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HISTORY
AND LINEAGE OF THE
42d Squadron
USAF
Historical Research Center - Maxwell AFB, AL 36112-6678
http://www.au.af.mil/
Lineage
Constituted
as 42d Reconnaissance Squadron, Very
Assignments
VIII
Bomber Command, 7 Nov 1945; 17th Bombardment Operational Training Wing, c. 31
Jan 1946; Second Air Force, 18 Feb 1946; Fifteenth Air Force, 31 Mar–19 Aug 1946.
10th Tactical Reconnaissance Group, 18 Mar 1954; 10th Tactical Reconnaissance
Wing, 8 Dec 1957; 25th Tactical Reconnaissance Group, 1 Jul 1965; 25th Tactical
Reconnaissance Wing, 1 Oct 1965–22 Aug 1966. Pacific Air Forces, 15 Dec 1967;
355th Tactical Fighter Wing, 1 Jan 1968 (attached to 388th Tactical Fighter Wing,
c. 21 Sep–14 Oct 1970); 388th Tactical Fighter Wing, 15 Oct 1970–15 Mar 1974.
20th Tactical Fighter Wing,
Stations
Smoky
Hill
Aircraft
B–29, 1945–1946. RB–26, 1954–1957; T/WT–33, 1955–1957; RB–66, 1956–1965; WB–66, 1957–1960; B–66, 1960–1966. EB–66, 1968–1974. EF–111, 1984–1992.
Operations
Provided weather and electronic reconnaissance for US and NATO forces in Europe, Mar 1954–Aug 1966. Airborne intelligence operations in Southeast Asia, 1968–1973. Provided electronic countermeasures to US Navy aircraft for combat in Libya, 15 Apr 1986. Provided electronic countermeasure jamming in Southwest Asia, c. 31 Aug 1990–9 Mar 1991.
Honors
Service Streamers. None.
Campaign Streamers. Vietnam: Vietnam Air Offensive, Phase II; Vietnam Air Offensive, Phase III; Vietnam Air/Ground; Vietnam Air Offensive, Phase IV; TET 69/Counteroffensive; Vietnam Summer-Fall, 1969; Vietnam Winter-Spring, 1970; Sanctuary Counteroffensive; Southwest Monsoon; Commando Hunt V; Commando Hunt VI; Commando Hunt VII; Vietnam Ceasefire. Southwest Asia: Defense of Saudi Arabia; Liberation and Defense of Kuwait.
Armed Forces Expeditionary Streamers. None.
Decorations. Presidential Unit Citation: Southeast Asia, 12 Apr 1968–30 Apr 1969. Air Force Outstanding Unit Awards With Combat "V" Device: 8 Jan–11 Apr 1968; 1 Jul 1969–15 Oct 1970; [16] Oct 1970–20 May 1971; 18 Dec 1972–15 Aug 1973. Air Force Outstanding Unit Awards: 31 Dec 1959–1 Jan 1962; 1 Jun 1989–31 May 1991. Navy Meritorious Unit Citation: 10–16 Apr 1986. Republic of Vietnam Gallantry Cross with Palm: [1 Jan 1968]–28 Jan 1973.
Emblem
On a Gray disc in front of a White four–pointed star shaded Blue a Gold Brown eagle with White head and tail; Yellow beak, and legs, detailed Dark Brown, in flight to the viewers left; above a Blue demi-globe issuant from base gridlined Yellow and above the eagle’s head two Yellow lightning flashes crossed diagonally all within a narrow Blue border. Approved on 20 Jan 1984 (DFSC 84–05551); replaced emblem approved on 20 Jul 1954 (K 8473).
The
47th Bombardment Wing(Light) Was reactivated on 12 March, 1951, with
two Squadrons, the 84th and 85th Bomb Squadrons, flying
the North American B-45 Tornado. On 31 May 1952, the 47th Bomb Wing
was assigned to USAFE, being based at RAF Station Sculthorp,
Norfolk, England. During March, 1954, the third and final Squadron, the 86th,
was formed and assigned to RAF Station Alconbury, Huntingdonshire, England. Colonel
David M. Jones was Commander.
47Th
BOMBARDMENT GROUP/WING (LIGHT) HISTORY
(Provided
by Malcolm Corum and others)
Since
its pre-World War II activation on 15 January 1941, The 47th Bomb Wing
has had an impressive and colorful record that is difficult for any Bomb Wing
to match.
The
47th came into being at Mc Chord Field, Tacoma, Washington, with the
original personnel and methods of operation from the 17th Bomb Group,
ancestor of many other, similar groups during that period.
The
first known Commanding Officer, Lt. Colonel Robbin A.
Day, was succeeded by Lt. Colonel H.M. Whitkopt, who
led the Wing in its first hectic days of attaining personnel and equipment.
