HISTORY

OF

V AIR SERVICE AREA COMMAND

JANUARY 1942 - JANUARY 1944

SECRET

FOREWORD

The confusion and dislocation which normally attend the organization of a new unit were scarcely noticeable when, on 9 January 1944, V Air Service Area Command was activated pursuant to General Order No. 28, Fifth Air Force, under Table of Organization 1-400-38-1 dated 5 May 1943.

Although this organization was an entirely new Command, the transition was, for almost everyone concerned, a "change in nomenclature only". The simple expedient of publishing the orders was all that was necessary to put the V Air Service Area Command in full operation since, for many months, the functions of the Area Command had been carried on at Townsville, Queensland, by the Advance Echelon, Fifth Air Force Service Command which was composed of personnel on detached service from various other Air Service Command units. Officers, enlisted men, and civilian employees of the Advance Echelon were transferred to the new Command with little change in duty assignment. It is probably fair to say that the main effect of the new organization was to legitimize its predecessor which was evolved as the result of a series of expediencies.

Establishment of the Air Service Area Command was the final integration of Air Service Command activities in the Townsville Area which had begun almost exactly two years before, when a detachment of five men from the 8th Materiel Squadron arrived at Garbutt Field on 15 January 1942. Accordingly, It seems appropriate in this first installment of the history of this Area Command to trace briefly the story of the Air Service Command in northern Australia and its most evident manifestation, Depot No. 2.

EARLY HISTORY IN TOWNSVILLE AND ENVIRONS

The detachment from the 8th Service Squadron serviced B-17's of the 88th Reconnaissance Squadron and the 22nd Bombardment Squadron (later combined to become 435th Bombardment Squadron, 19th Bombardment Group (H) ) which were coming in from the United States via India as well as A-24's and fighters being erected in Australia. On 10 March 1942 the 3rd Bombardment Group (L) and the 35th Air Base Group were sent to Charters Towers, Queensland. As a temporary measure the 89th Bombardment Squadron of the 3rd Bombardment Group (L) was left at Garbutt Field to handle the growing servicing and maintenance needs as more Army Air Force planes began to come in, and the 8th Materiel Squadron detachment was relieved.

First complete service organization in the area was the 35th Air Base Group which included the 47th Materiel Squadron and signal, ordnance, and quartermaster units. Apparently the choice of Charters Towers for the establishment of an air corps supply and engineering base was dictated by the tactical situation which made it necessary to keep such a semi-permanent installation well back from the vulnerable seacoast.

Accordingly, Charters Towers became the "depot", servicing and supplying the 3rd Bombardment Group (H), the 22nd Bombardment Group (M), 19th Bombardment Group (H), and the 35th and 8th Fighter Groups who were stationed at Charters Towers, Reid River, Woodstock, Antill Plains, and Garbutt Field, a line of airstrips extending roughly ninety miles southwest from Townsville. A sub-depot from the 35th Air Base Group was set up at Garbutt Field for forwarding shipments to Port Moresby and supplying intervening units where unnecessary handling could be avoided.

In May 1942, the 2nd Materiel Squadron was sent to Townsville relieving the 89th Bombardment Squadron and undertaking the operation of Garbutt Field, including a transient camp and the subdepot.

Direction of air service operations during these early days was somewhat sketchy. Administrative and operational channels had not yet been clearly defined, and considerable confusion and, it must be admitted, some bickering, resulted from the fact that few units or headquarters in the area had a clear idea of what their responsibilities and functions were, and where their authority began and ended. Particularly was this true of the arms and services whose activities were closely tied up with Base Section #2 as well as with Australian military and civilian supply agencies. Due sometimes to necessity and sometimes to a lack of understanding of the proper echelons of maintenance, the tactical organizations were inclined to attempt more in the way of maintenance than their crews and equipment could handle. This feeling of independence was apparent, too, in the supply functions. Many were the trips made by tactical aircraft to Brisbane to pick up items which, in some cases at least, were already available at the Depot.

It will be recalled that until 1 September 1942 there was no air service command as such. Tactical matters were handled by Headquarters, Allied Air Forces, and administrative and service functions for all United States Air Forces were the responsibility of the United States Army Air Services under General Rush B. Lincoln.

