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From
Mules, Missiles and Men By
James L. Brewer, Pilot and Aircraft Commander 420th
Air Refueling Squadron Adjutant 1954-1958 Edited with permission by William E Dietzel
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One
by one our aircraft began to arrive until we had our authorized ten. They
were World War II B-29’s, which had been converted to provide in-flight
refueling to bombers and fighters equipped to receive it. B-29’s so
converted were designated KB-29’s the “K” meaning aerial tankers.
Fuel was transferred through a telescoping, flying boom extending out of
the tail. The boom was normally stowed upward (to clear the ground during
take-offs and landings) but the boom operator, from the former tail-gunner
position, lowered it and “flew” it to meet and lock onto the
receptacle3 of the other aircraft, telescoping it in or out to match the
distance. It required coordination between the tanker pilot, flight
engineer and boom operator as well as the other “receiver” pilot. Jet
fuel for the receivers was carried in two huge multi layered, reinforced
leak-proof nylon tanks, one of which almost completely filled all the space
in each of the two big bomb bays. it was vital that pilots and flight
engineers know everything there was to know about every system or piece of
equipment on the airplane in order to make quick life-saving decisions
when things went wrong in flight These airplanes
had been well worn during World War II, then converted to KB-29's and
almost worn out by Strategic Air Command (until then the only command to
operate tankers), and then given to us third-hand because SAC now had new
KC-135's (tanker version of the Boeing 707). Even when new, B-29's had
been crew-killers. In the Air Force
the first pilot of these larger airplanes or of a flight crew is called
the Aircraft Commander or "AC'. Since I was slated to be one of the
ten AC'S eventually, I was given my own airplane and crew of seven other
than myself. All my crewmembers had only just completed initial training
in their specialty except my senior boom operator, S/Sgt Cecil Harris.
Hams was a hell-raiser off duty but absolutely top notch in his job. I
would soon become Senior Flight Commander and lead crew in the squadron,
having my pick of all crew members; but Harris and my Flight Engineer,
Tech Sergeant Howard Mathews, would fly with me through thick and thin Although we had an
excess of young co-pilot types we did not have enough pilots with the
experience to become AC'S. I remembered my good friend at Greenville,
South Carolina, Eldon J. "Mac" Mc Cure. He had come back on
active duty during the Korean War and was serving somewhere as a Captain.
After clearing it with my CO, I (racked him down and persuaded him to come
into our squadron. With Mac's approval I then called Major White at Ninth
Air Force and arranged the transfer. Mac worked out Fine and was well
liked by all. But I was to have strongly mixed feelings later on about
bringing him in. I flew with my
crew as much as possible, usually at night or on weekends. It was
important to weld them into a safe, dependable team as soon as possible.
Often I would work all day in my office, take off to with them all night
and then complete a day of work in the office when we landed. No, I never
could sleep on an airplane and was not about to doze off with that old
airplane and green crew. Many years later I ran across a group picture and
was shocked to see how thin and haggard I looked at the time. The time has come
to move our unit to Sculthorpe RAF Station, England, and it would be a
major job. In addition to the flight crews the ten KB-29, s would be
packed with aircraft maintenance people and key staff. All others would
follow by ship. Ground
Crew traveled by ship Story
& Picture by William Dietzel The
order of the day was to pack all the equipment necessary to support 165
members of the squadron and Ten KB-29s Air Refueling Tankers. We built
crates, packed them and loaded them on four C-124s. With all the equipment
packed the 420th Air Refueling Squadron was ready to go to England. This
is the last night before the entire 420th Air Refueling Squadron would
departed the United States Of American for Sculthorpe, England. Party Time Uncle Sam's Bar Alexandria, La. " We all had one hell’ve of good time "
The
following morning after the BIG
GOING AWAY PARTY 0700 Hours Ground
crews Pre-Flight their aircraft for an 1100 Hours take off, the
ground crews had their aircraft in the best running condition possible.
