4th Bomb Wing (Prov) Instructions

Home

4th CBW Instructions (16 December 1944).

15-1, 15 December 1944. Blank forms and reports: Flash reports.

  1. After every operational mission, each Group Leader is required to make a telephone report to this Headquarters giving a brief summary of the events of the mission. This report is used to get an immediate interpretation of the execution of the mission. It is immediately forwarded to the higher Headquarters for their information.
  2. This telephone report is required of the Group Leaders only, however, Squadron Leaders, Lead Bombardiers, Lead Navigators, Mickey Operators, and formation control officers should be present during this report in order to give any information that may be omitted by the Group Leader .
  3. The attached form is used by the Wing Controller in taking this report and should be used as a guide by the Group Leaders when telephoning in this report.

15-2 Mission critique summary.

  1. In addition to the Group Leaders Flash telephone report. Each Group will submit to this Headquarters a summary of the mission critique – Illegible - .
  2. The following plan will be used in the preparation of this report.
    1. Navigation: Under this heading, any unusual happenings or – Illegible - on the following subjects will be pointed out:
      1. Assemblies (Group, Wing, and Division).
      2. Route In.
  • From IP to target.
  1. From target to RP.
  2. Route out.
  1. Formation: Under this heading will be any comments on Group, Wing and Division formation.
  2. Bombing results.
  3. Operation of PFF equipment.
  5. Other difficulties.
  6. Suggestions or recommendations.
  1. This report will be transmitted to this Headquarters by TWX or by special - illegible - to arrive not later than 2400 hours on the day of the mission.

55-1-1, 13 December 1944. Operations, General: Squadron and Group Leaders.

This instruction supersedes 4th Combat Wing instruction No. 55-1-1, dated 15th of August 1944, which will be removed from files and destroyed.

In this theater of operations, heavy bombardment is synonymous with large formations. Every phase of a mission has to be planned in order that these large formations can function as a unit. To achieve this coordination, control times must be made good at the exact points and altitudes. Routes and times must be followed exactly to Bomber assemblies and fight around devious, and the effects of predicted weather and enemy opposition must be carefully calculated. The ability to meet all contingencies required careful planning in advance and thorough knowledge of every phase of the mission. Presented below is an outline of the duties of a Squadron or Group Leader , in preparation for a mission and during its execution.

