22ND TROOP CARRIER SQUADRON
374TH TRANSPORT GROUP
IN AUSTRALIA DURING WWII

History Summary of 22nd Troop Carrier Squadron

The 22nd Transport Squadron was activated at Essendon Airfield in Melbourne on 3 April 1942. Ten pilots and ten enlisted men were transferred into the 22nd Transport Squadron from the 21st Transport Squadron which was activated on the same day. Veteran Bombardment and Pursuit pilots from the Philippines and Java Campaigns and a cadre of enlisted men from the United States brought the strength of the 22nd Transport Squadron up to 19 officers and 196 enlisted men by the end of May 1942. Several K.N.I.L.M. aircraft including L-14s, C-36s, DC-2s and DC-3s were assigned to the Squadron.

The 22nd Transport Squadron had excellent camp and messing facilities at Essendon Airfield. Personnel lived in barracks. Shower buildings were provided with hot and cold running water. The officers dined in their own club and the enlisted men messed in two mess halls. Excellent food was enjoyed by all. Although there was some athletic equipment no organised recreation was provided. Churches in Melbourne were able to provide the men their spiritual needs.

The Squadron operated several aircraft between Port Moresby and ran at intervals, despite intense Japanese activity and fighter cover consisting of only five or six P-39 Airacobras. When the Japanese landed troops at Buna in July 1942, 22nd Transport Squadron aircraft landed Australian reinforcements and supplies at Kokoda, and during the fighting for that mountainside airfield, the aircraft often circled the airfield without knowing whether it was in friendly or enemy hands.

In August 1942, during the Australian retreat which ended in an allied offensive at Ioribaiwa Ridge, 30 air miles from Port Moresby, and during the fight back across the Owen Stanley Range, Squadron aircraft dropped tons of supplies and equipment to the Australian troops, this taking adequate care of a supply problem which otherwise would have prolonged the fighting for months.

The 22nd Transport Squadron was redesignated the 22nd Troop Carrier Squadron per General Order No. 20, par. 1, Headquarters USAAS, SWPA, dated 26 July 1942. The 21st Troop Carrier Squadron was redesignated from the 21st Transport Squadron under the same order.

The first large troop movement conducted by the 22nd Troop Carrier Squadron started in September 1942, when the 126th, 127th and 128th Infantry Regiments of the 32nd (U.S.) Division, together with their equipment, were flown from mainland Australia to New Guinea. All available transport aircraft were used for this troop movement.

During the middle of October 1942, a very concentrated movement was made from Milne Bay and Port Moresby to Wanagala Mission for the start of the final drive on Buna. Both Australian and American troops were moved. Infantry, Anti-aircraft and Engineer troops, together with many native bearers were transported. The supply of these units then added to the work of the Squadron to maintain their effectiveness in combat. Supplies were moved in and sick and wounded were moved out.

During the latter part of October 1942, an O-49 was assigned as the Red Cross aircraft to evacuate wounded from areas where it could land. S/Sgt. Pilot Neil O. Maxwell, of the 22nd Troop Carrier Squadron was its pilot until about the middle of November 1942. Over 50 men were brought to hospitals by this aircraft and thousands of pounds of dressing and medicines were delivered to aid stations along the Kokoda Trail.

Early in November 1942, Kokoda fell to the Australians and aircraft of the 22nd Troop Carrier Squadron flew over the Owen Stanleys with ever increasing numbers of men, jeeps, trailers, small bull-dozers, road graders, steam rollers, runway matting, fuel and many other items needed for combat use.

Pursuant to Movement Orders Nos. 34, 77 and 79, dated 15, 16, and 17 September 1942, the 22nd Troop Carrier Squadron was ordered to move to Garbutt Airfield in Townsville to commence combat operations. This movement to Townsville took place on 11 October 1942. It was accomplished by rail in two echelons.

Several of the barracks in the transient camp area, known as Project No. 2, Garbutt Field Area (most likely the Barracks for Depot #2 adjacent to Mount Louisa), were set aside for use by the 22nd Troop Carrier Squadron. The officers and enlisted men messed in the same building. The men thought the food was good considering the circumstances. Showers were equipped with cold water only. Drinking water required chlorination inasmuch as Army authorities had considered the Townsville supply of water as unfit for drinking purposes. There was no organised participation in athletics, although softball games between officers and enlisted men were quite frequent. A small chapel at the edge of the camp and churches in Townsville provided means of worship for the men.

Movement Order No. 25, Base Section 3, dated 29 January 1943, ordered the 22nd Troop Carrier Squadron to move from Garbutt Airfield to Ward’s Drome, Port Moresby, New Guinea. The air echelon left Townsville on 24 January 1943 and arrived at Ward’s Drome on the same day. The first part of the ground echelon left Townsville by air on 24 January and arrived at Ward’s Drome on the same day. The remaining personnel left Townsville by boat on 10 February 1943, arriving at Port Moresby on 14 February 1943.

The 22nd Troop Carrier Squadron was operating in its entirety from Ward’s Drome by the end of February 1943.

On 3 October 1943, the 22nd Troop Carrier Squadron was ordered to move to Garbutt Airfield in Townsville by Troop Movement Directive No. 116, Headquarters, Fifth Air Force, dated 20 September 1943 as amended by Troop Movement Directive No. 116/1, same headquarters dated 30 September and letter AG 370.5 dated 26 September 1943, Headquarters Advance Echelon, Fifth Air Force. In effect the movement resulted in an exchange of station and operations with the 40th Troop Carrier Squadron, each Squadron carried with it only its own aircraft, files and individual personnel and personal equipment. Total weight of personnel (242 officers and enlisted men) and individual equipment moved by 17 plane loads was 83,000 lbs.

Immediately on arrival at Garbutt Airfield, the 22nd Troop Carrier Squadron settled down to the accomplishment of its mission of maintaining an uninterrupted flow of men, supplies and equipment to units in Australia and in the New Guinea area. Compiled statistics for October, November and December 1943 showed a record breaking performance for the unit.