The fuel tanks filled to the maximum for the trip to England.
I was assign as part of the ground crew on Captain Lightener’s
aircraft KB-29 44-69674
0900 Hours
The flight crew arrives and pre-flights the airplane. The crew
lines up for parachute inspection. Captain Lightner briefs the flight crew
on the route and weather conditions:
Alexandria AFB, LA to Goose Bay, Labrador, Newfoundland across the
North Atlantic ocean to Sculthorpe RAF Station, England. 1100 hours: The
fire guards stood by for the pilots to start they engines, Captain Gerald
Lightner looks out of the cockpit window, moving his fingers in a circle
motion. The big propeller on number one begins to turn, faster and faster,
and then the roar of the R-3350 engine coming a live.
Then the other three engines are started, the noise level is
intensified and then it turns into continence HUMMMM. Looking down the
flight line you now can see all ten KB-29s props turning and ready to roll
out from their parking places. 1115 Hours. Captain
James L Brewer was aircraft commander. of the lead KB-29 aircraft which
has the Squadron Commander of the 420th Air refueling Squadron Colonel
Sheffield on board. "Alexandria tower this is KB-29 Command Ship 68700 "
requesting taxi instruction to the active runway for take off " The
tower came back with " You are cleaned to active runway 36 Altitude
setting 2990 winds north by north west at 10 knots,
" You are cleared to the active for take off 68700" The
KB-29s lined up one after other in position for take off.
With great pride one of the pilots window slides open and a
Confederate Flag shows proudly out the cockpit window.
With the Confederate flag flying high it taxis in front of the
other KB-29s. Wonder who that was?
Following the lead aircraft the squadron of KB-29s moved out
and formed in line for the active runway for take off. " Alexandria Tower" this is KB-29 niner
six seven four, ready for take off. Captain Lightner said as he called the
tower at Alexandria AFB on the radio microphone " Aircraft niner six seven four" you are
next in line for take off, winds 10 knots North by North West, Altimeter
setting at two niner niner, KB-29 six seven four you are cleared to taxi
onto run way 36 and hold your position.
Roger
that tower, niner six seven four, holding on active. Captain Lightner
replied. The
command KB-29 with Captain Brewer at the controls pulled into position on
the runway. The giant aircraft engines went to full power, You could feel
the prop wash moving across the aircraft surface as the R-3350 s producing
2200 horse turned the 16' propellers which moved the aircraft down the
runway. " Niner six seven four
you are cleared for take off and cleared for a left hand turn out. Captain
Lightner replied "Niner six seven four rolling". Captain
Lightner calls over the intercom to the flight engineer " Sgt. Sunden
take her to full power", Yes Sir" Sunden replies, turning the
booster pumps to high, moves the mixture controls to full rich, places his
hand on the throttles and opens the engine to full power, Captain Lightner
pushes on all four throttles as the KB-29 begins to roll down the runway.
50 75
100 120
miles per hour. Captain Lightner feels the aircraft become light and lifts
the KB-29 Air Refueling Tanker from the runway and 9674 became airborne. "Gear
up" Captain Lightner calls to the Co-pilot. Climbing out to 2500
feet. At 2500 feet of altitude Captain Lightner levels the aircraft out
and after a short time makes a tight turn to the left and levels off. One
after the other the 420th Air Refueling Squadron KB-29s take off, climbing
out to 2500 feet of altitude and flying out about 20 miles before making a
turn back to the base. Captain
Brewer turned to Colonel Sheffield smiled and asked."