Assigned
to the 2nd Air Force, the 84th, 85th, 86th
and 97th Squadrons flew B-18’s and B-23’s. In August, 1941, the Wing
moved to Hammer Field, Fresno, California. At that time, each Squadron had Two
B-18’s and two PT-19’s. When the Japanese bombed Pearl Harbor, 7 December 1941,
all B-18’s were assigned to the 85th Squadron. The 97th
received B-24’s and LB-30s for submarine patrol on the Pacific Coast The 85th
was moved to Mc Clellan Field to fly sub-chasing missions.
On
15 January 1942, the entire organization received Douglas A-20 Havocs, and Major
Frederick R. Terrel assumed command of the Wing. The
Wing moved to Will Rogers Field, Oklahoma City, Oklahoma, in mid- February and
began extensive low-level bombing and strafing exercises. From the unit a cadre
for the 311th Bomb Group was formed.
On
15 July, the Wing moved to Greensboro, North Carolina to take part in maneuvers.
Upon completion of the maneuvers, the Wing received new Douglas A-20 Havoc’s and
B-20’s. An advance echelon was sent to England on 15 September, to a base near
Bury St. Edmunds. On 2 November, the echelon was ordered to North Africa. Some
members armed themselves with rifles and participated in the invasion of Port
Lyauty. The remainder of the Wing was landed at Casablanca,
to be joined by the advance echelon in establishing a base at Medina Air Field
15 miles South of Casablanca. The Wing was assigned to the Twelfth Air Force.
The
86th Squadron moved to Youks-les-Bains and
flew its first combat mission on 16 December 1942. On 6 January 1943, the 85th
and 97th Squadrons moved to Thelea, Tunisia
and the 84th joined the 86th at Youks-les-Bains.
During
the Last two days of the Kasserine Pass fighting (18/19
February 1943) the Wing flew a sortie every two minutes. For its efforts, the
Wing received its first Distinguished Unit Citation for "tasks with such
devastating effect that it turned the enemy back in full retreat". The 85th
and 97th pulled back to Canrobert Algeria,
as the Germans advanced following Kasserine Pass. By
25 February, all Squadrons were assembled at Canrobert.
In
April, they moved to Souk-el-Arba, and, for the first
time, began flying mid-altitude missions. During the stay, Lt. Colonel Green,
Jr. assumed command of the group.
On
4 June 1943, the group moved to Solom, East of Tunis,
on the Cap Bon peninsula and began bombing the Italian possession of Lampadusa and the surrounding islands.
During
the Sicilian invasion, aircraft operated out of Malta to aid the invasion, and,
three days after the landings, moved to Sicily. From there, they helped cover
the Salerno invasion. On 2 September, they moved to the Italian mainland near
Torento, the first Allied Bomb Group to land 0n the European
continent.
In
late September, the group moved to Foggia. On 1 January
1944, they moved to Naples. The eruption of Mount Vesuvious
later required a move to a field two miles North of Naples.
Bombing
missions remained at medium altitude without trained Bombardiers, using an RAF
Bombardier to train enlisted personnel in use of the Mark 8 BombSight.
Commissioned Bombardiers began to arrive in the middle of 1944.
During
a short stay at Grosetto, Italy, the unit began night-intruder
operations, as well as day missions. Lieutenant H. J. Mc Gee of the 85th
Squadron flew the first night-intruder mission. During early August, the group
moved to Corsica.
From
Corsica, Lt. Mc Gee led the Group on a mission directed against the German Headquarters
Installation of Southern France on D-Day. The attack, co-ordinated
with paratroopers, has been credited with disrupting the entire German defense
system in Southern France.
The
47th moved from Corsica to La Jassa and began
supporting P-47 units with fuel and bombs.
In
late September, the unit moved back to Grosetto, flying
only night-intruder missions.
In
January, 194S, new Douglas A-26 bombers (now known as B-26) replaced the battle-weary
A-20’s. Throughout the Po Valley campaign, the unit flew around the clock missions
in support of ground troops and to prevent organized German retreat from the battlefront.
The group earned its second Unit Citation for action from 21 April through 25
April, in bad weather and cover rugged terrain in the Po Valley. At this time,
Lt. Colonel Kenneth S. Wade assumed Command.
After
two years, ten months of continuous combat duty, the Wing was rotated back to
the Zone of the Interior to Seymour Johnson Field, Goldsboro, North Carolina on
26 June 1945. There they received the newer version of the A-26, to train for
action in the Pacific Theater. V J Day precluded the transfer.
By
August, 1945, the 47th had earned two Distinguished Unit Citations,
one Campaign Streamer for Service in the American Theater and ten Streamers for
service in the European-African-Middle East Theater.
A
new Wing Commander, Colonel Marvin S. Zipp moved the
group to Lake Charles, Louisiana. During the stay there, the 97th and
86th Squadrons were inactivated.
In
early 1946, Colonel Robert J. Hughey assumed command
and in October of 1946, Colonel Gerald E. Williams became commander.