  1. Prior to briefing.
    1. The Leader will know thoroughly the 3rd Bomb Division technical doctrine and the 55 series of the 4th CBW instructions in order to be thoroughly familiar with communication procedures, flare signals and procedures at IP and rally point.
    2. He will study the target thoroughly and be familiar with location and route, secondaries, last resort, and suitable alternates.
    3. Consult station weather office and receive a detailed weather briefing with suggested outs:
    4. Study the complete Field Order and annexes, paying special attention to the following:
      1. Combat Wing and Division assemblies: times, altitudes, and courses.
      2. Procedure at IP and rally point.
  • Special instructions in Field Orders, particularly instructions at variance with standard practice.
  1. Analysis of enemy opposition, flak and Fighters.
  1. Contact Leaders of other Squadrons and Groups in the Combat Wing if necessary, to come to an understanding concerning Combat Wing and Division assemblies.
  1. Take-off and climb:
    1. The time schedule provided the Leaders by operations will be adhered to. This schedule will be so set up that altitude will be reached prior to the time specified in the Field Order. This is necessary since the rear aircraft may struggle and fall behind. By reaching altitude early and levelling off, the Leader can maneuver the Group into the proper formation prior to Wing assembly.
  2. Group assembly:
    1. Leaders will have a thorough understanding of the Buncher assemblies as described in 4th Bomb Wing Provisional instructions No. 55-1-5.
  3. Division Assembly:
    1. The key to a successful assembly is for the Groups to arrive at control points at the proper altitudes and time, and from the proper direction. If the Lead Group is ahead of schedule, the Leaders should “S”. The flight plan is made with a margin of safety, so that the Lead Group should never be behind the time schedule. However, if the Leader is behind schedule, it is better to cut some of the turns rather than increase the airspeed and consequently spread the formation.
    2. Aids in assembly: the Task Force Leader should use the following aids for Combat Wing assembly, remembering that they are only aids and at the correct times, altitudes and courses are the important means to good assembly:
      1. Recognition flares.
      2. M-26 flares from the Task Force Leaders aircraft.
  • Bomber to Bomber radio communication.
  1. Wings must be in good formation before reaching the Division Assembly Line in order that Groups from one Combat Wing will not interfere with another Combat Wing.
  2. The command Pilot must immediately notify the navigator of any deviation from the briefed plan so that the navigator will know what is going on and can plan his work accordingly. This includes S’ing or flying any heading except the one designated by the navigator.
  1. Enroute:
    1. The Squadron Leader will keep his Squadron in good Group formation.
    2. The Squadron Leader will the leas navigator in getting a corrected wind at cruising altitude before leaving England if possible.
    3. The Squadron Leader may talk to Group Leader on VHF to arrange for adjustments in air speeds, etcetera.
    4. It is responsibility of the Group Leader to see that the Squadrons stay in Group defensive formation throughout the entire mission. This means that the formation will be maintained until Group arrives at home base.
      1. Constant contact with the officer tailgunner will keep the Group Leader informed at all times with the position of the succeeding Squadrons. If they are falling behind command, the Leader should ask or slow down. If the Squadrons are being forced to “S” to stay behind, the Leader should increase his speed slightly.
      2. The Group Leader should use VHF, if necessary, to - illegible - .
      1. On approaching the IP, Squadrons must be in good Group formation. Squadron Leaders must anticipate the peel-off and have their Squadron so placed that there will be no interference between Squadrons.
      2. There will be a minimum of evasive action on the bomb run. For Squadron bombing, two (2) red flares will be fired, signaling to other Squadrons that the IP had been reached and that the turn on the bombing run is to be made. Bomb-bay doors will not be opened by Wing aircraft until the turn has been completed. Leader my open doors at IP but if time permits. All aircraft should be in good formation before opening doors. Bombardiers will take over on AFCE after the turn on the bombing run. After bombs are away, Pilot will immediately take over. Squadrons will lose 1000 feet and a Group will – illegible - as quickly as possible. The Lead Squadron must pass over the Rally Point.
      3. For PFF of Group formation bombing, two (2) yellow flares will be fired at the IP. Squadron and Group Leaders are responsible for a good, compact formation.
      1. VHF is reserved primarily for use by the Leaders. The use of the radio can do much to aid in success of a mission. The Wing Leader will use the radio at the following times:
        1. When needed during assembly and to keep good formation. (VHF, Channel “A”, will be used within Group and Wing and Channel “B” in contacting other wings.)
        2. To notify 3rd Division of arrival at control points. (W/T and VHF channel “B”.)
  • To notify 3rd Division of target bombed, method, results and time. (W/T and VHF Channel “B”.)
  1. To communicate with Fighters. (VHF Channel “C”.)
  2. To notify 3rd Division of changes in course or deviations from original flight plan, or that mission has been abandoned. (W/T and VHF Channel “B”.)
  1. The Squadron and Group Leaders will use radio at the following times.
    1. For communications necessary to keep good formation within the Group. (VHF Channel “A”.)
    2. For reporting bombing to 4th Bomb Wing, for Group Leaders other than Wing lead. (W/T).
  • When becoming separated from Wing Leader, for sending any messages as affecting Wing Leader in 7. A. above.
  1. In addition, Leaders must know and comply with instructions set forth in 4th CBW instructions No. 50-4, paragraph 8.

55-1-3, 10 December 1944. Operations, General: Take-off and climb.

This instruction supersedes 4th CBW instructions No. 55-1-3, dated 15th of August 1944, and any instructions in conflict with this instruction are resigned.

  1. All Groups will incorporate in briefing cautions to be taken by Pilots when taking off at night or on the restricted feasibility.
  2. Briefings will include use of flaps, effect of eyes on wings and the reductions of power after take-off.
  3. In the future, on such take-offs, there will be no reduction of power or turns until an altitude of at least 500 feet is reached.
  4. On all individual claims to assembly altitude, the following power settings will be used. 2300 RPM, 38 inches mercury and an IAS of 145 mph.

55-1-4, 13 December 1944. Operations. General: Traffic patterns.

This instruction supersedes 4th CBW instruction No. 55-1-4, dated 15th of August 1944, which will be removed from files and destroyed.

  1. The following directions supersede all standing instructions concerning the local traffic at Bury St. Edmunds, Great, Ashfield, Rattlesden, Sudbury and Lavenham.
  2. Take-off and landing runways on all operational missions, Division and Combat Wing practice mission for Bury St. Edmunds, Great Ashfield and Rattlesden will be controlled through the flying control at Bury St. Edmunds. Take-off and landing runways for Sudbury and Lavenham will be controlled through the flying control at Sudbury.
  3. One hour prior to briefing, the operations officer for each Group will submit the following information, by Operations Telephone, to the Flying Control at Bury St. Edmunds, or Sudbury, as designated above.
    1. Desired time of take-off.
    2. Desired direction of take-off.
    3. Number of aircraft taking off.
  4. Flying controls will telephone through this Headquarters immediately of any discrepancies or delays in take-off.

55-1-5, 13 December 1944. Operations General: Ascent through overcast and Buncher assemblies.

This instruction supersedes 4th CBW instruction number 55-1-5, dated 15th of August 1944, which will be removed from files and destroyed.