Permission to put her on the deck Sir". Colonel Sheffield
looked at Captain Brewer, " Granted " " Put her on the
deck” Colonel Sheffield replied.. Captain Brewer said
"Yes Sir" "
Alexandria Tower this is 68700” permission to make a low pass fly by
over the field. The tower came back "68700 you are cleared for fly
by"
The
Command pilot Captain James Brewer, dropped the nose of the KB-29 down
into a 30-degree dive, pushing forward on the throttles. His face lit up
with a big smile. " Hang on boys were going to go say
"good-bye" to the England AFB he said into the intercom. KB-29
68700-command ship descended and made the approach across the field at 100
feet. A
C-124 transport aircraft was setting on the ramp, so I make a beeline for
it. Climbing up into the cockpit, I opened the hatch to the roof and
climbed out of top of the aircraft " This my friend was the best seat
in town. Far off in the distance you can hear the roar of the engines of
KB-29’s dropping in altitude in a single file. The mixture controls in
full rich, throttles wide open the flight of KB-29s of the 420 Air
Refueling Squadron start their low altitude pass, waving they wings in a
farewell to the ground crew and squadron members below as they make their
pass across the field. Then off in the distance I spotted KB-29 44-69674 with Captain Lightner at the controls, lower and lower he made his approach to the ramp, still lower he placed the nose down. When the aircraft passed in front of the C-124 the KB-29 was at about 40 feet above the deck traveling well over 300 miles per hour. The KB-29 flashed across in front of the C-124, Captain Gerald Lightner was smiling from ear to ear, waving from the window as he pulled the aircraft up and made a sharp turn to the left and headed off to Sculthorpe, England.
0500 Hours. Alexandria LA to New York, City
The Ground Crew, and
other personnel of the 420 Air Refueling Squadron were loaded onto two
C-124s and flew from England AFB, Alexandria, LA to McGuire AFB, New
Jersey. That night it was
"Hell-o New York City” the 420th Fly Boys are in town for a little
fun... " Boy did we have fun"
0700
Hours McGuire
Air Force Base a blue Air Force bus picked up the squadron and hauled us
to Sheep's Head Bay in New York
City.
We unloaded in front of this huge ship named the USS DARBY. This is
the first time this Nebraska farm boy had ever seen a ship this size. 0900
Hours
USS DARBY. United
States Navy Ship Troop Carrier The squadron personnel were placed on board
the USS DARBY for the trip across the Atlantic ocean and to dock 8 days
later at South Hampton England. Once we were loaded on board the ship we
were assigned sleeping quarters. After that it was back to the deck to
wave good-by to whom ever waved back. 01100
Hours The ship moved
away from the dock and crossed Sheep's Head Bay on to the Atlantic ocean.
Walking
around the deck I came upon a couple of guys playing guitars, I sat down
with them and before you knew it we had a band. I checked with one of the
Navy officers in charge of entertainment and found out their needed a
band. We got the Job. While
stationed at George Air Force Base Victorville, California I played a up
right Kay base in a country western band The Navy officer issued me an up
right KAY base from supply. 2100 Hours
The
band begins to play on board for the first class passages, Captain of the
ship and military personnel and their dependents. The band played until
0100 hours in the morning, Good-Duly.
We
docked at South hampton, England and were transported to Sculthorpe RAF
Station by bus. 16
September 1955 all ten aircraft got off the ground at Langley but only
nine arrived on time at Keflavik the next morning. K.P. Iverson had
encountered trouble and landed at Goose, Newfoundland. Keflavik was a
dismal jumble of black volcanic rock and only plants living on base were
on postage stamps. On the day before our big mission over Iceland, Captain
Byard W. Hyde’s crew was running up the engines on the their aircraft
when one of them blew up. They worked all that night installing a new
engine in time for the big mission, Early the next morning they were
running up the new engine when it, too, blew up. That left only eight
aircraft—and made us think hard about the results if that should happen
to us on takes off. A day or two later we were able to get the aircraft on
into Sculthorpe. They had been flown so hard and accumulated so many
defects that none of them were safe to fly any longer without extensive
repairs. No one at Sculthorpe had done anything to establish a supply of
parts. The Major whom was assigned to provide parts had rotated back to
the U.S. and the list was found on his abandoned in his old desk. Most of
our careful planning was out the window. Welcome
to England |
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Squadron
Now operational with Ten KB-29 Aerial Refueling Aircraft
0130
Hours