In
October, 1946, the Wing transferred to Biggs Field, El Paso, Texas. Until the
47th moved to Barksdale Air Base in November of 1948, there were three
other temporary Commanders before Colonel Willis F. Chapman assumed command responsibilities.
In
March 1949, the Wing received new North American B-45 Tornados to replace the
B-26’s.
On
2 October 1949, the 47th Bomb Wing was inactivated under an austerity
program. During this period, the 84th and 85th Squadron
were retained 0n active duty and assigned to the 363rd Tactical Reconnaissance
Wing at Langley Air Force Base, Virginia, under the Command of Colonel Willis
F. Chapman. He was later replaced by Colonel Charles D. Jones.
The
47th Bombardment Wing(Light) Was reactivated on 12 March, 1951, with
two Squadrons, the 84th and 85th Bomb Squadrons, flying
the North American B-45 Tornado. On 31 May 1952, the 47th Bomb Wing
was assigned to USAFE, being based at RAF Station Sculthorp,
Norfolk, England. During March, 1954, the third and final Squadron, the 86th,
was formed and assigned to RAF Station Alconbury, Huntingdonshire, England. Colonel
David M. - Jones was Commander.
The
B-45’s carried Squadron markings consisting of a band painted across the vertical
stabilizer in the appropriate Squadron color Red for the 84th; Yellow
for the 85th and Blue for the 86th. This was later changed
to a diagonal flash running across the stabilizer with the last two digits of
the serial number repeated over the flash in large black numbers.
A
thin stripe was also painted horizontally on the nose of the aircraft below the
Bombardier’s canopy in the appropriate Squadron color. This was later replaced
with three stripes, one ahead of the 47th Bomb Wing Badge and two stripes
following the Badge, in the appropriate squadron color.
Another
B-45 unit was the 19th Tactical Reconnaissance Squadron, which flew
RB-45C Tornados. It was originally part of the 66th Tactical Reconnaissance
Wing and was assigned to the 47th Bomb Wing from May, 1954, to December,
1958. When the 19th began to re-equip with RB-66’s during 1957, its
RB-45’s were transferred to Squadrons of the 47th Bomb Wing.
The
RB-45’s carried the same markings as the B-45, except for an added marking on
the wingtip fuel tanks. This marking consisted of two stripes coming back off
the top and bottom of the circular Squadron Badge in the appropriate Squadron
color near the outside front center of the tank.
Douglas
B-66 Destroyers replaced the B-45 Tornados during 1958. The first sixteen aircraft
were delivered on 18/19 January, 1958, and assigned to the 84th Bomb
Squadron. The 86th at Alconbury received Its aircraft during May, 1958,
while the 85th did not complete the conversion until July, 1958.
After
coverting to the B-66, the three squadrons retained the Original
colors and markings, but deleted the nose markings. The 47th Wing Badge
was carried low on the port side of the nose, just aft of the radome, with the Squadron Badge on the opposite side of the
nose. The 86th Squadron carried an additional marking, an individual
letter ahead of the tail guns on both sides of the rear fuselage.
During
this time, the 86th Squadron returned to RAF Station Sculthorp from Alconbury to join its sister Squadrons.
The B-66 served with the 47th Bomb Wing
until the unit was deactivated on 22 June 1962- A number of the aircraft were
reassigned to the 42nd Tactical Reconnaissance Squadron, 10th
Tactical Reconnaissance Wing at Chelveston Air Force Base and modified with the
Electronic Counter-Measures tail system in 1959.
USAF
Historical Research Center - Maxwell AFB, AL 36112-6678
LINEAGE
Constituted
19th Photographic Mapping Squadron on 14 Jul 1942. Activated on 23 Jul 1942. Re-designated:
19th Photographic Squadron (Heavy) on 6 Feb 1943;19th Photographic Charting Squadron
on 11 Aug 1943; 19th Reconnaissance Squadron (Long Range, Photographic) on 15
Jun 1945. Inactivated on 15 Dec 1945. Re-desig- nated 19th Reconnaissance
Squadron (Photographic) on 8 Oct 1947. Activated in the reserve on 6 Nov 1947.
Inactivated on 27 Jun 1949. Re-designated 19th Tactical Reconnaissance Squadron
(Night Photographic) on 21 Apr 1953. Activated on 20 Jul 1953. Re-designated 19th
Tactical Electronic Warfare Squadron on 15 Oct 1967. In- activated on 31 Oct 1970.