  1. Groups within this Wing will use the following Bunchers and Splashers as prescribed below, in climbing and forming above the overcast.
    1. 94th Group, Buncher 12. Two (2) minutes after take-off, continue climb and turn to make good track of 270° for seven (7) minutes. Turn left and home on Buncher. Turn left through Buncher and repeat above procedure until a prescribed altitude or in clear.
    2. 385th Group, Buncher 13. Two (2) minutes after take-off, turn to and continue climb to Buncher. After reaching Buncher, turn to make good a track of 160° and continue climb for five (5) minutes. Then turn left and the home on Buncher. Turn left through Buncher and repeat this procedure until a prescribed altitude or until in clear.
    3. 447th Group, Buncher 16. Two (2) minutes after take-off, turn to make good a track of 260° and continue climb for eight (8) minutes. Turn left and home on Buncher. Turn left through Buncher and repeat procedure until a prescribed altitude or Until in clear.
    4. 486th Group Buncher 22. Four (4) minutes after take-off, turn to make good a track of 160° and continue climb for six (6) minutes. Return to Buncher and repeat procedure until in clear. When using runways 190, 250 and 330, left turn will be made after take-off, and all turns will be the left until in clear. When using runways 010, 070 and 150, right turn will be made after take-off and all turns will be to the right until in clear. After breaking out above overcast, pattern will - illegible - of left turns to accomplish assembly.
    5. 487th Group Splasher 7. Four (4) minutes after take-off, continue climb and turn to home on Splasher 7. After reaching Splasher, take heading to make good track of 260° and continue climb for six (6) minutes. Return to Splasher and repeat until in clear. When using runways 050, 230, 280 and 330, left turn will be made after take-off and all turns will be to the left until in clear. When using runways 110 and 150, right turns will be made. After take-off, and all turns will be to right until in clear. After breaking out above overcast, pattern will always consist of left turns to accomplish assembly.
  2. In each case, after breaking out of overcast and while assembling, Groups will fly an Oval pattern, with two (2) minute legs.
  3. In composite Groups, this Buncher will normally be the home Buncher of the Lead Squadron. The Wing Field Order will designate a Buncher to be used for Group assembly. Squadrons will use their respective Buncher for ascent through the overcast, and upon reaching altitude 1000 feet below Group assembly altitude or until in the clear, whichever is highest, will proceed as individual aircraft to the Group assembly Buncher so to arrive at assembly altitudes specified by this Headquarters Field Order. Squadron Leaders will take-off before all other aircraft and take their position in a Group formation. They will maintain Group formation, and with either wheels down or trailing an M-26 flare, and intermittent firing or flares, will assemble Squadrons. Individual ships will refrain from firing flares until information with their Squadron Leader.
  4. During Group assembly, left turns will be made over all Bunchers and Splasher 7, and two-minute Oval patterns will be flown on track to make good the following magnetic headings.

 

Buncher 12

270 degree track

Buncher 13

160 degree track

Buncher 16

230 degree track

Buncher 22

160 degree track

Splasher 7

260 degree track

In this manner, the patterns on Buncher 12 and 16 and Splasher 7 will be anchored on the Bunchers with the southeast corners of the pattern passing directly over the Bunchers. The patterns on Buncher 13 and 22 will be anchored on the Bunchers with the northeast corners of the patterns passing directly over the Buncher.

  1. In the case of composite Groups, Squadrons following will contact Group Lead Squadron for coordination of take-off times. Ample time must be allowed to take care of reasonable changes in weather, last minute delays, etcetera.
  2. The Wing route to the first Division assembly point will normally include a dog leg as an added safety measure.
  3. All aircraft will keep their flare pistols loaded at all times, with the colour flare assigned to the Group, ready for use if Leader asks all our craft to fire flare at the same time as Leader.
  4. All flare pistols will be unloaded and flares stowed immediately after landing.

55-1-6, 13 December 1944. Operations General: Group night assembly.

This instruction supersedes 4th CBW instruction number of 55-1-6 dated 15th of August, 1944 which will be removed from files and destroyed.

