Field on Guam to mop-up by-passed islands in the Carolines and Marianas.

From Guam we struck Truk atoll twice with a perfect score—accurate hits and no flak holes—and were ready for Marcus, Marcus a tiny island farther from land than any other island in the Pacific—almost one thousand miles north of Guam. It was hardly bigger than the chevronshaped air field on it, and if you could find it, it made a very satisfying target.

But finding it was a problem.

Our planes did not have radar and since there was no LORAN signal coming from Marcus (the Japanese didn’t want us to find it either), we had to rely on celestial navigation, risky because even the tiniest error over 1,000 miles could mean missing the target by fifty miles. But Fred Sperling was our navigator and we were nott worried. i d We should have been, though what happened that day was no fault of Fred’s.

Marcus island

But finding Marcus was just the first problem. Once found, we would face what were reported to be the most accurate flak batteries in the entire Pacific. Some of Japan’s best gunners must have been stuck out there on that lonely coral triangle with nothing to do but shoot B B-24s 24s out of the sky. sky And they had done it more than once. once Our element of five (out of a formation of sixteen) left Guam at 7:00 A.M. (Six were scheduled but one had problems with his #3 engine and aborted.)

About two hours into the flight, huge storm clouds rose before us. Thirteen planes went into the storm but Altman, our element leader, decided to go around. I wasn’t happy about skirting the storm, which would cost precious time and fuel, but in the Air Force you follow the leader. “We’re right behind you,” I said and eased Rover Boy’s Baby into a gentle right bank bank.

As we rounded the storm, which towered over us like immense breaking waves, we scanned the air for our formation and the ocean for Marcus. We saw neither. In addition, we’d lost the other three planes in our element and couldn’t raise them on the radio.

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Dead reckoning indicated we were about fifteen minutes out. We should be seeing the island by now but it was nowhere in sight. Just then Altman radioed, saying his navigator’s sextant had gone out and asked if Fred could get a fix on where we were.

While Fred searched for a patch of blue in the clouds above us for a sighting, I banked gently, starting a “square search,” a kind of widening spiral where each revolution is five miles bigger than the previous one, searching for Marcus. But there were just as many clouds below us as above. It was starting to look hopeless when the interphone crackled. “Captain,” said Fred, anger heating his words. “We’re t twenty t miles il westt off the th target.” t t” I asked engineer Juan Gutierrez how we looked for fuel. “Not good,” he said. “We used up a lot going around the storm.”

“How much left?” I persisted.

“Less than a third.”

“And And we’re we re not even to the target! target!” someone said. said “Quiet!” I said, trying unsuccessfully to keep my voice flat and calm. “We’re almost there. Bombing stations.”

I relayed the information to Altman and we both turned eastward. Within minutes we were socked in again and Altman’s plane, which had been off my left wing, had disappeared in the clouds.

As we approached the target, I silently calculated our odds of getting home and when I glanced over at my co-pilot “Ol ” Olson, “Oly” Olson I saw sa his face change from concern to alarm. alarm He’d read my m thoughts tho ghts in my m eyes. e es “Lose the bombs, bombs lose two tons,” I said, turning and staring straight ahead.

“Ton and a half,” said Oly, leaning the engines slightly.

I rested my hand on the bomb bay door lever, ready to salvo our bombs and go home, when Jack Berger, our bombardier, said, “I see it.”

“Where?” I asked. We were enveloped in clouds; I couldn’t see a thing out my window.

“I ’ gone now,”” said “It’s id Jack.

J k “Socked “S k d in i again.” i ” “Well,” I said. “Give it your best guess.”

“Guessing,” said Jack, and suddenly our aircraft shot upward, released from our heavy bomb load.

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Suddenly Altman’s plane filled my left window, so close I could see the startled expression his co-pilot’s face. I hauled the yoke back and to the right and we narrowly avoided a midair collision. In another second he was gone, hidden again by the clouds.

“Holy cow!” said Oly. Let s get out of here, here ” I said, said and put the plane into a steep right bank bank. I was about to ask Fred for a vector when “Let’s his voice came over the interphone: “Bearing one eight zero, distance niner seven zero miles, skipper. Let’s go home.”

“Okay, boys,” I said, “Let’s lighten this bird.”