Air corps supply and maintenance facilities were organized on the basis of an Air Base Group for each geographical area corresponding to the various Base Sections, plus the 45th Service Group at Charleville which functioned as a reception unit for aircraft being ferried from the United States. The 4th Air Depot Group operated a major repair depot at Wagga, New South Wales, and later at Tocumwal, as well as two erection depots at Amberley Field and Geelong augmented by a materiel squadron at each location. As had been said above, the Townsville or Base Section #2 area was the responsibility of the 35th Air Base Group.

With the activation of the Fifth Air Force and its Bomber, Fighter, and Service Commands, air service activities became better coordinated and the tactical units became aware of the help which could be rendered by the service units.

AREA CONTROL OF
AIR SERVICE FUNCTIONS

On 7 August 1942, Colonel Donald W. Benner had been assigned as Officer in Charge of Townsville Branch, Supply and Maintenance Section, United States Army Air Services. This assignment was held by Colonel Benner until 20 October when Lieutenant Colonel Victor E. Bertrandias was announced as Air Service Command Representative for the Townsville Area with station at Townsville.

From this date until the present, Colonel Bertrandias has been the guiding genius of the Fifth Air Force Service Command in northern Australia. He planned and directed the construction of Depot No. 3 at Townaville, an installation unmatched in size and production potential anywhere outside of the United States and England.

BUILDING THE DEPOT

The decision to construct a huge air depot in the forward area (it should be recalled that Port Moresby was gravely threatened by the enemy and that Townsville was bombed on two occasions) was a fine example of foresight and correct estimation of the military situation. Thus the "defensive complex" was abandoned and an inestimable saving in manpower and material was effected.

Colonel Bertrandias arrived in this theater about 1 September 1942 and, after a brief visit to Townsville, was assigned to the 4th Air Depot Group which was scattered at various locations in Brisbane and southern Australia. The task of assembling these units and detachments and moving them to the site of the new depot at Nt. Louisa, Townsville was begun. The Supply and Headquarters Squadrons arrived early in October 1942, and the Repair Squadron on 28 October 1942. Colonel Bertrandias formally assumed command on 9 October 1942.

Meanwhile, during the month of September, 1942, Colonel Bertrandias was struggling with the problem of overcoming the initial inertia with which he was confronted in coordinating the efforts of Australian labor and Base Section Engineers. The request for additional construction to Base Section #2 had been made on the 27th of August and Included six 170 feet x 200 feet wooden arch hangers for repair, five 100 feet x 200 feet wooden arch hangers for repair, five 100 feet x 200 feet wooden arch hangers for warehousing, and a camp to accommodate six hundred men and thirty-five officers. Since the project was one dear to General Kenney's heart, all concerned had been given a carte blanche by General Connell. Particular emphasis was placed on the all-purpose shop for general repairs and engine and propeller overhaul.

However, this authorization was only half the battle. The impending wet season made it necessary to complete the major construction in two months, but when Colonel Bertrandias took over on the 21st of September, he estimated that on the basis of the progress then being maintained, the Depot could not be completed in less than six months. Civilian labor so far procured was only eighty-five men working eight hours per day with Sundays off and additional carpenters and laborers were only "expected". Estimated man hours necessary to complete the project in two months were 5,200 per day seven days a week in addition to 200 enlisted carpenters and a signal company for electrical work.

A few changes in the general plan were made at this time. Mono-rails for heavy duty hoists were provided for in the various hangers; two of the repair hangars were revised to 100 feet x 342 feet, one to be entirely for engine overhaul and the other for machine shop propeller and instrument repair; the dispersal plan was altered to draw the activities closer together, thus saving transportation and extra guard personnel while at the sane time preserving reasonable dispersal.

Planning was, however, the least of the troubles faced by those charged with getting the Depot in operation.

Building materials were critical and delivery dates vague, but no problem was so difficult as that of labor. Valiant as some of the efforts of our Allies have been, it must be said for the record that the civilian labor allocated for this project was definitely unenthusiastic. These civilians were from the Civilian Construction Corps, highly organized and well aware of their independent position, but, apparently unaware of the necessity for speed. Control over this labor was theoretically exercised by the Base Section Engineers thru the Civilian Construction Corps, but actually the authorities were powerless to exercise any kind of effective control due to the extreme shortage of labor. They were unwilling to work more than eight hours per day, Sunday excluded, and insisted on their "smokos" and time out for tea. Rain was always the signal to seek shelter. They worked slowly at best and it was only by diplomacy and cajolery that this lethargy was partially overcome.