ASSIGNMENTS
4th
Photographic (later Photographic Reconnaissance and Mapping) Group, 23 Jul 1942;
lst Photographic Charting (laterPhotographic) Group,
assigned on 11 Aug 1943; and attached on 19 Nov 1943; 11th Photographic Group,
1 Dec 1943; 311th Photo-graphic (later Reconnaissance) Wing, 5 Oct 1944- 15 Dec
1945 (attached to Ninth Air Force, 16 May-15 Nov 1945). 66th Reconnaissance Group,
6 Nov 1947-27 Jun 1949. Ninth Air Force (attached to 363rd Tactical Reconnaissance
Wing), 20 Jul 1953; Third Air Force (attached to 47th Bombardment Wing), 7 May
1954; Twelfth Air Force, 1 Dec 1956; 66th Tactical Reconnaissance Group, 1 Jan
1957; 66th Tactical Reconnaissance Wing, 8 Dec 1957 (attached to 1Oth Tactical
Reconnaissance Wing from 8 Jan 1958); 10th Tactical Reconnaissance Wing, 8 Mar
1958; 26th Tactical Reconnaissance Wing, 1 Jul 1965; 25th Tactical Reconnaissance
Wing, I Oct 1965; 363rd Tactical Reconnaissance Wing, 1 Sep 1966; 4402d Tactical
Training Group, 1 Feb 1967- 363d Tactical Reconnaissance Wing, 20 Jan 1968, 18th
Tactical Fighter Wing, 31 Dec 1968 - 31 Oct 1970.
STATIONS
Colorado
Springs, CO, 23 Jul 1942; Bradley Field, CN, 17 Sep 1943 (flight at Mexico City,
Mexico, 5 Nov-20 Dec 1943); MacDill Field, FL, 21 Jan
1944 (air echelon at Cairo, Egypt, after 30 Jan l944, and Deversoir, Egypt, after 30 Jan 1944, and Deversoir, Egypt, 3 Feb 1944- c, 31 Jan 1945); Buckley Field,
CO, 26 Nov 1944- 6 Jun 1945 (air echelon at Accra, Gold Coast, C. 1 Feb-25 April
1945, and Watton, England, 25 Apr-16 Jul 1945); Thurleigh,
England, c. 22 Jun 1945; Tortorelia Airfield, Italy, 20 Aug 1945; Foggia, Italy, 6 Sep-15 Dec 1945. Newark AAB, NJ, 6 Nov 1947-27
Jun 1949. Shaw AFB, SC, 20 Jul 1953-22 Apr 1954; Sculthorpe,
England 11 May 1954; Spangdahlem AB, Germany, 10 Jan 1959; Bruntingthorpe,
England, 25 Aug 1959; Toul Rosieres
AB, France, 15 Aug 1962; Chambley AB, France, 1 Oct 1965; Shaw AFB, SC, 1 Sep
1966; ltezuke AB, Japan, 31 Dec 1968; Kadena AB, Okinawa, 15 May 1969-31 Oct 1970.
AIRCRAFT
In
addition to B-17/F9, 1943-1945, included B-24/F7, F8, B-25/F7, and OA-10 (PBY
Catalina) during period 1942-1945. RB-45, 1953-1957: RB-66, 1957-1970
OPERATIONS
Photo-mapping
In North America, the Middle East, and Africa, c. Dec 1942-Apr 1945; photo-mapping
in Europe, Jun-Oct 1945. Ploto Reconnaissance in Europe,
1954- 1966. replacement training unit for RB-66 crews, 1966.
SERVICE
STREAMERS
American
Theater, EAME Theater
CAMPAIGNS
None.
DECORATIONS
Air
Force Outstanding Unit Award: 31 Dec 1959 - I Jan 1962.
EMBLEM
Over
and through a yellow orange disc, border equally divided of white and red bands,
a stylized thunderbird dark blue, surmounted by a trimetrogon
camera proper, over a white globe marked with black lines of latitude and longitude;
continuous film strip negative proper entwining red band of border on either side,
and passing over face of globe in scroll form. (Approved 23 Nov 1943.)
Note: c.= Circa - used
before a date (approx.).
Actual
date could not be determined with certainty.
COMMANDERS
SINCE SQUADRON WAS DESIGNATED 19TH TRS
Maj John B. Anderson
20
Jul 1953 - c. Aug 1957
Maj Evertt G. Walker
By
Sep 1957 - Aug 1958
Maj Robert L. Hopkins
(temp.)
Aug
- 3 Oct 1958
Lt
Col LeWis J. Patridge
4
Oct 1958 - 14 Feb 1962
Maj Charles Uhley (temp.)
15
Feb - 28 Jun 1962
Lt
Col Emest I Bryant
29
Jun 1962 - 12 Aug 1963
Maj Robert R. Heaton
13
Aug 1963 - 27 Apr 1964
Maj Richard M. Miller
28
Apr - 31 Dec 1964
Maj Robert S. Hubbard
1
Jan - 30 Sep 1965
Lt
Col Robert F. Hoyt
1
Oct 1965 - Sep 1966
Lt
Col Kenneth A. Krig
4 Oct 1966 - 20 Jan 1968
RAF Alconbury began as a satellite base for nearby RAF Wyton during the early days of World War II. The first American unit at Alconbury was the 93rd Bombardment Group and its B-24 Liberators. The 93rd BG flew 8th Air Force's first operational B-24 mission to the continent, attacking the Lille Steelworks in Belgium. The major unit from 1942 to 1945 was the 482nd Bomb Group, part of the famous Pathfinders. The Royal Air Force again took control of Alconbury in 1945, after the end of the Second World War.