The Squadron was again quartered in the barracks at Project No. 2, Garbutt Field Area (most likely the Barracks for Depot #2 adjacent to Mount Louisa). Again, only cold running water was available for the showers and the drinking water required chlorination. The Squadron conducted a consolidated mess with the 33rd Troop Carrier Squadron. The purchase of supplementary rations materially raised the quality and quantity of food served. An active special services program was started including basketball, baseball, horse-show pitching, volleyball and swimming. A Group Officers’ Club and Enlisted Men’s Club was organised and provided much entertainment and social activity amongst squadron personnel.

During the last three months of 1943, Squadron aircraft shuttled back and forth on the mainland between Townsville and Horn Island to the north, and Sydney to the south. Almost daily trips were made to Port Moresby, Fall River, Lae, Nadzab, Gusap, Finschhafen, Dobodura, Goodenough Island, Tobriand Island and Woodlark Island. Squadron aircraft also from time to time, engaged in test dropping of paratroops at Cairns. In accomplishing its mission during the last three months of 1943, the 22nd Troop Carrier Squadron lost one aircraft with its crew and 27 passengers when it exploded in mid-air near Rockhampton, killing all on board.

Commanding Officers
When the 22nd Troop Carrier Squadron was first activated on 3 April 1942, its first Commanding Officer was 1st Lt. Francis R. Feeney. Captain Raymond T. Swenson took over as CO on 2 May 1942. Major William L. Bradford took over as CO on 22 May 1942. Major Francis R. Feeney assumed command when on 22 July 1942. Captain Pearre D. Jacques took over as Commanding Officer on 6 April 1943. On 30 April 1943 Captain Fred G. Henry took over as Commanding Officer. On 30 May 1943, Captain Perry H. Penn assumed command of the Squadron. Major Robert C. Beed took over as Commanding Officer on 26 September 1943.

Assignment of aircraft
Operations Order No. 21 dated 21 May 1942, Headquarters, ATC, showed the following assignments of aircraft to the 22nd Transport Squadron:-

1 B-17
11 C-56s
2 C-39s
1 C-47
1 Lockheed 14

Memorandum issued out of Headquarters, Air Carrier Service, dated 2 Nov 1942, showed the following assignments of aircraft:-

3 C-39s
1 B-17C
3 LC-1s
10 C-60s
1 B-17E

As of 5 December 1942, the Squadron showed the following assignments of aircraft:-

3 C-39s
1 B-17C
3 LC-1s
10 C-60s
1 B-17E

In January 1943, the 22nd Troop Carrier Squadron was completely equipped with new C-47s which the 317th Troop Carrier Group had just flown over from the USA. After January 1943, the Squadron operated C-47 type aircraft exclusively.

Australia - Take-offs and Landings
Air Transport Command aircraft, flying on a self-established operational schedule, as a rule, took off about an hour before dawn on flights such as those to Darwin. Discounting delay because of engine trouble, this put the aircraft into Batchelor Airfield just after sundown. In the early days this was a good policy as Darwin, as it was later at Port Moresby, because of Japanese aerial activity in the area. Aircraft sometimes took off for Cloncurry on the return trip the same night, either spending the night at Cloncurry or continuing on to Brisbane. Usually takeoffs for Batchelor Airfield were about two hours before dawn the following day, the aircraft arriving in Brisbane about 1430 hours. This schedule gave time for maintenance work, thus making it possible for the aircraft to return to Batchelor or go elsewhere the next morning.

Only local weather conditions influenced take offs from any airfield in most instances in those early days of transport flying, since weather reports were either unavailable or entirely unreliable. With the establishment of more weather stations, better communications facilities, and competent operations sections of airfields along the eastern coast of Australia, take-offs from airfields in this area became increasingly supervised. In those early days in Australia, Troop Carrier pilots were quite frequently compelled to make landings on short, muddy and very rough airfields.

New Guinea - Take Offs and Landings
All take-offs in New Guinea since activation of the 374th Troop Carrier Group were effected during the hours of daylight. This was partly due to lack of accurate weather data prior to dawn and partly because fighter escort or “cover” was virtually an impossibility during hours of darkness. Personnel and maintenance problems were also important factors.

Group Operations controlled the take off of each individual aircraft or flight. Special consideration was often given to highly experienced pilots who expressed a willingness and eagerness to take off on an additional flight after flying in general had been cancelled because of weather. This concession to experienced pilots paid dividends in terms of thousands of pounds of extra freight hauled without a single mishap resulting. Experienced pilots sometimes completed two or three missions after the majority of aircraft were grounded.

Landings at advanced airfields in New Guinea were as a rule quite hazardous. Heavily loaded aircraft had to be landed on short fields that were often wet, muddy, slippery and very rough. Some of the airfields were on inclines, such as Wau for instance, which rose one foot in twelve with a crescent of mountains at its far end which made it impossible to "go around" at the last moment. The approach and landing at Bulolo was slightly downhill, the airfield itself being short, rough and wet. The Bena Bena airfield, perched on the top of a sharp ridge, was sway-backed. Wau's parking area was at 3,300 feet and Bena Bena's at 5,100 foot. Altitude of these airfields called for added caution in making landings and take offs because of reduced power. Most landings in New Guinea were subject to crosswinds and downwinds, which were often quite violent.

Flying over the Owen-Stanley Mountain Range
Since attack by enemy aircraft was probable and expected during operational flights across the Owen Stanley mountain range, pilots made maximum use of natural camouflage by flying as low as possible and choosing, when practicable, terrain which harmonised with the aircraft camouflage. They avoided presenting silhouettes against the sky and made maximum use of cloud cover. The pilot, co-pilot and radio operator maintained constant watch on the radio for information on local enemy activity. The position of unidentified or hostile aircraft mentioned on the radio was noted immediately by use of grid maps. The pilot, co-pilot and engineer, the latter watching out the dome, also kept constant visual watch for enemy aircraft. All unidentified aircraft were considered hostile and necessary evasive action was taken immediately.