It was this situation which prompted Colonel Bertrandias to request additional Air Corps troops with experience in construction, a move which proved very satisfactory. A detachment from the 11th Air Corps Replacement Depot arrived and, although they were an unorganized group of casuals, the difference in their work was immediately obvious. As the Squadrons of the 4th Air Depot Group arrived, they, too, were put to work on construction, and the buildings began to take shape. Depot supply and maintenance were begun immediately and increased as hanger facilities became available. The original plans were 90% complete on 8 December 1942, and the Depot was already functioning. Civilian labor had varied from forty to one hundred and eighty men, so it can be fairly said that this remarkable construction feat was accomplished largely by Air Corps soldier labor. On 24 December 1942, General Kenney commended all men who had participated for their "loyalty, diligence and efficiency*(1). On 8 December, Lieutenant Colonel Bertrandias was promoted to the rank of Colonel in recognition of his work. (

AREA CONTROL AND DISPOSITION
OF SERVICE UNITS LATE 1942

During this period of construction, the Air Service Command Representative had the additional responsibility of supervising and coordinating the technical and administrative activities of the various service groups and squadrons in northern Queensland.

In October 1942, these organisations were looted at four main fields in this area: the 48th Service Squadron at Iron Range servicing the 90th Bombardment Group (H), the 46th Service Group at Mareeba servicing the 19th and later the 43rd Bombardment Group (H), the 35th Service Group at Charters Towers servicing the 3rd Bombardment Group (L) as well as units of the 22nd Bombardment Group (M) still at Woodstock. In November, the 45th Service Group less service squadrons was brought to Garbutt Field to operate the aerodrome and transient camp, and the 2nd Service Squadron was attached to the 4th Air Depot Group to aid in Depot work.

By this time, only one of these dromes, Iron Range, was still in use as an operational base, and the end of the year was to see a general exodus of all tactical organizations to New Guinea, except the 90th Bombardment Group, which continued to operate from the mainland until March 1943. The Iron Range venture had not turned out well. The harbor at Portland Roads was too shallow for Liberty Ships and twenty miles from the airfield, making the supply problem exceedingly difficult. Due to Inadequate drainage, runways were unserviceable much of the time; food was poor and climatic conditions very severe; so that when the tactical situation permitted the filed was willingly abandoned.

Thus by early 1943, Air Corps Installations in the Northeastern Area were reduced to two stations, Townsville  and Charters Towers. The latter was developed into a Bomber and Fighter Pilot and Airplane Replacement Pool. The 35th Service Group was reinforced by an additional squadron, the 370th Service Squadron, which handled maintenance and housekeeping for the V Fighter Command, while the 47th Service Squadron had the same function for the V Bomber Command, and an intensive schedule of training of bomber crews and fighter pilots was Instituted, the percentage of good flying days being unusually high and the strips well constructed with complete control tower and homing range facilities.

Most of the construction of the buildings for the Bomber and Fighter Commands was accomplished by exception of a large ordnance dump and a chemical warfare depot, which was operated by the 760th Chemical Depot Company (Avn), this station was devoted exclusively to the training and replacement mission.

ESTABLISHMENT OF ADVANCE ECHELON

On 26 January 1943, the office of Air Service Command Representative had been abolished and Advance Echelon, Air Service Command was created with Colonel Bertrandias as Commanding Officer.

The staff of the new Headquarters was kept at a minimum, comprising only those departments for which there was an immediate need such as A-4, Air Engineer, Petroleum Control, and Ordnance. All other staff work was handled by the Depot staff. Key personnel of the Command Included Colonel Victor E. Bertrandias, Lieutenant Colonel G. A. Markell, A-4, 1st Lieutenant Hugh S. Westbrook, Adjutant, Captain Harold C. Anderson, Engineer, Captain J. Y. Alexander, Petroleum Officer, and and Lieutenant J. R. Dudgeon, Personnel Officer, who were assigned to Headquarters Fifth Air Force Service Command and placed on detached service with the Advance Echelon. Enlisted personnel were drawn from the 4th Air Depot Group and supplemented by several female civilian employees.

Colonel Bertrandias visited the United States in May 1943 on a mission for General Kenney. During his absence, Lieutenant Colonel Markell was in command.