Out went the ammo, the waist guns, and the oxygen tanks. If we could have pried off the belly turret, it would have gone too. Each pound we dropped gave us another minute, but we soon ran out of things to drop out the bomb bay d doors.

I cautioned ti d th the men tto nott throw th the th life lif rafts ft overboard. b d Someone S llaughed h d but b t I wasn’t ’t joking. j ki I raised the nose to a near stalling speed of 135 mph; cruise is around 160. After a long stretch, we emerged from the clouds. There were no other planes anywhere. The sun was setting in the west. Oly and I took our headsets off started talking quietly to each other. Should we bail out and hope we’d be found or risk a night ditching?

I told Cal Morrow, our radio operator, to contact the Navy and give them the scoop. There must be Navy ships down there somewhere. He got a hold of them and the Navy said they’d track us and send up a Dumbo if we had to ditch.

I did not want to ditch; I’d heard too many horror stories about rough seas and cartwheeling airplanes, killing everyone on board. No, we would hazard it to Saipan, which would shave an hour from our flight back to Guam. If we made it that far.

I again asked Gutierrez about our fuel situation. “The sight gauges are just as inaccurate now as they were five minutes ago, sir,” he said, “They show twenty five for each engine.”

A B-24 burns 100 gallons an hour. Didn’t Fred say we were still 200 miles out?

“Anything else we can throw out?” I asked.

“How about Trasatti?” said someone.

“Hey!” said our tail gunner.

The sun had set and Oly and I dimmed the instrument panel and peered into the darkness. With no moon, we could not tell where the sea ended and the sky began. Occasionally we’d see a light on the ocean but it would turn out to be a fishing boat or our imagination.

Finally, we saw a string of lights on the horizon that had to be Saipan. (Like I said, we trusted Fred.)

If oxygen were fuel, we wouldn’t have used an ounce those last fifteen minutes—everyone held their breath.

Morrow contacted the Saipan tower, saying casually, “We’re kind of low on fuel, so don’t let anybody jump in line in front of us.”

That drew nervous laughter from the crew.

I lined up a straight-in approach and heaved a sigh of relief as we passed over the fluorescent surf just fifty feet below us. When our wheels hit the coral runway with that familiar nails-on-chalkboard screech, everyone breathed again. I taxied to the apron and braked to a stop. Oly cut the engines. Soon we were enveloped in darkness and silence. I shivered, a bead of sweat trickling slowly down my spine.

Then we heard sirens and in a minute we were surrounded by fire trucks and emergency vehicles, followed by a lumbering fuel truck. We got out of the plane, its aluminum skin reflecting the truck headlights. I flexed my knees, feeling the firmness of the taxiway under my feet. Yes, we were alive.

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Suddenly everyone was lighting up and the fuel crew was shooing the smokers away from the plane. As we stood in the darkness watching them fuel Rover Boy’s Baby, the same unspoken question was on everyone’s mind.

When they finally coiled the black ribbed hose onto the rear of the truck, the fuel boss walked toward me, filling out a form on his clipboard. “Didn’t know they held that much,” he said, handing me the receipt and giving me a you-are-one-lucky-son-of-a-gun look. look “Three thousand two hundred nineteen gallons,” said Oly, reading over my shoulder. “Oh my Lord.”

“Just twenty five left,” whistled Gutierrez.

I smiled. “That’s fifteen minutes’ worth. You call that close?”

Nine guys glared at me.

Back on Angaur, Angaur they they’dd given us up for dead but when we radioed that we we’dd made it to Saipan safely, safely they planned a warm welcome for us. When we returned to our base on Angaur a few days later, three thousand men lined the runway, cheering and saluting us.

Crew 23A and Rover Boy’s Baby had made it home.

Crew 23A “Rover Boy’s Baby” Back row, L to R: Omer C. Kemp (pilot), Norman Olson (co-pilot), Fred Sperling (navigator), Jack Berger (bombardier) Front row, L to R: Joe Trasatti (tail gunner), Juan Gutierrez (engineer), Lloyd Nygren (gunner), Charles Yetter (gunner), Eugene Vaughan (gunner), Calvin Morrow (radio/gunner)

[1] In 1945, 1945 Omer “O O.C. C ” Kemp was a 21 21-year year old B B-24 24 commander in the 865th BS of the 494th BG of the 7th AAF. This is his first person account written after the war in a college English class and edited by his son, Kenny Kemp, and included in Flying with the Flak Pak: A Pacific War Scrapbook (Alta Films Press, 2013). For more information, go to www.flyingwiththeflakpak.com.