When letting down after crossing the range, as in the Buna area, for instance, pilots lost altitude as fast as practicable until they reached treetop level. Approaches to airfields such as Dobodura No. 4 were seldom made at altitudes of more than 300 feet above the tree tops. During the fighting in the Buna area, transports were seldom more than 50 feet above the tree-tops, even when making steep turns. Turns were made as close to the field as flying safety would allow. One aircraft at Popondetta, made his approach too high and wide and got a Japanese anti-aircraft shell in his fuselage. Luckily it did not explode. Another pilot flew too high above the terrain and was attacked by Japanese dive bombers. They were carrying their bombs, which slowed them down considerably, and he, luckily, too managed enough speed to get away with only a few machine gun bullets in his airplane.

Weather over the Owen-Stanleys was almost as serious a hazard as hostile aircraft to pilots on operational missions. Vertical cloud development began rather abruptly and clouds often built up in front of an aircraft faster than the aircraft could climb. Haze, fog and rain were expected at all times.

Fighter Protection in New Guinea
On flights to Wau, Bulolo and Bena Bena and to dropping areas in the vicinity of those mountain airfields, transports were protected by a fighter escort varying in size according to the number of transports. Transports proceeding to these areas usually were in flights of nine or twelve aircraft and were protected by 12 to 15 "close cover" fighters and from four to eight "top cover" fighters. These transports flew in tight, stepped up Javelin formation and the "close cover", P-39s and P-40s, swept back and forth just above them. The top cover, usually P-38s, patrolled several thousand feet above.

Fighter cooperation in advising the transports of actual or suspected presence of enemy aircraft and in actually protecting them during attempted enemy attack was excellent. Loss of one transport due to enemy action occurred because the transport pilot broke formation and thus did not have the benefit of the fighters which had its hands full in caring for the main fight. Fighters, especially the top cover, gave valuable information to the transports in regard to weather conditions at and near the target area, Their information as to whether it was advisable for the transports to go under or over cloud formations in the area vas particularly valuable.

During transport operations in the Buna-Dobodura area a constant fighter patrol was kept up. There was no actual escort, except in cases of emergency, for the transports took off and flew individually. Constant watch and the taking of immediate evasive action kept transport losses in this area at a minimum.

Dropping Material and Supplies in New Guinea
Free dropping of material and supplies from aircraft to units in isolated mountain areas was conceived and begun of necessity after the Japanese landing at Buna in July, 1942 when it was seen that native carriers could not adequately supply Australian troops in the fighting areas. The idea was the brain child of an Australian ANGAU Lieutenant, and the pilots of the 21st and 22nd Troop Carrier squadrons, who cooperated in dropping tests and convinced higher military authorities of the feasibility of dropping.

Dropping strips were located when possible in naturally open areas which the aircraft could reach with the least amount of effort. For instance, on flat topped kunai grass ridges. In most instances, however, military necessity called for clearing of trees on mountain sides or in native villages at the bottom of valleys. These open areas usually were about 50 yards by 25 yards. Approaches to those used during the fighting between Iorabaiwa Ridge and Kokoda as a rule were quite difficult.

At Menauri, considered the most difficult of all, it was necessary to drop over a 3,900 foot ridge into the valley at 100 miles per hour, with wheels down and throttles all the way back and then side-slip from one side of the gorge to the other at tree top level in order to come over the 1,000 foot target low enough and slow enough to drop effectively. Pulling out of dropping areas such as this where it was necessary to climb to 4,200 feet within a very short distance, called for maximum power and expert timing on the part of the pilot. Slight miscalculations resulted in damaged wing-tips, ailerons, elevators, and rudders and an occasional hole in the wing. A fatal crash occurred at Menauri and another at Skindaiwa.

To drop the load, the aircraft was brought over the drop area at approximately 120 miles per hour, (less, if possible and practicable) at a height of 200 to 300 feet. Dropping from this height had been proven to give the best results in recovery. When approaching the target the pilot flashed his "caution " light which was normally used as a preparatory signal for paratroop jumps. A crew of three or four men, who carried a portion of the load to the open doorway, then pushed and kicked the supplies out the door when the pilot turned on his alarm bell.

The pilot continued to hold his aircraft in level flight or, preferable, nosed slightly downward as a safety precaution against the possibility of a bundle hitting his tail section. Wheels were immediately pulled up (if down) and necessary power applied to climb away safely. (The prop pitch was left in climbing r.p.m, at all times during dropping missions). Crews then began carrying bundles to the rear again for the next drop. Care was taken not to pile the bundles too high at the doorway because bundles too high at the door had farther to fall and might hit the tail section. Light bundles were placed on the bottom of the pile so they would clear the tail section more quickly.

Dropping of supplies was made considerably more easy and safe for the dropping crews by the use of a new all metal slide which fitted flush with the bottom of the open doorway and flush against the opposite wall of the aircraft about three feet from the floor. A removable stop was inserted at the lower end and the supplies piled up in the slide. Upon the signal from the pilot, the stop was removed and the supplies slid easily out of the doorway in a compact group. There were no instances of the supplies hitting the tail section when the slide was used. The slide also obviated the necessity for tying in the dropping crews, as usually was done when a slide was not in use.

Pilots had very little to worry about wind drifts when dropping ordinary supplies, which wore wrapped loosely in heavy burlap, because the plane was so close to the trees that the dead weight was little affected by wind during its comparatively short fall. In dropping parachutes, which were turned loose usually at a height of 300 feet and seldom less than 300 feet, however, wind drift had to be taken into consideration. Unless this was done, moreover, a great portion of the chutes would drift into the bush and sometimes down into deep gorges where it might take a day to find them and return them to the dropping area.

Before taking off on a dropping mission in a C-47, the paratroop door was removed and the rest of the large cargo door securely roped or wired to the opposite side of the fuselage to prevent it from being blown out and damaging the empennage. When using aircraft with passenger type doors only, the door was removed before take off.

A highly successful experiment made by the 374th Troop Carrier Group was the installation of a trap door in the floor of the C-47 for dropping purposes. This allowed dropping from the pseud bomb-bay and the door as well.