  1. Successful assembly of a Group information at night can be executed following normal daylight procedures and using downward “reco” flare lights, Aldis Lamps, white position lights on vertical fins and Group colours.
  2. All aircraft will taxi out with running lights on and assemble on the runway in normal take of order i.e. Lead section, high section, and low section. Take-off will be at normal 30 seconds intervals.
    1. The Lead Squadron aircraft are assigned amber and will have an amber downward “reco” light on, and in addition will have the tailgunner flashing a Group letter in amber with the Aldis Lamp to the aircraft behind, directing the light to the left.
    2. The high Squadron aircraft are assigned green and will have the green downward “reco” light on, and in addition will have the tailgunner flashing the Group letter in green with the Aldis Lamp to the aircraft behind.
    3. The Low Squadron aircraft are assigned red and will have the red downward “reco” light on, and in addition will have the tailgunner flashing the Group letters in red with the Aldis Lamp to the aircraft behind.
    4. The assignment of these colours to the three different Squadrons will serve to identify a Squadron to an aircraft pulling into formation. The downward “reco” lights will be on at time of take-off, and the tailgunner will start flashing the Group letters when aircraft leaves the runway.
    5. In addition to these lines already mentioned, the flight Leaders will have turned on the white position light on the dorsal fin. This light will be on at time of take-off, which will identify him as a flight Leader, and will be turned off when his wingman have formed on him.
  3. All aircraft form in javelin down within Squadrons. Squadrons forming down within the Group rather than in normal Group formations in order lead, high, low. This stacking down enables all aircraft behind Leader to identify their planes in a Group formation by means of downward “reco” lights and Aldis Lamp.
  4. During assembly, the Group Lead aircraft only will fire Group flare colours. The Group colours will be fired by him as necessary after the take-off until the Group has been formed.
  5. All Aldis Lamps will be operation, and all downward “reco” lights on until daylight when they are of no further aid. When it becomes light enough for the Squadron to form in normal Group positions, they will leave the step down position and assume normal formations.
  6. If weather conditions are such that Group assemblies must be made at altitude, the following procedures will be used.
    1. Each Squadron will be assigned an assembly altitude. The Lead Squadron will take-off first, each aircraft taking off at one (1) minute intervals, the High Squadron second and the Low Squadron third, with the High and Low Squadrons forming 1000 and 2000 feet respectively below the Lead Squadron.
    2. When the Squadrons are formed, they will close up echelon down in Group formation on the Lead Squadron.
    3. Lights, Aldis Lamps and flares will be used as stated in paragraphs 2 and 4.

55-1-13, 9 December 1944. Operations General: Use of flares.

4th CBW instruction No. 55-1-13, dated 4th of November 1944, is hereby resigned. All copies will be removed from the files and destroyed.

  1. The following flare signals are standard for all operational missions:
For Squadron bombing at IP Red
For Group Bombing at IP Yellow Yellow
Bombs Away Red Red
Change in IP Red Yellow
Distress call to Fighters Green Green
For identity with Fighters Yellow Yellow

 

  1. Standard flare colour for each Group will be as follows:

 

94th RR
385th YY
447th GG
486th YG
487th RG

 

All Squadrons will fire the same flare colour. In the case of composite Groups, all aircraft will use the flare colour assigned to the Lead Squadron.

  1. The quantity of assorted flares to be carried is left to the discretion of the Group Commander. However, each Squadron and Group Lead aircraft will carry at least eight dozen of the flares assigned for Group identification.
  2. All aircraft will have their very pistols loaded with the Group colour, flare, during Group, Wing and Division assemblies in order to assist Group Leader should he call for all aircraft to fire when he does.

55-1-15, 27 December 1944. Operations General: Leaders, Deputy Leaders and aboard procedure.

This instruction supersedes 4th CBW instruction No. 55-115, dated 2nd of October 1944, which will be removed from files and destroyed.

  1. Command Pilots will be flown in all Squadron Lead positions.
  2. Unless and PFF aircraft is flown in No. 2 position, and this aircraft has been designated as Deputy Group Leader , the Leader of the high Squadron of the Group will be the Deputy Group Leader and, therefore, If the Group Leader aborts, the High Squadron will become the Group Lead Squadron. Normally if the Group Leader aborts, the original Lead Squadron will, after change over to new Squadron Leader, assume high scored on position in the Group. However, if on the Fighter attack, or if for any other reason it is not advisable to change formation, the original Lead Squadron and the low Squadron will echelon down on the Lead Squadron (High Squadron) until, in the opinion of the Group Leader , conditions are more favorable for a change to proper Group formation.
  3. .
    1. The low section Leader, with his flight, is designated as Deputy Squadron Leader. If Leader aborts, the number 2 aircraft assumes Lead of the Lead flight. This flight will then move left and drop down and back, forming the second flight of a new low section. The original second fly Leader of the low section with his flight assumes the Lead of the new low section. The second flight of the Lead section holds its position. If Squadron Leader aborts, whether under Fighter attack or on the bomb run, the number 2 aircraft of the Lead section will Lead Squadron until conditions are favorable or until a rally is being affected. At rally point, before Squadron Lead changeover is accomplished.
    2. The No. 2 aircraft of each flight will be designated as a Deputy flight Leader.
    3. 7 in the Lead section will fill the first abortive position. Further abortive positions will be filled from rear to front.
  4. .
    1. When Squadron Leader aborts, he will use his own aircraft R/T callsign instead of the Hotshot callsign. For example, if Hotshot Red aborts, he will use Cedar D-dog (that aircraft callsign) in all transmissions after aborting. The Deputy Leader, after taking over Squadron lead, will use the original Leader callsign with the number “two” added. In the example above, when Deputy Leader assumes lead. His callsign will be “Hotshot Red two”. If the original Leader returns to take over to the Squadron leads, the Deputy Leader will revert to his original aircraft sections callsign. In this event, the Leader, after rejoining the Squadron, will again use Hotshot Red as his callsign.
    2. Deputy Leaders must fully realize, and must be carefully briefed on their responsibilities. These responsibilities are heavy inasmuch as Deputy Leaders only take over when emergencies arise, and with such short warning. It is, therefore, essential the deputies be capable, and have a thorough understanding of their duties. They must be capable of assuming command at anytime before take-off, during assembly, enroute, on bomb run, on return route or during landing.