New sections were added as the need for them developed. In June 1943, Colonel Bertrandias gained an able executive in the person of Lieutenant Colonel Henry A. Sebastian, an officer who had been in the Theater since Pearl Harbor and had had wide experience in the Air Service Command and its predecessors both on the mainland and as Deputy Commander, Air Service Command in New Guinea.

On 28 February 1943, the 43rd Service Squadron was assigned to the Advance Echelon for operational control. This squadron was based at Fenton Field in the Darwin area servicing B-24's of the 380th Bombardment Group. The area responsibility of the Advance Echelon was thereby Increased to Include all of Northern Australia.

GROWTH OF THE DEPOT

With the turn of the year, the Depot swung into production. As more buildings were completed, more men were released from construction work to repair and supply activities. At the end of December 1942, there were 1,418 men and 35 officers assigned to the Depot, This figure was made up of the 4th Air Depot Group, reinforced by the 2nd Service Squadron and approximately 385 men from the 11th Replacement Control Depot, Including those who had given such a good account of themselves in construction. This latter group was absorbed into the 4th Air Depot Group with the activation of a new Repair Squadron, the 83rd, on 6 February 1943, The arrival of the excellently trained and experienced 8th Service Squadron in February marked the year's first augmentation of the Depot.

First major increase in this strength was effected by the arrival of the 12th Air Depot Group in April 1943, from the United States and further increase in June by the 15th Air Depot Group. Neither of these organizations had a signal company but otherwise were at full strength including a Headquarters, Repair, and Supply Squadron as well as authorized ordnance and quartermaster companies.

The new Groups were put to work side by side with the 4th Air Depot Group using the sane facilities. This plan proved very advantageous, and production was tripled without the necessity of laboriously setting up new installations. No attempt was made to keep the activities of each organization separate, each section being made up of men from all organizations. Thus the self-sufficiency of each organization was in no way impaired as they all had men qualified and experienced in every phase of depot work. As might be expected, this idea did create some difficulty at first due to the fact that in many instances the more experienced men found themselves out-ranked in their specialties by the new arrivals from the United States who, being products of the vast expansion which took place after the 4th Air Depot Group had left for overseas, were oftentimes not as well qualified as those in lower grades who had been doing the job overseas for many months. However, this situation was eventually adjusted with the new men being given ample opportunity to prove themselves.

Strength increased rapidly until by September 1943 there were 201 officers and 4,587 enlisted men assigned or attached to the Depot No. 2. The 2nd Service Squadron departed in July but the personnel figure continued to climb as men from six service squadrons staged at Mt Louisa and Armstrong Paddock at various times were detailed to work in the Depot, making September the peak month for 1943. This plan served the dual purpose of increasing manpower and providing additional training for the new units. In August, the 27th Engine Overhaul Detachment was added to the 4th Air Depot Group and in November, the 317th Repair Squadron arrived and was assigned to the 12th Air Depot Group.

Thus Depot No. 2 rounded out the year with a total strength of 197 officers and 4,317 enlisted men. Of these, 2027 were "effectives" - that is they were assigned to one of the main depot functions, aircraft, repair, engine overhaul, machine shop or supply. Other personnel are accounted for in quartermaster, ordnance, signal, and military police units as well as in the regular squadron and group overheads.

Prior to 31 July 1943, the Depot at Townsville was colloquially referred to as the "Fourth Air Depot" but by Fifth Air Force Service Command General Orders No. 23, it was officially designated as Fifth Air Force Service Command Depot No. 2. Depot No. 1 at Brisbane, operated by the 81st Air Depot Group, and Depot No. 3 at Port Moresby, operated by the 27th Air Depot Group, were created at the same time.

This step permitted the organization of the technical sections of the Depot Groups and Service Squadrons into a single unit or task force to operate the Air Force technical facilities and installations. It performed technical functions only, with administrative duties left to the Squadrons, Groups, and Advance Echelon. A staff of seventeen officers with Colonel Bertrandias as Commander was announced on 16 August 1943.

DEPOT STATISTICS 1943

The splendid success of the Fifth Air Force in 1943 has been well publicized by the news correspondents with an understandable tendency to tell the story of the tactical units and individual achievements. Occasionally these writers vaguely realize that somebody must be doing a good job supplying and maintaining the combat forces and write squibs about the "ground crews" "sweating them out", but service groups and depot groups do not offer good copy when compared to the more glamorous side of the Air Corps. Unfortunately, the story of these service units can only be told in statistics, the significance of which can hardly be appreciated by anyone not familiar with their work. To tell the average combat pilot that 150 engines were overhauled last month gets no reaction other than a blank look, but if he is taken through the shops and shown the intricate processes of disassembly, inspection, gauging, magnifluxing, reboring, lapping, reassembly and testing on the blocks with the meticulous recordings which accompany that process, he is apt to express amazement and accepts an "overhaul job" with real confidence. The same will be true of any aircraft overhaul or modification job.