A percentage of 85 to 90 percent of supplies dropped from the air usually were recovered by ground troops. Of this amount recovered, approximately 60 to 65 percent was in excellent condition. Canned goods usually took a pretty rough beating, according to the troops who said they got pretty tired of eating jam mixed with biscuits, beans, bully beef and an occasional .45 calibre slug.

Dropping of mortar shells and fuses was discontinued after it was discovered that the impact oversensitised the charge.

One Australian soldier was killed at Menauri when a tin of bully beef careened off the top of a native hut and hit him on the head while he was standing. at the edge of the clearing. Several other Australian soldiers were seriously injured by dropping supplies.

Weather Reporting
Weather reports were absolutely unreliable during the early days of intensive fying. Pilots were compelled to depend entirely upon their own judgment as to probable weather conditions, especially on the runs across the continent, such as runs to Darwin, Alice Springs and Daly Waters. In these regions, up until September 1942, weather reporting was done by Australian postmasters, a slow and highly unreliable method. Weather reports for trips over this area improved somewhat during the later stages of operations on the mainland (autumn 1942) but only insofar as weather in the immediate vicinity of the destination and refuelling airfields was concerned. Reports for flights along the east coast of Australia were fairly accurate but not dependable. Between such points as Darwin and Perth weather reporting was still highly unsatisfactory as it was done by postmasters.

In the middle of July 1942, the 15th Weather Squadron began to operate on the mainland, with headquarters at Essendon Airfield, in Melbourne. In November 1942 the headquarters was moved to Garbutt Airfield, in Townsville. In conjunction with RAAF weather units and the AACS and Australian communications units, weather reporting and forecasting on the mainland and later in New Guinea was placed on a more reliable and scientific basis.

After October 1942, the 15th Weather Squadron and RAAF began furnishing reliable weather reports in New Guinea, Wherever forecasting stations were set up, Army Airways Communications Systems AACS would send and receive forecasts and reports. However, at reporting stations, reports would be sent via signal corps or other methods of communications.

Terminal weather advice in New Guinea, until May or June 1943, was found to be fairly accurate when available, but for the most part pilots took off for airfields such as Wau, Bulolo, and Bena Bena with no accurate information on the weather, trusting to luck, flying skin and a personal knowledge of New Guinea weather habits and terrain to get them to their airfields and dropping targets. Decisions on weather were still left up to the pilot for the most part, since the weather changes so rapidly that only pilots who have just returned from an area are capable of reporting on the weather. Pilots when in New Guinea are constantly confronted with ground fogs, heavy rain, thick stratus and cumulonimbus previously unreported.

In July 1943, the group began to send a pilot as an observer on a B-25 Mitchell which took off at 0500 and flew the complete route of Troop Carrier operations for the day. Reports were radioed back; if, for any reason the aircraft did not take off, or reports were not received, the operations officer would be compelled to rely on fighter pilots’ reports, just as they had previously done.

After its return to the mainland, the Squadron found weather reporting in Australia and New Guinea to be on a reliable, scientific basis.

Engineering and Maintenance
The 22nd Squadron started at scratch upon its activation on 3 April 1942, with its station at Essendon Airfield, in Melbourne. The Squadron's first aircraft were the Dutch planes which had been used in the evacuation of Java. Two of these planes were shot full of holes, blood stains on the interior still showing mute but eloquent evidence of their past history. Under present conditions these aircraft would have been salvaged. The only skilled mechanics vera pursuit plane mechanics and one heavy bombardment mechanic, all veterans from the Philippines and Java, The rest of the "line" consisted of basic soldiers fresh from the United States with little over one month in the army. But there were no tools! The glorious pages of history of the Army Air Corps were further embellished by the resourcefulness of these unsung heroes. They made, begged and "borrowed" some of their tools; others they purchased with their own funds at the 5 and 10c stores in Melbourne. It is said that the first tool box consisted of a mallet, screw driver, adjustable wrench and a roll of bailing wire. All tools previously sent over from the United States had apparently gone to Java during the evacuation, all available boat and plane space were used to evacuate personnel; the tools were placed in vehicles, gasoline poured on and set on fire.

When generators and starters were burnt out, or controls went out, these unskilled mechanics referred to above did their own repair work in Australian work shops. a number of these men showed so much promise that they were sent to Australian schools.

All maintenance work at Essendon Airfield was done on the airfield; however, a portable hangar was available for windy and rainy weather. Major overhauling was done by. A.N.A.

During its early days the 22nd Squadron was beset by many problems. Spare parts were found in salvaged dumps and were improvised and modified until they fitted our aircraft.

In August 1942, one of the 22nd Squadron's aircraft returning from Batchelor Airfield to Essendon stopped at a small service station and radio station in the desert. In taking off it was discovered that the booster coil in the right engine was out. The crew borrowed a Model T Ford at the radio station, hooked the coil up between the battery and magneto. After the engine started they had to remove the wires and replace the cowling while the engine was running. Very dangerous, to say the least.

When six of the squadron's aircraft were struck by bombs at Jackson Drome, on 17 August 1942, three were total losses; the remaining three, consisting of a C-39 and two C-53s were patched up with dope and fabric and within four or five days were flown back to the mainland for major repair work.

In September 1942, a prop was badly needed to make a C-56 flyable. A different type wan obtained from the Navy and was installed after the engineering section had manufactured its own governor.

After the squadron moved to Garbutt Airfield, in September 1942, the engineering section gradually increased its personnel to approximately 80 men. Tools and equipment still had to be manufactured and improvised. All engine stands were built. Frames were built from salvaged parts, pipes and scrap. For power driven equipment, switching of motors from one type to another was the common practice. The sheet metal section manufactured its own jigs, clamps and cowl flaps.

At Garbutt Airfield major overhauling was done by the Depot #2 and the 2nd Service Squadron. In November 1942, the proper type engine having been unavailable for a C-39, a different model engine was obtained from Depot #2 and installed after modifications were made. The first tools ever requisitioned and received by the 22nd Squadron came from the 2d Service Squadron.

Another instance of the resourcefulness of the "grease monkeys" occurred at Garbutt Airfield as a result of an acute shortage of filters. Kotex was considered a fairly satisfactory substitute, but Kotex also was very scarce in Australia, in fact one men tried without being fresh to get some from a girlfriend.