When the U.S. Air Force again took control of the base in 1954, several U.S. units called the base home: the 86th Bomber Squadron and 42nd Troop Carrier Squadron. The 10th Tactical Reconnaissance Wing arrived in 1959 and became the host unit at RAF Alconbury for almost 30 years.
The Strategic Air Command's 17th Reconnaissance Wing activated at RAF Alconbury on Oct. 1, 1982, bringing with it the TR-1 (U-2) reconnaissance aircraft. The 17th RW inactivated in July 1991, but a subordinate unit, the 95th Reconnaissance Squadron, remained at RAF Alconbury with the U-2 until 1993. After the 95th RS inactivated, the 9th Reconnaissance Wing, Beale Air Force Base, Calif., continued to have personnel and U-2 aircraft deployed to RAF Alconbury. The last U-2 aircraft departed RAF Alconbury in March 1995.
In August 1987, the 10th Tactical Reconnaissance Wing was redesignated the 10th Tactical Fighter Wing after the unit received the A-10 Thunderbolt II fighter. During its brief existence, the 10th TFW deployed personnel and A-10 aircraft to the Middle East during Operation Desert Storm. As part of the U.S. military drawdown in Europe, the A-10s departed in spring 1992, and the 10th TFW became the 10th Air Base Wing on March 31, 1993. To maintain the units heritage, the Air Force moved the 10th Air Base Wing flag to the U.S. Air Force Academy, Colorado Springs, Colo., on Nov. 1, 1994. The 710th Air Base Wing was activated as the host unit on RAF Alconbury, then inactivated July 12, 1995, upon the activation of the 423d Air Base Squadron at RAF Molesworth.
The 39th Special Operations Wing arrived at RAF Alconbury in 1992. After consolidating its aircraft and people at the base, the 39th SOW inactivated, and the 352nd Special Operations Group activated, linking the unit's heritage with a historic World War II commando unit. The 352nd SOG departed RAF Alconbury for RAF Mildenhall on Feb. 17, 1995. Restructuring throughout Europe resulted in the RAF Alconbury flightline being turned back to the Ministry of Defence on Sept. 30, 1995.
http://www.fas.org/irp/facility/alconbury.htm
Created by John Pike
Maintained by Webmaster
Updated Monday, November 10, 1997 12:39:04 PM
THE MARTIN RB-57A IN SERVICE WITH USAFE.
History by Doug Gordon
Having completed the set routine with time to spare Beaumont raised the gear and flaps, opened the throttles on the Avon engines and roared spectacularly over the heads of the distinguished visitors. Directly over their heads he pulled the twin engined bomber into a tight 360 degree turn, rolled over into a high speed flypast culminating in a 'cartwheel' wing over. This was followed by a silent spiral dive with the power right back and a final turn in front of the impressed spectators. Still on silent running with only a tweak of the throttles to adjust landing speed ; he lowered the flaps and gear again and, banking sharply to the left brought the aircraft into a nearly perfect landing. Nearly perfect, because on braking on the heavily sanded runway surface, both mainwheel tyres burst!
This was on the 26th February 1951 at Andrews Air Force Base in Maryland. The USAF., urgently looking for a replacement for it's B-26 Invader aircraft; had arranged a comparative display and had included in the fly off two aircraft designed and built in foreign countries: the English Electric Canberra and the Avro CF-100 Canuck from Canada. Roland 'Bee' Beaumont, chief test pilot for the English Electric Company had the task of presenting the Canberra.
The Invader, a veteran of World War 11, was proving to be relatively ineffective at night in Korea. In the immediate post war period the USAF. had concentrated on building up it's nuclear forces and had rather neglected it's conventional capability. There was not the capacity to effectively mount night interdictor missions. In spite of the best efforts of the B-26's the North Koreans were able to operate their supply lines at night without more than an irritating interference. The Invaders were also proving to be vulnerable to ground anti aircraft fire. If the nocturnal missions of the USAF. were to be effective they must quickly acquire a state of the art light bomber capable of night attack. It was necessary to buy "off the shelf." as speed was of the essence. A group of officers was tasked with the job of examining the alternatives and coming up with the right aircraft. Their research and deliberation led to the fly off that winter day. This involved, in addition to the foreigners, the North American B-45 Tornado, the North American AJ-1 Savage and the Martin XB-51.