Supply, however, is harder to demonstrate and the casual observer cannot understand the amount of handling, record keeping and coordinating necessary to keep the tremendous number of items of technical supplies flowing.

The statistics quoted below are to some extent, the measure of the achievement of Depot No. 2 during 1943.

a. By December 1943 the buildings had been increased to 27 warehouses, 31 permanent repair buildings, 5 portable hangars, 85 enlisted men's barracks, and 10 officer's barracks, a total area of 1,532,474 square feet.

b. Beginning 15 November 1942, 1106 airplanes had been received of which 1019 had been erected, modified, repaired, or salvaged.

c. 627 engines had been overhauled ( Wright 2600's, P&W 1820's, and Allison V-1710'a). A few engines received December 1942 were torn down for schooling purposes. First production of Engine Overhaul was during the month of February when five engines were turned out. The experience that the 4th Air Depot Group had had while at Tocumwal helped this to get under way so rapidly.

d. Accessories, Including carburetors, control panels, generators, Ignition harness, magnetos, miscellaneous motors, spark plugs and starters had been overhauled to the number of 97,389.

e. The Machine Shop divided into the following sections; machine, sheet metal, electrical maintenance, heat treating, plexiglass, welding, radiator, wood working, regulator, electro-plating, supercharger, pump overhaul, and photographic had handled 13,627 work orders.

f. Propellor Shop had overhauled 1,305 propellors, 764 governors, 106 relays and rectified 1449 blades.

g. The Instrument Overhaul Shop had overhauled 11,070 instruments and repaired 266 typewriters and 85 cameras.

h. The Parachute and Fabric Section had inspected or repaired and packed 7,402 parachutes, completed 6,454 fabrication units, and 224 upholstering work orders.

i. Paint and Dope Subsection had completed 2,246 control surfaces.

j. Brake Repair Section had overhauled 1,070 brake assemblies and 199 master cylinders.

k. Hydraulic Subsection had completed 565 landing gears, struts and assemblies and 1851 hydraulic units.

l. Rubber Repair Subsection had repaired 460 self-sealing cells and 279 tires and tubes.

m. The Gas Section had filled 8,030 oxygen cylinders, 836 air cylinders, 42 nitrogen cylinders, serviced 1080 carbon dioxide units, and serviced 838 bombers and 99 fighters with oxygen.

n. Radio Repair Section had completed 2,784 work orders.

o. From July 1, the Supply Section handled 150,000 aircraft and engine accessories and 788 Air Corps vehicles. 42,630,726 pounds of Air Corps supplies had been received and 18,192,272 shipped, aside from the amount issued to the Depot for its requirements. Salvage during the same period shipped 2,405, 900 pounds of rubber and critical metals as well as 35,800 major repairable items.

p. Signal Supply handled 1,628 requisitions and received 2,413,891 pounds representing 14,418 1tems and shipped 1,338,220 pounds or 8,370 1tems.

MODIFICATION

Aircraft modification has, of course, been one of the continuing responsibilities and important functions of the Depot. The need for changes, particularly in armament of the basic airplanes used in this Theater, became readily apparent early in 1942. Because of the lapse of time between design and delivery, changes in tactics, and differences in climate, the factory airplanes can never quite keep up with the specifications demanded in the field.

In 1942, there was hardly a tactical or service squadron which was not busily engaged in hanging more guns or armour on Army Air Forces airplanes. Each squadron and even each crew had its own ideas about what was needed in the way of armament and armour which often resulted in stresses and strains, weights and balances, undreamed of by the manufacturers.

It has since been the job of the depots to coordinate and engineer new ideas, standardizing them as far as possible, firmly discarding those which are not feasible from an engineering standpoint, but at the same tine guarding against overlooking ideas with real merit and remembering that the desire of those who fly the airplanes in combat are paramount.