For one week during December 1942, the 22nd Squadron crews were stationed at Dobodura frequently being caught at work on their planes while the airfield was being strafed. They slept beneath their planes and messed with an engineering unit which was located in the jungle about 100 yards from the airfield. Most of them contracted malaria on that assignment. While at Port Moresby in the latter months of 1942 and January 1943, the crews slept in or beneath the aircraft and ate one meal a day, at Arcadia. In these early days in New Guinea, the crews always worked at night by flashlight and jeep and beep lights because the aircraft had to be flown during the day.

In November 1942, a Lockheed C-56 became AOG because of one bad prop; none was available in this theatre. A wire was sent to the United States for a new prop. The prop arrived seven months later in New Guinea, and was turned over to the 27th Air Depot Group. Hope had long been lost for its delivery, the aircraft having been turned over to the 33rd Transport Squadron RAAF in the interim.

When the advance detail of the squadron ground echelon arrived, shortage of transportation became critical. Requisitions could not be filled, there was none to be had. The story can now be told, albeit blushingly. The 32nd Division was on its way back to the mainland. With them they had a number of assorted vehicles, including jeeps and command cars which had been written off as lost in combat. Barter became the order of the day. B-4 bags, leather flying jackets and liquor were traded for vehicles. One transaction, as reported by a reliable authority, was 4 jeeps and 2 command cars for two B-4 bags, four leather flying jackets and two navigator's brief cases. In those early days badly needed parts were obtained with the assistance of a bottle of liquor here and there. The engineering section would trade with other units on a mutual trade basis.

During the months of August and September 1942 crews were sent to New Guinea from Australia. These crews performed maintenance on aircraft until 100 hour inspections were due, at which time aircraft and crew returned to home station. Replacement crews and aircraft were flown continuously under great handicaps. Since aircraft were flown continuously during the day, maintenance was carried on after flying was discontinued, generally by flashlight after dark. In tribute to the untiring devotion of the crews, it was a matter of record that only rarely was any aircraft out of service during flying hours.

Later on when the Squadron was stationed at Ward's Drome the 478th Service Squadron did most of the sheet metal work required on the planes and performed 3rd and 4th echelon maintenance at times.

The squadron performed all maintenance in the open and did their own 1st, 2nd and some 3rd echelon maintenance, overhauling their own engine accessories and doing much of their own sheet metal works, Engines, new and overhauled were drawn from the 27th Air Depot Group through the 478th. Special tools were made in the shops of the 8th Service Group. Many tools such as jigs, clamps and cowl flaps were made by the squadron sheet metal shop.

If an aircraft cracked up, it was the task of the 478th Squadron to salvage it. However, the squadron (22nd) always being in dire need of various critical items would unofficially dispatch crews to the scene before the crews of the 478th would arrive. The crews would engage in good natured rivalry in bartering for the much needed equipment as they stripped the aircraft. A typical example of the speed with which these crews would get to the scene of a crash was the incident of the crash of a 375th Group aircraft at Jackson Drome in August 1943. The aircraft had crashed at approximately 0700 and had to be salvaged. One engine was still serviceable. The maintenance department of this squadron was in dire need of an engine for one of their aircraft. The crew had removed the engine from the crashed aircraft, installed the engine in its own aircraft and had the aircraft in the air by 1600 hours the same day.

In May 1943, the 22nd’s engineering department took an engine out of a hydraulic test stand and a generator from an energiser and set up a power system for its tent shops. In July 1943, M/Sgt John Warren, Glenn F. Greening and T/Sgt William P. Boddie and others developed a process for pickling blower sections of aircraft engines, consisting of a pressure tank to force anti-corrosion compound into the blower section of the engine. This process was then followed as standard procedure by Fifth Air Force units.

When the 22nd Troop Carrier Squadron arrived at Garbutt Airfield in October 1943, the engineering department was set up in the large hangar at the airfield, along with the other Squadron's engineering sections.

Each department operated separately but cooperation was the rule. The Squadron participated in building and operating a group welding shop and a sheet metal shop. A carbide acetylene generator was put together for the use of the welding department. An electrically powered air compressor was inherited from the 317th Troop Carrier Group and installed in the sheet metal and welding shop; overhead lines were constructed running into each sheet metal department and the welding section. A do-all lathe and drill press were also inherited and immediately utilised.

It was found necessary to install a complicated wiring system for the welding and sheet metal shop, since the hand powered tools received from the states required 110 volts, while the Australian equipment in the shop requires 220 volts and in some cases 450 volts.

Supplies and spare parts were obtained by the Squadron at Townsville from the 4th Air Depot Group. In December 1943, the 22nd Squadron was able to requisition a few automatic pilots to replace those which had been disabled.

Since the return of the squadron to the mainland, after its aircraft accumulated 1,000 flying hours, they were sent to Essendon Airfield for overhaul by A.N.A. The Squadron had its test pilot at the airfield. Occasionally major overhauls were performed by A.N.A. at Mascot Airfield in Sydney, also by the 4th Air Depot Group.

Communications
When the USAAF first arrived in the Southwest Pacific Area there were only Australian Radio facilities on the Australian mainland; these stations were operated either by R.A.A.F. or the Aeradio. In the main, the facilities afforded were adequate unless a pilot was unfortunate enough to stray far from the established routes in the Northern Territory or Western Australia.

Serious problems were encountered by Air Transport Command and later by the 22nd Squadron, when early in 1942 a number of aircraft were purchased from the Netherlands East Indies Airlines and the Dutch Army. These planes were equipped with Dutch radio equipment or American equipment adapted for use by the Dutch. Great confusion existed from the start as all markings and instructions, which were only occasionally available, were in Dutch. Wiring diagrams and spare parts generally were not available and maintenance had to be accomplished by trial and error. After three to four months' use, U.S. Army Signal Corps receiving sets were installed in these aircraft. The Transmitters, being satisfactory were retained. During those early days it was not uncommon for either the receiving or transmitting equipment on an aircraft to be "out"; on occasions there was a dearth of trained radio operators. These aircraft flew nonetheless.