55-1-19, 9 December 1944. Operations General: spare aircraft and cruise.

This instruction supersedes 4th CBW instructions No. 55-1-19., dated 3rd of December 1944 which will be removed from the files and destroyed.

  1. In lieu of airborne spare aircraft, each Group will have sufficient aircraft available as ground spares to meet any emergency. These aircraft will be ready at all times, so that crews can make on immediate changeover in case of last minute failure of aircraft.
  2. In addition, two (2) crews, per thirty-eight (38) aircraft required for the mission, will stand by at aircraft to replace any early airborne abortions.

55-1-23, 16 December 1944. Operations General: Use of PFF aircraft.

This instruction supersedes 4th CBW instruction No. 55-1-23 dated 15th of August 1944, which will be removed from files and destroyed.

  1. For Group bombing, using Micro-H, two (2) Micro-H aircraft and crews will be used. These aircraft will fly in No. 1 and No. 2 positions of the Group formation. No. 2 aircraft will use H2X scope for navigation until five (5) minutes prior to reaching the IP. At this time, No. 2 aircraft will change to M/H frequency. When leading wing, three (3) M/H aircraft will be used, the third being flowing in the Lead of the High Squadron.
  2. For Squadron bombing using M/H, three (3) M/H aircraft will be used. One in Lead of each Squadron. The Lead aircraft of the Group will remain on M/H frequency during the entire mission. The Leaders of the High and Low Squadrons will be on regular H2X for navigational assistance until 5 minutes prior to IP. At this time, these aircraft will change to M/H frequency for bombing.
  3. For a Group H2X bombing missions, two (2) PFF aircraft will be used. These aircraft will fly in a Group Lead and the High Squadron Lead positions. When leading the Wing, three (3) PFF aircraft will be flown. They will fly in Lead and No. 2 position of the Lead Squadron and Lead of the High Squadron.
  4. Although this is the general plan for the use of PFF aircraft, occasionally conditions arise making it necessary to deviate from this plan. When this is the case, Groups will be notified of such deviations when forces are being set up by this Headquarters.

55-1-26, 9 December 1944. Operations General: Squadron and Group bombing procedure.

  1. If bombing is to be done by Squadrons, a series of single red flares will be fired two (2) minutes prior to the IP, and the announcement made over VHF.
  2. For a Group bombing, the procedure will be the same, except a series of yellow flares will be used.

55-1-27, 13 December 1944. Operations General: Standardized S’ing.

  1. In order to standardize, insofar as possible, methods for losing time and operational missions, the following maneuvers will be used. Since all calculations were based on no wind conditions, navigators will have to take the prevailing winds into consideration.
  2. Standard one minute “S”. A turn of course of 30° held for two minutes, then a 60° turn back to the course, held for two minutes should lose one minute for a Group formation. This maneuver, including turns, should take approximately 6 minutes.
  3. Standard two minute “S”. A turn of course of 40° held for two minutes, then an 80° turn held for two minutes should lose 2 minutes for a Group formation. This maneuver, including turns, should take approximately 7 minutes.
  4. In making one of these maneuvers, the following procedure will be carried out. When the command Pilot and navigator have decided which type of “S” will be used, the command Pilot will call on VHF, notifying his and following Groups of what he is about to do. Example “Hotshot Leader to all Hotshot aircraft. We are making a standard two minute “S” to the left”. In this way, all Groups will be fully informed on the impeding maneuver.

55-1-28, 20 December 1944. Operations General: Special “Chaff” aircraft.

  1. It has been found that “Chaff” is of great advantage in providing a protective screen for formation bombing under conditions whereby the enemy is dependent on its radar for anti-aircraft fire control. In addition to the aircraft dispensing “Chaff” from IP through target and in other flak areas, when leading the Division, the Group Lead Group will normally be required to furnish from three (3) to six (6) “Chaff” aircraft. A PFF aircraft should be used for navigation over the target area.
  2. At least two (2) chutes should be installed in each of these aircraft and the “Chaff” should be dispensed at the rate of one (1) bundle per second per chute. The exact number of aircraft to be used will be specified in the Wing Field Order. These aircrafts will be flown in the High Squadron of the Lead Group. Prior to reaching the IP, at a point to be specified in the Field Order, these aircraft will leave the formation and proceed to the target at 160 mph and descending at 300 f/m. They should not be sent more than 2000 feet below the mean elevation of the Lead Group and should be between one and two miles ahead of it. On route to the target, the second flight will fly in trail Javelin up on the Lead flight. Wing aircraft should be approximately 1500 feet on each side of their Leader. All aircraft should take individual evasive action while in flight area. After passing over, target aircraft should resume defensive formation and assemble with the Group Leader .
  3. If visual conditions exist at the target, these “Chaff” aircraft should stay with the main information and dispense that “Chaff” from the Group formation as the risk involved on the visual conditions outweighs the benefits realized.