Depot No. 2 had a large part in ending the period of uncontrolled experimentation, and thru the versatility of its machine shops was able to manufacture nearly every new part needed where previously dependence had to be placed on shipment from the United states, a procedure which took time even with air shipments, or on local civilian manufacturers whose efforts, more often than not, fell short of the desired quality and precision, and whose deliveries were slow and uncertain.

On 18 August 1943, as a result of reports that the B-24D was vulnerable to head-on attacks, due partly to flexible guns in the nose and partly to inadequate armour in the cockpit, Colonel Bertrandias accompanied the first heavy bomber daylight strike at Wewak as technical observer. The B-24's used on this mission were some of the many which were modified at the Depot by adding the nose turret. Enemy fighter opposition was encountered and Colonel Bertrandias was able to make observations from which he corrected the turret deficiencies and designed a two-section shield of 3/8 inch armour plate which gave frontal protection to both pilot and copilot. These shields have armour glass windows and give protection for the pilot's head and upper body without impairing his freedom of movement. They are easily removable for normal flying.

Typical of the modifications which have been accomplished at Depot No. 2 are those which changed the highly touted B-25 "G" and "H", mounted with 75mm guns, to heavy fire power strafers with multiple 50 calibre machine guns substituted for the seventy-five.

The first B-25G airplanes which came to this Theater in August 1943 were a factory modification of the "D" model and almost immediately developed trouble, not as a result of the cannon installation, but because It was necessary to install package guns on the sides in order to give the ship more forward fire power. Due to the already heavy forward weight, these were placed back at stations even with the bomb bay. These package guns were hurriedly installed in an effort to get the ships into combat Immediately. However, when the airplanes arrived at Depot No. 2 it was noted that after 300 to 400 rounds had been fired, the skin began to ripple and tear loose at the bomb bay, the leading edge of the wing cracked between nacelles and fuselage, the blast effect of the gun was affecting the adjacent primary structure, and the shell ejector chutes were too short, causing the empty shells to jam.

This situation called for immediate remedial action. Bomber Commend, with two squadrons already processed at Charters Towers training center, was clamoring for the airplanes as great things were expected of the 75'g, but the two "fifties" in the nose were inadequate for low altitude attacks.

The Depot had already had considerable experience with B-25 armament, having accomplished an "under pressure" changeover, by installing eight fifty calibre machine guns in the nose of 172 of the "C's" and "D's" during July, August, and September.

In expressing his appreciation for this job and the Installation of power turrets in 3-24'g, Major General Enis C. Whitehead, Deputy Commander of the Fifth Air Force, said on 21 September, "The attack bombers which were modified in that Depot smashed the Japanese air force at Wewak; the heavy bomber in which your personnel installed power turrets recently achieved what I consider the greatest victory in air combat thus far in this war when a group of these shot down forty-one (41) Japanese fighters without the loss of a single B-24".

Depot engineers set to work on this new problem and after careful study and experimentation, It was recognized that the package guns were firing directly into a "pocket" where the air stream was sharply constricted between the lower wing surface, fuselage, and nacelle. the shock caused by the muzzle blast directly opposed to this airstream was thus exaggerated to such an extent that the structure of the airplane was affected by the excessive vibration.

It was while experimenting with blast tubes to counteract this situation that an explosion or fire occurred in B-25G, 882 while on a test flight causing it to crash off the coast and costing the lives of three of Air Service Command's best engineers. All occupants of the ship, Major Julian S. Schuster, Major Robert P. Duncan, Major George W. Starck, and Master Sergeant James G. Helton were killed in this accident.

Action to ready these airplanes for combat involved the removal of the top gun on each side, reinforcing the gun mount plates, increasing the height of the ejector chutes and installing heavier charging cables with block pulleys. Nine changes were accomplished on each side of the fuselage structure, most of which were aimed at "beefing" the critical points. Shell deflectors and asbestos flame shields were installed. Angle stiffener: fittings, "y" channels, formers, and brackets were installed on wing sections between nacelles and fuselage, wing inspection panels and inboard sides of nacelles. It is interesting to note that of the ninety-seven items required for this operation, fifty-two had to be fabricated in the Depot. The fact that this modification was accomplished on thirty-eight airplanes from 25 September to 8 October reflects the industry with which all concerned attacked the problem.

Although the armament changes described above proved successful from a functional standpoint, tactically the 75mn gun was a disappointment. Although some spectacular individual successes were scored with it, it did not suit the immediate needs of the Fifth Air Force. Consequently, on 20 November 1943, Colonel Bertrandias was instructed to have the 75mm cannon removed from "G" and "H" models and to design a fixed 50 calibre installation to replace it.