In spite of promising performances by the Savage and the Canuck the Canberra carried the day and proved itself the undoubted winner. However, it was not until the United States had procured manufacturing rights, that the decision to adopt the Canberra was finally made. The order for 250 license built Canberras was awarded to the Martin company, partly in compensation for the rejection of their XB-51. Subsequent to the successful competition at Andrews, Beaumont flew the Canberra, WD932, to the Martin facility at Middle River and demonstrated the aircraft to 15,000 Martin employees. The Canberra was to be designated B-57.
It is an interesting footnote to these events that the B-26 Invader, which the Canberra was procured to replace, soldiered on in USAF. service for many more years achieving some distinction in Vietnam as a night interdictor!
The first B-26 was delivered to Martin in March 1951 and a second in August. Much testing and evaluation work was done and as a result of this Martin suggested some modifications to the basic design which were put into effect. The first production B-57A rolled off the production line on the 20th July 1953 and flew at once.
The B-57A differed from the B.2 in having a two man crew instead of a three. The navigators window was deleted from the port side of the forward fuselage and on the starboard it was repositioned. the engine nacelles were slightly redesigned to accommodate the Wright YJ65-W-1 jet engines and the bomb bay was shortened. Regrettably the aircraft did not perform as well as had been expected and the USAF. encouraged a further redesign to create the tactical reconnaissance dedicated RB-57A. Production of the B-57A ceased after eight aircraft had come off the line and production was switched to the RB-57. Altogether some 67 of these aircraft were produced and saw service with the USAF. and the Air National Guard into the 1960's.
After the RB-57A the Canberra was redesigned quite dramatically and all future variants were to have the now familiar tandem cockpit and bubble canopy. The B-57B was designed as a light bomber and one of the special features that Martin introduced on this model, which it also retrospectively fitted to some of the RB-57A's, was the rotating bomb bay. This had been one of the revolutionary features on the ill fated XB-51 aircraft . The B-57B was followed by the B-57C dual trainer version; and subsequently by a host of highly successful variants too numerous to mention here; and of no direct relevance to this narrative.
The RB-57A arrived in Europe for the first time on the October 24th, 1954 at Spangdahlem in Germany for the 1st Tactical Reconnaissance Squadron of the 10th Tactical reconnaissance Wing. The Canberra was destined to replace the RB-26's of that unit; and of the 30th Tactical Reconnaissance squadron of the 66th Tactical Reconnaissance Wing, which was based at Sembach, also in Germany. On October 25th the new arrival was demonstrated to the personnel and families at Spang'. Sadly it was not the totally celebratory experience that it should have been; for on the very day of the aircraft's arrival on the base; one of the squadron's RB-26's had crashed on take off, killing all three crew members.
Pilot familiarisation with the RB-57A had commenced earlier in the latter months of 1953. Pilots and crews from both the 1st TRS. and the 30th TRS. had been checked out on their respective unit's T-33 aircraft, prior to a period of temporary duty at Shaw AFB. in South Carolina. Shaw was the home of the 363rd Tactical Reconnaissance Wing; the first unit in the air force to receive the RB-57A. Mobile Training Detachments were set up at Spangdahlem in late 1954 and at Sembach in the beginning of 1955.
The first RB-57's of both the 1st and the 30th TRS.' did not have the rotating bomb bay fitted. The cameras were located in the rear of the standard bomb bay, thus leaving space for other ordnance to be carried, including photoflash bombs for night photography. It was intended for the B-57 to have a dual role; it's primary function being tactical reconnaissance; but it's capability including weapons delivery.
The 30th Tactical Reconnaissance Squadron at Sembach received it's first RB-57 on the 30th November 1954. The pilots had already checked out on the T-33s by this time. They were required to fly 20 solo hours; during which time the observers, mechanics, camera specialists and hydraulic specialists spent a tour of duty at Spangdahlem with the Mobile Training Detachment there. In early '55 this tdy was no longer necessary when Sembach had it's own M.T.D.
There was a considerable period of time when the RB-57s and the RB-26s worked together as the transition to the new aircraft took some time. The 1st TRS did not complete reequipment until June 1956. Both units also received B-57Cs during this time; the first of these arriving at Spangdahlem in December 1955. the B-57C was used basically for crew familiarisation and training. It differed considerably from the 'A in having the tandem seating and bubble canopy typical of all later models; and in spite of their "non combatant" role they retained an offensive capability, carrying four 20mm guns and, like the RB-57A four hard points on each wing for the carriage of ordnance. All models also had the rotating bomb bay.
It is an unfortunate fact that an aircraft that had promised so much proved less than an unqualified success during it's time with USAFE. It was subject to two groundings and performance limitations on speed and operating ceiling. There were several crashes which were attributed to what were basically trim control problems. One such accident occurred on an Armed Forces Day at Sembach on 17th May 1955. A 1st TRS. machine was making an approach to display and crashed into the ground, killing both crew members instantly. Captain Wallace Rodecker and 1st Lt. John P Nodine were not the first, and they were not to be the last, fatalities before a number of "fixes" and several groundings later, the problems with runaway trim and pitch down were solved. It is of note that these problems also beset RAF Canberras.