Competent radio mechanics were practically unavailable in the early months of 1942. In fact the Squadron had only one trained radio mechanic servicing its aircraft until September 1942, when another mechanic with no Army Service School training was assigned to the communications section. Whenever sets of the 22nd Squadron went bad and could not be repaired in the Squadron, they were taken to the Air Depot or the Amalgamated Wireless of Australasia, Pty Ltd., AWA, and as a rule the sets were immediately repaired.

From the radio mechanic's standpoint the widely assorted aircraft assigned also represented a wide selection of G.I. and commercial type radio equipment. In the early days there was little or no maintenance and test equipment or technical manuals to work with. Maintenance vas often miraculously accomplished to a satisfactory degree only by good luck, perseverance and sleepless nights.

During July 1942, while stationed at Essendon Airfield, a case of sabotage of radio equipment was discovered. The equipment had been tested the previous day and found to be in proper order. The next day it would not function. When torn down, it was discovered that a fuse had been removed from the transmitter and in the compartment was found excelsior and other waste scraps. An immediate extensive investigation was instituted.

After the 22nd Squadron moved to Garbutt Airfield in October 1942, several C-60s were assigned to it. They were good aircraft and had excellent radio equipment but they came without technical orders, technical manuals or the necessary maintenance parts. Although they were equipped with a powerful type of transmitter, the frequencies of the crystals were not correct for that area, nor was the transmitter flexible enough for military use. The C-60s had a new type of command set which by then was in common use. The only difficulty experienced with these sets was the habit of the springs burning off the banana plugs making the set or part of the set inoperative. The interphone amplifier was also a source of trouble. Moisture got into the set causing mildew of the cotton insulation of the wiring, the insulation then falling away, resulting in a short circuit.

Technical Orders on radio equipment were all but non-existent until October and November 1942, when they began to trickle in. However upon the acquisition of C-47s by the squadrons complete Radio G Files accompanied each ship. During 1942, Radio Navigation Range Facilities in Australia were all operated by Australian Airways Radio Ranges. In December 1942, 5th Army Airways Communication System 5th AACS began to set up its own radio stations in Australia and New Guinea. As a rule the 5th AACS operated in the same sectors as RAAF and Aeradio. Although AACS set up radio ranges in Australia immediately upon its arrival in the SWPA in December 1942, it was not until April 1943 that ranges would be used in New Guinea; Then they were used only in emergencies upon request inasmuch as the Japanese could utilise them when turned on.

In December 1942, because of a dearth of point to point radio communications between New Guinea and the mainland, a circuit was established by the Group between Port Moresby and Townsville, the Port Moresby station being operated by the 6th Squadron and the Townsville station by the 22nd Squadron. The circuit was used primarily for PXing our aircraft movements between the mainland and New Guinea and for Group administrative traffic to the squadrons. The circuit operated very successfully. When the 22nd Squadron moved to New Guinea in February 1943, the Townsville station was taken over by the 317th Troop Carrier Group.

Until January 1943, radio repair facilities in New Guinea were extremely meager. Aside from squadron repair units there were only one or two Signal Corps units servicing the entire island and they were overworked and under-staffed. When the ground echelons of the squadron arrived in New Guinea, they preceded their radio repair equipment. For a time there were no spare parts and repairs were effected through improvisations, ingenuity and perseverance. Installations were of necessity very primitive during the early days in New Guinea. The problems of the repair department were considerably alleviated during the middle of 1943 when a regulation required that each squadron be equipped with two complete spare sets of any radio equipment then in the aircraft.

The Squadron began acquiring C-47s in January and February 1943; after February 1943, the Squadron used C-47s only, and in May began to acquire C-47As. The C-47 is equipped with an excellent type of Automatic Radio Compass. The radio equipment on the whole is very satisfactory. The old SCR 183 command set, which was then part of its equipment was outmoded for a number of years. One persistent source of trouble encountered was caused by acid or water getting into the compass loop housing. This caused rust and corrosion to set up in the loop motor and autosyn transmitter; as a consequence, the radio transmitter became inoperative.

After the return of the Squadron to the mainland in October 1943, a radio station was operated at Mackay, Queensland. Originally a small air to ground, point to point station was received from the 317th Troop Carrier Group. Because of its apparent inadequacy 5th AACS furnished equipment during the later part of January 1944, which after installation had permitted a hookup with AACS stations. A detachment of six operators, one radio maintenance man and one clerk were stationed at Mackay when it was their turn to operate the station.

Intelligence
One of the roles of the Intelligence Section of the 22 Troop Carrier Squadron was to keep posted a set of Australian Aeronautical Maps covering the progress of the war in both the North Eastern and the North Western Areas. A set of strategic maps (4 miles to the inch) was also put up covering the immediate area of their operations and on these maps was posted the ground forces action, and location of enemy, particularly in relation to forward airfields and dropping places. In addition special maps for areas of interest at certain times were posted and maps for the other theaters of war were kept up to date from the news point of view. The sources of information on this posting activity were reports of Fifth Air Force Advance Echelon, Fifth Bomber Command Reports, Fifth Fighter Command Reports, Directorate of Intelligence Bi-Weekly Summaries and through personnel contact with the Australian Forces. These maps were used to keep the organisation itself abreast of developments and served to keep the pilots acquainted with the dangers of the territory into which they were flying and also certain sections on the route to be avoided when possible.

The Intelligence Section also undertook to acquaint flying personnel with native customs, areas inhabited by head hunter natives, and the simple principles and rudiments of escape from the jungle should they crash land. This was accomplished by arranging lectures by old residents of New Guinea for the flying personnel, distributing booklets on the subject and individual discussions.

In many instances of assignments of missions to new dropping areas and airfields to which pilots had never flown, the Intelligence Section assembled all available photographs, aerial photographs of the region, maps, diagrams and information that would be of assistance in locating the place and advising the pilots of the airfield or dropping area situation. In some instances, this required talking to several sources of information some of which had to be hunted down. From this activity was born the idea for a Troop Carrier Pilots Map, which was printed and was distributed to all Troop Carrier Groups and Squadrons serving in New Guinea.