This project was planned and engineered with meticulous care so that by December l0th the staff was ready with a modification in which two fixed fifty calibre machine guns were placed between the two already in the nose and two more were installed in the gun tunnel.

The weights and moments of all parts removed and all those added were calculated and, after thorough service testing, the design was approved by representatives of the Air Service Command, Fifth Bomber Command, Advance Echelon, Fifth Air Force Service Command, the using organizations, and North American Aviation Company.

Some idea of the magnitude of the task may be gained when it is realized that a total of 99 parts, 64 of which were different, had to be manufactured. All of these items were fabricated within the Depot machine shop, even including the intricate gun mountings which were cast by the foundry section. Careful time studies were made covering the manufacture of all items on a production basis and of the installation on a production line. Man hours required for each airplane modified were 234.

Operations were begun immediately after the design was approved and continued as the "G" and "H" B-25's were made available. In conjunction with this modification, a tail turret of two 30 calibre machine guns was installed in each airplane. This "stinger", which was remotely controlled from the top turret, was not, however, designed at Depot No. 2. The next five months were to see a total of 82 B-25's processed thru the Depot for these armament changes.

Among other modifications developed in the Depot in 1943 were a drop hatch for C-47's, a cargo compartment for B-17's, a wing carrier device for C-47's, a tow reel installed in belly tanks of fighter aircraft, and a tow reel installed in B-26's. Apart from these strictly local developments, the modification department was constantly under pressure, accomplishing the many technical order changes ranging from minor alterations to major conversions. For some of these, complete kits were furnished while for others the Depot machine shop was relied upon for turning out the parts.

TECHNICAL INNOVATIONS IN DEPOT NO. 2 1943

As might be expected among a group of skilled American mechanics stimulated by the critical shortages which often occur due to the great distance involved and the fact that no counterpart of the shops of the United States exists in Australia, the Depot has contributed its full share of inventions and "gadgets". Some of these, of course, are mere make-shift stop gaps while others have real permanent merit. Depot No. 2 Gadgets compiled by the Public Relations Office describes forty-two of these developments.

In the Aircraft Repair and Erection Section, the following innovations have been developed: (a) Use is being made of the standard car loader adapted with a jig for handling wings in assembly, reducing the number of men necessary to raise the wings and hold them in position as well as reducing the possibilities of injury to personnel or materiel. (b) The familiar field expedient of welding an additional hoist to a Type A-2 hoisting frame greatly facilitating the handling of radial engines by bringing them into the desired position for installation is practiced in the Depot, and a properly engineered plan for this modification with complete specifications and procedure has been designed. (c) An interphone extension lead is in use, which permits crews making tests and adjustments to have free exchange of communication between the cockpit and the point of adjustment with engines running. (d) From salvaged material an enclosed bungee stretcher has been built which employs a hydraulic principle to accomplish this job simply and safely.

The Machine Shop has produced an (a) autosyn test set with an enlarged master indicator enabling more accurate calibrating of autosyn instruments, (b) a gauge for facilitating the taking of bucket wheel clearances of superchargers incorporating a circular bucket deflector, (c) a one man extractor for rivets with sheared or drilled-off heads, (d) a cutting tool for cutting down skins of three or more overlapping sheets, (e) wing supports adjustable for all types of wings, (f) a crown mould for rolling sheet metal in contours, (g) a table squeeze riveter, (h) a plexiglass safety mask for machinists, (i) a foundry furnace with a centrifical air blower for melting small quantities of brass and aluminum, (j) a device for checking the accuracy of tensiometers and torque wrenches.

The Propeller Shop has fashioned a (a) "spider" jig for holding micarte blocks in place during the disassembly fixture, (b) a propeller cleaning spray machine, (c) a blade gear pin hole aligning fixture as an aid in determining whether or not each station of the blade is correctly straightened, and (d) a device for turning down Curtis Electric propellers slip rings without the use of a lathe.

Typical example of resourcefulness was shown in the Engine Overhaul Shop when the supply of rocker box sumps became exhausted. The drains of these sumps are subject to excessive wear due to vibration, making it necessary to replace the whole sump. A method of reusing the old sumps was devised whereby the threaded drainage hole was enlarged and a new threaded brass seat was turned out and "sweated" into the hole by first freezing it in dry ice. This method extends the life of the sumps practically indefinitely.