Not all accidents could be put down to the "trim" problem and, fortunately, not all were fatal. On the 9th February 1955 a 30th TRS. machine suffered considerable damage when, on take off, it slid to a long stop along the runway. The pilot had raised the landing gear before the aircraft had become completely airborne! It is not recorded what his fate was!
The RB-57As were mission ready in early 1955 and shared the workload with the RB-26s. The latter aircraft took the lion's share of the mission responsibility in Exercise Carte Blanche , which took place in June 1955; but the RB-57s participated. This exercise was designed to test the latest concepts in dispersal, tactical air control and execution of alert plans in the event of an atomic war. Before "hostilities" commenced the 30th was tasked with flying a picket line and reporting any aircraft crossing that line. After war had broken out, the RB-57s and RB-26s commenced a rigorous session of night visual and photo reconnaissance missions. The squadron completed 94 out of the 122 missions assigned to it; of which 81 were deemed successful.
During the latter months of 1955 the 30th TRS., 66th TRW. built up to full strength on the RB-57A; also acquiring, in December, one example of the B-57C dual trainer. At the end of the year the 30th had 17 RB-57A's and 1 B-57C. The 1st TRS, 10th TRW was not to complete reequipment until midway through 1956. The RB-57's were ferried from the states by the squadron crews who had gone over to pick them up. For example: on August 25thfive pairs of pilots and navigators of the 30th TRS travelled stateside to be followed by two more pairs on the 11th September. Three of these crews returned to Sembach on the 15 th September with their aircraft; the remaining four crews returning shortly afterwards.
Several exercises during the period held the attention of the aircrews of all the tactical reconnaissance squadrons, not least the 'freshmen' RB-57 crews. Exercise Fox Paw from the 1st to the 4th October engaged the 30th TRS for the first time on night reconnaissance missions.
The early part of 1956 was not good for the RB-57 squadrons. A further fatal crash at Spangdahlem in December while an aircraft was on approach; underlined the serious problems that were being encountered; and though not directly responsible; this accident undoubtedly contributed to the decision to ground all B-57 aircraft from the 29th January to the 20th February and later from the 24th May to the 24th July. Missions were curtailed or did not take place at all; and there is no doubt that the workload of the day reconnaissance squadrons increased markedly while the groundings were taking place. the 30th TRS found themselves in Libya preparing for Operation Sunflash in January when the first grounding was enforced. Sunflash was in support of the 11th Tactical Missile Squadron practice firings. The task of the reconnaissance unit was to report on weather and range clearance over the target area and photograph missile impact. The 30th had to be bailed out by the ageing RF-80A's of the 303rd TRS. It is not recorded with what relish the Shooting Star pilots took over this mission!
Exercise Whipsaw from the 26th to the 28th September 1956 involved all the tactical reconnaissance units of USAFE. It was a major exercise 'designed to test, practice and evaluate current plans, policies and procedures promulgated by SACEUR and subordinate commanders for the employment of nuclear weapons in the defence of allied Europe.' The principle mission profile for tactical reconnaissance was to fly pre-strike, post-strike and weather reconnaissance missions. In the case of the RB-57 squadrons must be added to this the tactical bombing role. The 1st TRS was somewhat pessimistic in it's evaluation of the success of Whipsaw. The 30th, on the other hand, were more than satisfied with their performance. They had spent many hours over several months in preparation for the exercise, which had involved their moving to Stuttgart Army Air Field, Echterdingen. The missions effectiveness was not adversely affected by the move. 33 bombing sorties were flown against 54 targets, all of which were hit. Total flying time was 100 hours of which 25 were at night. A total of 58 photographic sorties were flown and photo coverage of 4 targets was completed.
The adverse weather conditions played more havoc with the reconnaissance missions than with the bombing. the 1st TRS only managed to complete 15 photographic sorties out of a total of 83. The 30th may have been at somewhat of an advantage during Whipsaw. Immediately preceding it they had been involved in Exercise Stronghold where the RB-57 crews flew 17 maximum range and altitude sorties in an exercise set up to test the air defences of the United Kingdom.
One operation order which is of particular interest in that it accentuates the dual role of the RB-57 was Twelfth Air Force Operations Order 607-56 which required a series of low oblique photographs to be made of training targets for the low altitude bombing system (LABS); more commonly known as 'toss bombing.' The recce runs were made at 1,000 and 10,000 feet and resulted in a picture portrayal of the actual bomb run to be made with the terrain features clearly defined. This enabled B-57 crew briefing to be made much more effectively and clearly.