55-3-3. Bombing: Bombsight and cameras.

This instruction supersedes 4th CBW instructions No. 55-3-3, dated 15th of August 1944, and all previous instructions in conflict are resigned.

  1. On all operational missions, 4 bombsights only will be carried in 13 aircraft Squadron formations on the this command.
    1. Lead aircraft of Lead section.
    2. 2 Aircraft of lead, flight of Lead section.
    3. Lead aircraft of low section.
    4. 2 Aircraft of Lead flight of low section.
  2. Three (3) cameras will be carried per 12 aircraft Squadrons.

55-3-6. Bombing: Replacement of Bombardier.

This instruction supersedes 4th CBW Instruction number 55-3-6, dated 15th of August 1944, which will be removed from files and destroyed.

  1. When a Bombardier is replaced by an aerial gunner in a Group ship, the function of toggling will be performed by the navigator or the aerial gunner, at the discretion of the Group Commanders. It shows such instances command navigators or Gunners to act as Bombardier, will attend bombardiers briefing or otherwise obtain all data pertinent to the operation.

55-3-7. Bombing: Holding of bombs.

This instruction supersedes 4th CBW instructions No. 55-3-7., dated 15th of August 1944, which will be removed from files and destroyed.

  1. In each Squadron, Lead Bombardier of low flight, (which fills in the diamond position in bombing formation) will be briefed to hold its bombs for two seconds after the Squadron Leader drops. Wing aircraft will drop on their flight Leaders. This will ensure a more compact pattern.

65-1. Supply and maintenance procedure for ground checking engines.

  1. The following procedure will be established as a means of ground checking engines for possible internal failure upon returning from each operational or routine training flight. Thereby reducing to a minimum engine failure in flight.
    1. All engines will be pre-flighted in accordance with. T/O 00-20A and other existing regulations following each operational and routine training flight.
    2. Check for a soot on bottom of wing, which would indicate use of excessive power together with the condition caused by a rich mixture or that engine is burning an excessive amount of oil. In either case and thorough inspection should be made.
    3. After the pre-flight has been made and the oil had time to settle, obtain actual measurement of the oil remaining in the tanks, then fill the tanks to the required level. Measure the oil again. The first measurement subtracted from the second will equal the number of quarts used. The number of hours flown divided by the number of quarts used will equal quarts per hour. Enter in Form 1 the actual number of quarts in tank after servicing. The number of quarts in the tank holds. A thorough inspection will be made if an engine is using more than seven quarts per hour. Engine using more than nine quarts per hour will be changed.
    4. Check spark plugs after each flight. One spark plug will be pulled from the front and rear set. If it is found the gap clearance exceeds .018 the plugs will be immediately changed.
    5. Compression check at anytime when there is doubt in the engineering officer's mind as to the condition of an engine and inspection a through d above have been made. He will then make a compression check. This can be accomplished by removing a ring cowl, pulling the front plugs, then having a well trained mechanic place his thumb over the spark plug hole and another mechanic pull the prop through by hand. If the prop is pulled through reasonably fast and the compression can be held, the cylinder is below standard in compression. Should this inspection indicate a faulty engine, the engine should be changed immediately.

100-1. 30 of December 1944: Communications, R/T and W/T callsigns.

This instruction supersedes 4th CBW instructions No. 101 dated 26th of October 1944. Which will be removed from the files and destroyed.

  1. R/T callsigns.
    1. Effective this date, the R/T callsigns for Group Leaders on Channel “A”, during Group and Wing assembly, will be:

 

4th Bomb Wing ground station Woodbury
94th Bomb Group Hotshot Red
385th Bomb Group Hotshot Yellow
447th Bomb Group Hotshot Green
486th Bomb Group Hotshot Brown
487th Bomb Group Hotshot White
1st Composite Group Hotshot Orange
2nd Composite Group Hotshot Silver

 

  1. The individual Squadron Leaders will be designated by indicating their position after the callsign example:

 

94th High Squadron Leader Hotshot Red High
447th Low Squadron Leader Hotshot Green Low

 

  1. The Leader of a Group would be called merely by colour example:

 

385th Group Leader Hotshot Yellow
1st Composite Group Leader Hotshot Orange

 

  1. If a Squadron is attached to another Group, it will use the callsign of the Group to which it's attached. Example:

 

385th “D” Squadron flying High in 447th Group Hotshot Green High

 

  1. Aircraft information, other than Lead aircraft, will continue to use their station aircraft callsign followed by their call letter for Bomber communications.
  2. The following callsigns are assigned to Group Leader s for use on Channel “B”.