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Feature

“Sons of Crew 86” Two men whose fathers flew as p pilot and navigator g on the same B-29 meet for the first time for a flight on FIFI

By Angie Whitney

October 4, 2013 marked the first time in nearly 70 years that a Doris and a Turcotte flew in the cockpit of a B-29. This time it was John Doris, son of Edward Doris Jr., a B-29 navigator, and Mark Turcotte, son of Wilfred Turcotte, a B-29 pilot.

John and Mark’s Dads few together for 35 missions as part of the 875th Bomb Squadron, 498th Bomb Group, 73rd Bombardment Wing (Very Heavy), Isley Field Field, Saipan Saipan. They and their fellow crew members were designated Flight Crew No. 86.

Jump to the past….

John Doris and Mark Turcotte aboard FIFI

Photo by Kevin Hong

This story started when the Japanese bombed Pearl Harbor. Edward Doris Jr. was an engineer for AT&T Western Electric when the war began. g He took a leave of absence from AT&T and enlisted in the Armyy Air Corp. p He went nd st in as a 2 Lt. and was later promoted to 1 Lt. He was trained to be a navigator and bombardier and was stationed on Saipan to serve aboard B29s.

Edward Doris and Sid Blinder are the only crewmen who served with Wilfred Turcotte for all 35 missions. Turcotte was nicknamed the “Hard Luck Commander”. As the two sons worked together tracing the footsteps of their fathers, they uncovered movement orders and began to understand the nickname. The original aircraft serial number was assigned from the Martin Bomber Plant in Omaha. When they took delivery of the aircraft, they discovered it had serious control issues. Boeing reps met them at the point of debarkation, Mather Field, CA to work on control issues. The aircraft was difficult to fly and these control issues were not able to be fixed. So, they went on to Saipan, picked up their remaining crew, trained, then began their missions.

The crew and their plane experienced several aborted missions due to engine problems. Then, on Dec. 14, 1944, on one of their first missions, they flew to Nagoya. Below is their log book entry and a picture of the crash site.

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They were assigned another plane , christened her Lady Eve and continued to fly. On the return from another mission, the #2 engine prop governor failed. The aircraft encountered a runaway prop event and a blade sliced through the fuselage at 1st Lt. Ed Doris’ navigator’s station. Lt. Doris was not at his station as he was in the astrodome with his sextant calculating their position. Upon return to Saipan, Lady Eve (T Square 48) went to depot repair at Guam Guam.

Lady Eve original nose art

The crew was assigned to a new plane (T Square 43). It had no nose art, so 1stLt. Ed Doris personally drew the design for this new art. It was painted and they surprised Turcotte. The nose art was based on Turcotte’ss wife, Eve. Turcotte was not Turcotte pleased that the painting was naked, so he had them paint some clothing on her. This is how Lady Eve II was born!

Their B-29 was attacked and damaged on another mission. They had to land on Iwo Jima or ditch. It was D-Day+8 y when theyy th landed - the 6 B-29 to land on Iwo Jima. Turcotte sent all but the co-pilot and navigator back to Saipan. They waited for 3 days surviving nightly Japanese mortar attacks while waiting for a side blister to be replaced and the rest of the damage to be repaired. These three men attempted to take the plane back to Saipan, this time the nose gear collapsed on takeoff roll. The constant enemy mortar damage to the runway made it difficult for the Seabees to keep up up. They had to stay several more days waiting for the landing gear to be repaired. repaired After the Iwo Jima incident the crew finally fell into a groove and they increased their mission count without major incident. Turcotte’s nickname, the “Hard Luck Commander” was d dropped… d Edward Doris Jr. left the Army Air Corps after the war. Wilfred Turcotte stayed on until June, 1971 (30 years).

Mark Turcotte (Wilfred Turcotte’s son) went into the military. He continued the h family f il history hi in i the h B-29.