In addition the Intelligence Sections maintained close surveillance of all censorship violations and conduct of a subversive nature. It was the good fortune of this group that no major incidents have occurred; routine censorship violations were dealt with by reprimands and punishment under AW 104.

One of the big jobs was the task of republishing and making over the Route Guides which were in process of assembling by the 40th Troop Carrier Squadron when it was replaced by the 22nd. Approximately fifteen copies of the Route Guide were transferred to this organisation and immediately all sources of information on airfields were sought out contacted and arrangements made for the amendments, additions and corrections on airfields in Australia and the Northern Islands to be sent regularly to the Group. In turn the information so received was passed on. Well over one thousand entries were made by the Intelligence Section in each copy of the Route Guides they maintain. A shortage in the number of copies existed from the very start of their operations due to the increased number of aircraft flown, so the task of making additional copies was undertaken, using newer, more up to date airfield maps in black and white. The survey of airfields made by the R.A.A.F. in the Northeastern Area was utilised as the source for the new maps. As the making of the thirty new Route Guides progressed the original Guides were entirely re-edited so that all Guides resulted in being completely uniform. During this conversion every available complete Guide was kept in use. The former loose leaf binders were discarded and a contact binder put to use, which is the standard Technical Order Binder in use in the Army Air Force.

In addition to the Route Guides the work of supplying maps was undertaken and a special accordian folder was designed to hold the sections of the Australian Aeronautical Maps included in the bag containing the Route Guide. On these maps had been drawn the courses distances and radio beams.

The object of the Intelligence Section was to furnish to each aircraft upon departure a kit containing all the information possible for the completion of the mission; in the Route Guide information on over seven hundred airfields in Australia and the Northern Islands; the kit of maps showing terrain, courses, distances and radio beams for the territory to be covered in reaching the destination.

Some aircraft crashes and forced landings

Health of the Squadron
During the months of October, November, December 1942, and January 1943, while the aircrews of the Squadron were billeted and rationed at Arcadia, medical facilities were highly inadequate. Medical supplies were non-existent in that area, the nearest facilities being at 10th Evacuation Hospital, a distance of six miles. The latrines did not comply with Army Regulations. Water supply was inadequate both as to quantity and quality. It was frequently impossible to shower, either because the water tanks were empty or because the water was too hot for comfort having run through pipes exposed to the sun. Food consisted mainly of bully beef and hash.

In the Squadron Quarterly Medical Report submitted on 1 January 1943, the Medical Department reported three types of dermatitis prevalent. The most prevalent was the common heat rash. Another was a papule pustular dermatitis caused by secondary infection of the heat rash. The third was a localised urticarial dermatitis which follows the bite of an insect. Malaria was also reported as a serious problem despite attempts at suppressive treatment. Even as early as December 1942, after a stay of two months there was an incidence of 3% with the possibility that this figure would rise with the rainy season. Dysentery and diarrhea were prevalent, nearly all personnel becoming subject to them at one time or another. Paragoric, kaopectate, and sulfaguanidine controlled most cases but it was necessary to hospitalise about 10%, a large number of the hospitalised cases being of the Shiga type.

During January and February 1943, the Squadron ground echelon came to New Guinea and a camp site was established at Ward's Drome. A screened mess hall with concrete floor was built and greasetraps were put in to care for kitchen wastes. A concrete incline plane incinerator was built for garbage disposal and regulation latrines were established as soon as possible. The squadron obtained piped water from a large tank located on a hill in their area. By March 1943 they had the advantage of piped water for bathing purposes. Drinking water was delivered by truck to conveniently located lister bags and was then chlorinated.

By April 1943, supplementary rations from the mainland had become available, and the food situation was satisfactory both as to quality and quantity of food.

Mosquito control continued to be an outstanding problem during the period January to April 1943. Respiratory diseases were infrequent; even the common cold was seldom encountered. The venereal rate was also very low. As of 1 April 1943, there were two cases of syphilis, one having been under treatment for several months and the other a new case developed from contact on the mainland.

During the quarter 21 December 1942 to 20 March 1943, malaria control measures were vigorously pressed. High grass was cut and burned all over the camp site. Drainage ditches were dug where necessary and all stagnant water in the area was oiled repeatedly. The regulation requiring the wearing of long shirt sleeves and full length trousers was rigidly enforced.

In May and June 1943, there was a marked increase in nasopharyngitis cases. This was attributed mainly to colds and infections resulting from leaves and furloughs to the mainland. Of a total of 207 man days lost due to naso-pharyngitis during this period, 140 were lost in June, which is one of the coldest months in southern Australia.

Recommendations from the Squadron Surgeon through the Group Surgeon were made to the Group Commander for the evacuation of several of our personnel who were considered medically unfit for further duty in the combat area. These cases were severe psychoneurotics showing a tendency to complete breakdown, or malarial cases with one or more relapses. One case of aero-otitis was also recommended.

During the period April 1943 to July 1943, the Medical Department noted many of our pilots and other personnel were beginning to show signs of fatigue and irritability because of long, continuous service in the theater. In May 1945 all Group aircraft were checked for TBA first aid equipment, shortages having been requisitioned and replaced. Folding and basket type litters were also placed on requisition to bring aircraft equipment up to TBA allowances. During this period one medical enlisted man was detailed to the Australian School for Malaria Control. The Squadron’s medical officers took turns on detached service in forward areas occasioned by a dearth of medical officers in New Guinea.

During the first week of October 1943, the Squadron, along with others in the Group, moved to Townsville, taking over the camp area previously occupied by the 317th Troop Carrier Group. The camp area was located approximately one mile east of Garbutt Airfield and two miles west of the city of Townsville. The area was flat treeless and dusty. Some of the men were housed in wooden buildings; others lived in unscreened pyramidal tents with wooden floors. The Squadron maintained its own dispensary in a wooden building in or near the Orderly Room. Water supply and sewage disposal was furnished by the City of Townsville. All drinking water was chlorinated before use. Food was obtained through the Base Section 2 Quartermaster. Both the officer and enlisted personnel voluntarily contributed to a mess fund for the purchase of supplementary rations.