 

4A Group Leader Hotshot Able
4B Group Leader Hotshot Baker
4C Group Leader Hotshot Charlie
4D Group Leader Hotshot Dog
4E Group Leader Hotshot Easy
4F Group Leader Hotshot Fox
4G Group Leader Hotshot George
   
  1. W/T Callsigns.
    1. The W/T Callsigns for the 4th Bomb Wing will be:

 

All 3rd Division aircraft in flight RZNC̅
All 4th Bomb Wing aircraft in flight YAZC̅
4A Group Leader YAZA
4B Group Leader YAZB
4C Group Leader YAZC
4D Group Leader YAZD
4E Group Leader YAZE
4F Group Leader YAZF
4G Group Leader YAZG

 

94th Group Collective WKNC̅ 447th Group Collective XNFC̅
94A Squadron Leader WKNA 447A Squadron Leader XNFA
94B Squadron Leader WKNB 447B Squadron Leader XNFB
94C Squadron Leader WKNC 447C Squadron Leader XNFC
94D Squadron Leader WKND 447D Squadron Leader XNFD
       
385th Group Collective NKDC̅ 486th Group Collective DQKC̅
385A Squadron Leader NKDA 486A Squadron Leader DQKA
385B Squadron Leader NKDB 486B Squadron Leader DQKB
385C Squadron Leader NKDC 486C Squadron Leader DQKC
385D Squadron Leader NKDD 486D Squadron Leader DQKD
       
487th Group Collective FLJC̅    
487A Squadron Leader FLJA    
487B Squadron Leader FLJB    
487C Squadron Leader FLJC    
487D Squadron Leader FLJC

 

    
  1. The Leader of a Composite Group would use “YAZ” plus the letter denoting the position of his Group in the Wing. Squadron Leaders would use their normal Squadron Leader’s callsign. Example:

 

The 4F Group is composed of:

94D Squadron – Lead

447D Squadron – High

486D Squadron – Low

 

The Leader (94D) would use YAZF on messages pertaining to the entire Group and WKND on messages pertaining to his Squadron. The 447D Squadron Leader would use XNFD after the slant bar on messages he originates concerning his Squadron. The 486D Squadron Leader would use DQKD when he originated messages.

100-2. 28th of December 1944: Communications use of MF D/F section.

This instruction supersedes 4th CBW Instruction 100-2 dated 15th of August 1944, which will be removed from the files and destroyed.

  1. The MF D/F sections are intended primarily for emergency use. Passing “fixes” and “courses to steer” aircraft not in distress is their secondary function.
  2. There are many more aircraft using MF sections than was originally intended, due to the influx of new Groups to this theater of operations, thus taxing these sections. All navigators of this command will make greater use of the fixed Splasher beacon system, and take fuller cognizance of the value of running fixes. This will alleviate the burden placed on MF sections and leave it open for its primary function.
  3. In using the MF sections, the following procedure will be used.
    1. Any aircraft originating an urgent or distress call, will send a 20 second dash after its callsign. If any message is to be passed to the MF station, it will be sent after the solid signal. It is necessary that this procedure be followed so that an immediate fix can be taken by the section.
    2. Radio operators will use trailing wire antenna whenever possible, as it increases signal strength and the position of the aircraft can be more accurately determined.
  • Operators will not monopolize “A” Channel “A”nd should follow the instructions of the control station.
  1. If an urgent or distress call had been made and aircraft reaches the coast, the distress call must be cancelled.

100-3. 28th of December 1944: Communications procedure in reporting ditched aircraft.

This instruction supplements 8th Bomber Command instructions No. 100-26, 100-15 and 8th Bomber Command Standard Operating Procedures 3-B-4 and supersedes 4th CBW instruction No. 100. 3 dated 15th of August 1944, which will be removed from the files and destroyed.

  1. When a ditched aircraft, dingy or floating men are sighted by an aircraft, the following procedure will be followed immediately.
    1. The Pilot will circle the ditched aircraft or dinghy and the navigator will take a GEE fix.
    2. The Pilot will notify the radio operator, who will then tune his liaison set on trailing wire antenna to MF/DF frequency and.
      1. Send an S.O.S.
      2. Followed by his aircraft callsign.
  • A twenty (20) second dash.
  1. The GEE fix in longitude and latitude.
  2. The message.
  3. The time.

Example: “SOS, SOS, SOS V ABC ABC ABC (20 second dash), Gee fix UKVI KUHI FRHI 1604K”

This message means: “SOS from ABC (twenty second dash), Gee fix, dinghy sighted here (Bomber code – illegible - for that day) and the time.

  1. If aircraft is within 70 miles of England between the Wash and Portsmouth, the Pilot will call on VHF, Channel “D” (Air/Sea Rescue), using distress procedure and giving as much information as possible.