If Whipsaw proved at least a qualified success for the RB-57; regrettably Exercise Sabre Knot, which took place from the 2nd to the 9th November clearly demonstrated the shortcomings of the aircraft. This exercise, in support of the 7th Army, required an operating ceiling of below 3000 feet. The restrictions placed on the RB-57's following the groundings early in the year prohibited them from taking part. It was one of several factors that led to the decision to replace them with the Douglas RB-66 Destroyer. The 30th TRS welcomed the RB-66 simulator to Sembach in November of 1956 in preparation for the squadrons conversion to the type. Paradoxically, in the first Royal Flush tactical reconnaissance competition held at Lahr in October, 1st Lt. Ronald A. Krzan had come second in the high level competition acquiring 98 points out of a possible 100.
1957 was the year that saw the retirement of the RB-57 from the European theatre. The 1st Tactical Reconnaissance Squadron at Spangdahlem received it's first RB-66B on the 20th April and had completed transition to the type by the 20th June. During this time it did retain mission capability on the RB-57. In fact these aircraft were to be an integral part of the training for the Destroyer crews; the 42nd TRS also converting to this type from the ageing piston engined Douglas RB-26. These crews first trained on the wing's T-33 aircraft; then there followed a period at Laon with the 38th Bomb Wing on multi engine training on their B-57's. Then it was back to Spang' for checkout on the RB-57; then to the RB-66 simulator, followed by actual RB-66 flying. 4 RB-57's were retained by the 10th TRW for multi-engine conversion training up to the 1st November 1957.
The 1st and the 30th TRS' both took part in the NATO Royal Flush 11 Tactical Reconnaissance competition held at RAF Lahrbruck in May. The competition was a disappointment for the RB-57's who regrettably did not achieve the success of the previous year.
The RB-66 simulator arrived at Sembach in the early part of 1957. Each pilot of the 30th TRS and the 19thTRS of the 66th TRW was required to complete a total of 15 hours on the simulator. The 30th retained a high mission profile on the RB-57 throughout the transition to the RB-66. In January 1957 in fact a symposium was held at Laon AB, home of the 38th BW to which both the 10th TRW and the 66th TRW were invited to discuss the reasons why the 30th squadron managed to maintain an higher in-commission rate than the other B-57 wings in USAFE. A more efficient system of scheduling maintenance was determined to be the cause. Certainly the 30th must have gained a considerable amount of satisfaction from this encounter. In January this squadron was also involved in Operation Sunrise in Libya. In support of the 11th Tactical Missile Squadron which was engaged in practice firing; it was the job of the 30th TRS to find the missiles after they had been fired, photograph them and determine how close they were to the target. Altogether the squadron flew a total of 134 sorties with great success. A fitting swan song for the RB-57.
The first RB-66 to land at Sembach was a 19th TRS machine, on 26th February, 1957. The purpose of this flight was to test the Sembach runway. It was suspected that it was too short for RB-66 operations. In the event the transition to this aircraft for the 30th TRS took place primarily at Landstuhl AB. The squadron received it's first three aircraft in June and completed transition by October. By the end of 1957 all RB-57 aircraft had left Europe and returned to the United States where they were assigned to the Air National Guard.
It must finally be noted that the Martin Canberra in it's many variants proved to be every bit as good as it's early promise had foretold; flying with distinction with the U.S. Air Force for three decades in a variety of roles. The short and somewhat disappointing career with USAFE was not typical of the aircraft.
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The
Air Guard contributed 21,067 people to that effort. Units called-up in October
included 18 tactical fighter squadrons, four tactical reconnaissance squadrons,
six air transport squadrons and a tactical control group. The flying organizations,
however, needed additional personnel, spare parts and training before they were
ready to deploy.
In
late October and early November, eight of the tactical fighter units flew to Europe
with their 216 aircraft in operation "Stair Step," the largest jet deployment
in the Air Guard's history. Because they were not trained and equipped for aerial
refueling, they had to island-hop across the Atlantic Ocean.
The
United States Air Forces in Europe (USAFE) lacked spare parts needed to support
the ANG's aging fighters. Some of the units had been trained to
deliver tactical nuclear weapons, not iron bombs and bullets. They had to be retrained
for conventional missions once they arrived on the continent.
The
majority of mobilized Air Guardsmen remained in the continental United States.
They flew airlift missions and prepared a follow-on force in case the Berlin crisis
escalated into war. The Air Force concluded that the Air Guard units sent to USAFE
achieved little militarily.
Although
they prepared for deployment far more rapidly than they had during the Korean
War, Air Guard units still required extensive post-mobilization training and additional
equipment. Their obsolescent aircraft were not interoperable with the USAFE's
existing aircraft and logistics pipelines. By August 1962, all ANG units had been
demobilized.
Largely as a result of the Berlin experience, the Air Force decided as a matter of policy that its Guard and Reserve units must be prepared for rapid global deployment after a call-up. This didn't become a reality until the ANG obtained modern equipment, generous funding and more realistic training after the Vietnam War.