Medical supplies were easily obtained from Base Section 2 Medical Supply Depot and from the 12th and 13th Station Hospital pharmacies. Hospital cases were sent to the 12th Station Hospital located in the city of Townsville, or to the 13th Station Hospital located approximately three miles southeast of the city. The 44th General Hospital at Black River replaced the 12th Station Hospital in February 1944.

A small emergency first-aid station was maintained in the hangar at Garbutt Airfield for first-aid treatment to those on duty at the airfield An ambulance with a driver and first-aid man was present at the airfield 24 hours daily. The Squadron medical officer took turns as Group Medical Officer of the Day. He stayed at the airfield during duty hours and was on call in the camp area at night after 1800. Emergency calls were cared for in the 22nd Squadron Dispensary.

Man days lost due to malaria increased during this period as a result of recurrences of old cases following discontinuance of routine atabrine ministration. Venereal disease also definitely increased, especially among the officers since moving to this area. With a marked reduction in days lost due to diarrhea, however, the total man days lost due to all diseases and injuries remained at 7%.

Although the flying hours of pilots and crew members were longer at this station (Townsville), there was not the usual hazard of enemy interception that was encountered in New Guinea. Weather hazards were greater however, and this together with long over water flights caused manifestations of flying fatigue to appear almost as frequently as in New Guinea.

Religion
Prior to March 1943 there were no organised religious services for the Squadron as such. While the Squadron was stationed on the mainland, personal usually attended services at churches in the neighbouring communities. From October 1942 to February 1943, personnel had access to the chapel at Garbutt Airfield. In the early days in New Guinea, Catholic personnel usually attended services at the 27th Air Depot Group. Protestant personnel would journey to Port Moresby.

The first religious services for the Group were held in New Guinea on 18 March 1943. By arrangements made by Colonel Prentiss, the Group Commander, the mess hall of the 21st Troop Carrier Squadron, whose area was adjacent to the 22nd Squadron area, was designated as the Group church. Chaplain John R. A. Maguire, then of the 27th Air Depot Group, conducted the first Catholic Mass at 7:30 p.m. on 18 March 1943. Chaplain William Beebe of the 90th Bomb Group, conducted the first Protestant services the same day at 6:15 pm. Thereafter until the end of June 1943, services were held each Sunday at the 21st Squadron under the supervision of these Chaplains.

On 18 June 1943, Chaplain Maguire was assigned to the 374th Troop Carrier Group. Shortly thereafter the Catholic services were conducted in the 22d Squadron mess hall at approximately the same time as the Protestant services. Chaplain Beebe continued to conduct the Protestant services.

A survey of denominations represented in the Squadron revealed the following approximate breakdown: Protestant - 60%; Catholic - 35%; Jewish and others - 5%.

During the month of July 1945, in Chaplain Beebe's absence on leave, Protestant services were held by Chaplain Munroe of the 871st Airborne Engineers and Chaplain Ray of the 872d Airborne Engineers.

Upon arrival of the 22nd Troop Carrier Squadron at Garbutt Airfield in October 1943, the Chaplain was able to conduct services for the 22nd Troop Carrier Squadron and other Group personnel at the Chapel of St. Theresa, the Little Flower, Patroness of Fliers, for Catholic Worship. Services for the Protestant personnel were conducted by Chaplain Jewett of the 45th Service Group in the Post Exchange. The Protestant Services were held at 9 a.m., Catholic masses were said at 9 a.m. and 6:30 p.m. on Sundays.

In November 1943, due to the absence of the Group Chaplain on temporary duty, Chaplain Charles Quest of the 4th Air Depot Group said Mass and the Reverend Frank Rush of the Staff of the Sacred Heart Cathedral Townsville, said another Mass.

About the end of January 1944, the Chaplain was issued an "outfit". Up until this time he had been without it due to the fact that the 317th Troop Carrier Group had taken the items with them. On Sunday, 30 January 1944, hymns were sung for the first time since their arrival on the mainland, at the 9 o’clock service.

Special Services
While the Squadron was stationed at Essendon Airfield in Melbourne there was no organized Special Service program. The Squadron Special Services officer equipped the day room with books, magazines, pianos, radios and ping pong tables; athletic equipment was requisitioned and made available to personnel upon request.

Especially deserving of mention both as reading material and the medium for keeping the men's interest aroused and them well informed on current events, was the newspaper "Guinea Gold". This was after they had moved to Port Moresby in January 1943. Guinea Gold was the daily paper published by the Allied Forces in New Guinea. It was a small four page affair that served a deep need in a place where mail was slow and radios scarce. The Squadron’s aircrews on Detached Service in New Guinea had begun to read it back in November 1942, when it was first put out by the Australians. In tribute it can be said that the paper achieved a reputation for accuracy and reliability among highly skeptical men.

The Squadron obtained a projector the latter part of March 1945 and began showing films three times each week.

The Officers pooled their efforts and resources and constructed a wooden building for an officers' club. It was very roomy and was decorated throughout with native ornaments. The club was opened during the latter part of March 1943.

The Group Headquarters, which was about a half a mile away from their area, had built & theater at which occasional USO shows were given and which most of the Squadron personnel attended.

After moving to the mainland in October 1943, they had a volleyball court and horseshoe pitching areas. Most of the men played volleyball. Some of the men played on the group soft-ball team which played in a league. Many of the men went swimming at the beaches, played tennis and went horseback riding. They had a day room equipped with books, a piano, ping pong tables and card tables.

Ronald L. Tidd contacted me on 9 Feb 1999. His father was an American serviceman in the 22nd Troop Carrier Squadron in Townsville during WWII. Ronald was born in May 1943 in Townsville. His mother mentioned an address of 30 Henry St, West End.

REFERENCES

AFHRA Reel A0971 on the 22nd Troop Carrier Squadron

Can anyone help me with more information?

"Australia @ War" WWII Research Products

This page first produced 10 February 1999

This page last updated 09 Apr 2026