Example. “Mayday, Mayday Mayday from VANMAN 0 VANMAN 0 VANMAN 0 for OBOE all circling ditched aircraft GEE Fix   Latitude.   Longitude.  ”

  1. When the observing aircraft is in formation, the radio operator will listen on the MF/DF frequency to ensure that no one else is reporting the ditching. He will then call the MF section using the same procedure as above.
  2. In both of the above cases, the message can be sent to the MF station. In Bomber code clarifying the situation only after the twenty second dash has been sent.

100-4. 20th of December 1944: Communications. W/T Procedure.

  1. Strike reports and control points
    1. The Group Lead radio operator leading the wing, will send strike report and control points to Division ground station.
    2. All other Group Leaders will send their strike reports to Wing HF D/F Station, Bury St. Edmunds.
    3. When bombing by Squadrons, the Squadron Lead radio operator will send their strike reports to Wing HF D/F station, Berry St. Edmunds.
    4. Group Leaders who are not in visual contact with preceding Group, will send control points to Division ground station.
    5. In sending strike reports, the word “bombed” will not be used, except when sending a negative report, or when indicating in geographic reference point to identify a target of opportunity.
    6. Strike reports will not be sent by VHF unless so directed by the Field Order.
    7. In Groups other than Wing leads, the Lead radio operator will be tuned to the Division frequency to answer calls addressed to him, also to send control points in the event his Group becomes separated from the main formation. Deputy Lead can be tuned to Wing HF D/F frequency to send in strike report.
  2. Collective callsigns.
    1. If Division ground station calls all aircraft in flight.(RZNC̅) all Group Leader s will acknowledge the message. Example:

 

RZNC̅ V 1TL NR1 GR1 B̅T̅ Text B̅T̅ 1200K

1TL V ULYA/YAZA R-NR1-A̅R̅

1TL V DCFA/YAZB R-NR1-A̅R̅

1TL V RTSF/YAZC R-NR1-A̅R̅

1TL V FGYS/YAZD R-NR1-A̅R̅

 

Leaders of 4-A, 4-B, 4-C and 4-D Groups have acknowledged message.

 

  1. If Division calls all 4th bombing aircraft in flight (YAZC̅), all Group Leader s will acknowledge example:

 

YAZC̅ V 1TL NR1-GR1- B̅T̅ Text B̅T̅ 1300K

1TL V ULYA/YAZA R-NR1-A̅R̅

1TL V DCFA/YAZB R-NR1-A̅R̅

1TL V RTSF/YAZC R-NR1-A̅R̅

 

Leaders of 4-A, 4-B and 4C Groups have acknowledged message.

 

  1. If Division calls 4-A Group (YAZA) the 4-A Group Leader only will answer. Example:

 

YAZA V 1TL NR1-GR1- B̅T̅ Text B̅T̅ 1200K

1TL V ULYA/YAZA R-NR1-A̅R̅

 

  1. If a call is addressed to all 94th aircraft in flight (WKNC̅) all Squadron Leaders will answer. Example:

 

WKNC̅ V 1TL NR1 GR1 B̅T̅ Text B̅T̅ 1200K

1TL V ULYA/WKNA R-NR1-A̅R̅

1TL V HGFD/WKNB R-NR1-A̅R̅

1TL V KJUY/WKNC R-NR1-A̅R̅

 

This indicates that the 94-A, 94-B and 94-C Squadrons have acknowledged message.

 

  1. If an individual Squadron is called, that Leader only will answer. Example:

 

WKNA V 1TL NR1 GR1 B̅T̅ Text B̅T̅ 1200K

1TL V ULYA/WKNA R-NR1-A̅R̅

 

  1. The collective callsign, following the slant bar, indicates the message is acknowledged by that formation.
  2. In sending strike reports and control points, the collective callsign, following the slant bar, indicates the message pertains to that formation.
  3. Prior to assembly of a Squadron in a Group formation, the Squadron Leader will answer all calls addressed to:
    1. All aircraft in flight.
    2. The Wing and Group it is scheduled to fly with.
  • Its individual squandering collective callsign.
  1. Paragraph above also applies when the Squadron becomes detached from the main formation.
  2. If the Group Leader does not acknowledge message from Air Division, one of the other Squadron Lead radio operators within the Group will received for the message, and the Group Leader will be informed by VHF.
  1. Abortions, authenticators, and radio silence.
    1. Individual aircraft aborting from an operational mission will not report abortion on W/T, either to the HF D/F station at Bury St. Edmunds or to 3rd Division, except in cases of emergency. However, should a Squadron or Group abandon their operation, 3rd Division will be notified on W/T by the Lead radio operator.
    2. The way W/T authenticator, as teletyped to Groups by 3rd Division a month prior to operations, will not be used by aircraft. Rather, this is the means employed by the 3rd Division ground station in authenticating important messages to aircraft.
    3. Radio silence will not be broken by any operator on way to the target unless receipting for a message or instituting a necessary one. There will be no frequency checks made on the Division frequency immediately prior to take-off or at any time on route to the target.

Home