29 Markk nd was commissioned as a 2 Lt. at the nose of an airpark B-29 at Pease AFB, NH. The aircraft was a backup for Col. Tibbets on his Hiroshima mission.

Years later, when promoted to Major, he was able to arrange the ceremony to be at the nose of a B-29 in the Century of Flight Hanger at Robins AFB Museum of Aviation.

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Back to the present….

Mark Turcotte started a company, www.imperialpenworks.com and on his website he dedicated a page to the story of the B-29 “Lady Eve.” About 4 years ago, John Doris, who has worked at AT&T for the past 28 years just as his father did, was searching the Web to see it there was any information about the B-29 nose art his father had painted on his plane during WWII. The plane was called Lady Eve II and he found it on Mark’s website. John sent him an email and told him he was the son of the man who had painted the nose art using a photograph of the pilot’s wife as inspiration. John knew his Dad had been asked to paint clothes over the original naked version of Lady Eve. It was Mark Turcotte’s Dad who made the request. Eve (Evelyn) was Wilfred Turcotte’s wife.

Throughout the years, John Doris and Mark Turcotte shared pictures, maps, articles, stories, and have become friends. They have been able to piece together many years of their father’s lives. When John Doris announced he was going to fly on FIFI, Mark Turcotte asked if he could join him. It was going to be the first time they would meet in person.

They flew together aboard FIFI on October 4, 2013 at the CAF AirPower EXPO in McKinney, TX (suburb of Dallas). John Doris came from New Jersey and sat in his Father’s Navigator seat and Mark Turcotte came from Georgia g and sat in the Radio Operator’s p seat.

They have shared pictures with each other from their flight on FIFI and now have a greater understanding of what their Dads experienced as B-29 crewmates in WWII. The CAF B-29/B-24 Squadron was thrilled to be able to provide them this opportunity.

Kevin Hong, CAF photographer was able to photograph the event.

Turcotte

Doris

Mark Turcotte and John Doris with the B-29 crew.

Photo by Kevin Hong

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Editor’s Corner “History of Veterans Day” November 11th marked Veterans Day. Some of you may know the history of the Federal holiday. I decided to find out for myself.

World War I, known as the “Great War” officially ended on June 28, 1919. However, fighting had ceased seven months earlier with an armistice – cessation of hostilities. This date, November 11, was regarded as the end of the “war to end all wars.”

Congress passed a resolution on June 24, 1926 recognizing the end of WWI as November 11 and in 1938, November 11 was declared a legal holiday to be known as “Armistice Day.” Following WWII and the Korean War, War Congress amended the act on June 1, 1954 to no longer be just in remembrance of WWI but veterans of all wars. “Armistice Day” was replaced by “Veterans Day.” Three years after the conclusion of WWI, the Tomb of the Unknowns or Tomb of the Unknown Soldier in Arlington National Cemetery was dedicated with a ceremony presided over by President Warren G. Harding on what is now called Veterans Day. Day This ceremony is repeated each year by the current U.S. U S President.

President

Please Contribute your Favorite Member Pictures from 2013!

Don’t forget to send me your favorite pictures from 2013 for our annual “Year in Review” in the December 2013 issue of THE FLYER. I’d love a good mix of airplane i l andd people l shots. h t Send S d your pictures to me by November 30 for Sample submission in the newsletter. of 2012 konartist@verizon.net entries

THE FLYER WANTS YOU! You are welcome to contribute a story, photographs and artwork for this decades-old newsletter. If you are a veteran, please tell us your story. Squadron members continually meet veterans at the hangar, on tour and in everyday life – let us know their stories. We’re also looking for contributors for “This Month in History” and news spotlighting our aircraft and members.

Thank you and “Keep ‘em Flying!”

Konley Kelley THE FLYER editor konartist@verizon.net

3D rendering of a P-51D Mustang flown by Major James Tapp, 78thh FS/15thh FG. Major Tapp shot down 8 Japanese aircraft on VLR (Very Long Range) escort missions over Japan and was awarded the DSC for his actions.

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B 29 / B-24 B-29 B 24 Squadron Addison Airport 4730 George Haddaway Drive Addison, Texas 75001 www.cafb29b24.org 972-387-2924 (Hangar) 432-413-4100 (Ride Desk) 28