Other developments in the Engine Overhaul Shop are (a) special wrenches for installing nuts in inaccessible places on Pratt & Whitney cylinders, (b) a powered piston polisher which reduces the time required for this operation to one tenth of what it was under the old method, (c) numerous tools to facilitate the disassembly of Pratt & Whitney 1830 series engines, (d) a sleeve for installing front and rear impeller shaft ring carriers on Pratt & Whitney 1830 engines, (e) a fixture for lapping rocker box covers which perform the operation in 1/8 the time necessary to lap this part by hand, and (f) an electrically heated roller used as a sealer for the pliofilm protective covering placed around overhauled engines.

Most ingenious device in the Accessories Shop is a machine which will wind solenoid coils in three minutes. It can also be adapted to wind coils up to five inches in diameter and seven inches long. Also invented in this shop was a machine to undercut the mica segments between the copper bars on armature commutators made necessary when the latter are turned down at overhaul periods, a magneto block electrode polisher which does a uniform job in 1/6 of the time, and a generator armature arcer for more precise soldering of armature coil connections.

VISITS OF IMPORTANT PERSONAGES

Having become something of a showplace, the Depot was frequently favored with visits by important persons during 1943. Among those who have called during tours of the Southwest Pacific Area were Under Secretary of War R. P. Patterson and Lieutenant General Knudsen in August, Mrs. F. D. Roosevelt in September, Senators Chandler, Mead, Russel, Brewster, and Lodge in September. All expressed themselves as being thoroughly pleased with the Depot and seemed surprised at the fact that so huge an installation could have been constructed in so short a period.

In addition to the above mentioned guests, high ranking officers of the U.S. Army and Navy and Allied Commands were frequent visitors. General MacArthur, Lieutenant General Kenney, and Major General Whitehead have taken special interest in the Depot.

REFRESHER COURSES

The establishment of refresher courses in various technical subjects in Depot No. 2 for the benefit of other Fifth Air Force units should be mentioned here as an experiment which proved well worth while.

Begun in May 1943, this scheme offered for periods varying from two to four weeks on-the-job training and instruction to already experienced maintenance personnel In such subjects as propeller overhaul, IFF equipment, superchargers, instruments, plexiglass repair, bombsight maintenance, and carburetors. Personnel were placed on detached service and assigned to work in the appropriate shops where the officers and non-commissioned officers in charge served as instructors. The training was formalized to the extent that the phases to be covered were planned and prescribed and each men was required to take an examination at the end of the period. The results of the examination averaged with a grade given for shop work together with the instructor's estimate of the man's qualifications were forwarded to his organization.

In addition, an officer course of technical supply was offered, designed principally for recent graduates of Officer Candidate School and Junior officers newly arrived in the Theater. Emphasis was placed on the manner in which requisitions are handled in the Depot, and the officers were familiarized with overall supply problems including identification of parts and proper nomenclature, requisitioning and shipping problems. Thus a twofold purpose was served; those who attended went back to their units better qualified as supply officers and, by their understanding of Depot problems and procedure, the work of the Depot Supply was facilitated. Not the least of the by products of this course was the closer liaison achieved.

On November 1st, refresher courses in engine overhaul were instituted covering Pratt & Whitney and Wright engines. Approximately thirty men per month are processed thru this course, each student over a thirty day period gaining experience by actual participation in all phases of this work.

The advantages of this course are obvious and the idea of extending it to officers has been seriously considered. In this connection, a comment made by General Connell when the school was first being considered is particularly apt. "It would seem to be a good idea to have some of the engineering officers from the tactical units have a 'look-see'. Perhaps if they could see some of the innards of these engines, they might use a little restraining influence on these throttle pushers."

This whole program 1s, of course, extracurricular in the sense that such training would not normally be undertaken in a Theater of Operations, but it should be recognized that a large proportion of the Fifth Air Force personnel came overseas in the early days of the War as casuals enlisting only a month before debarkcation. Despite the fact that many of these have developed into excellent technical men, there are necessarily many aspects of their work in which they lack essential background gained in formal training. The Depot schools are helping to correct this deficiency and are contributing much in the way of furthering mutual understanding.

DEVELOPMENT AND FUNCTIONS
 OF ADVANCE ECHELON

The record of achievement in Depot No. 2 is also a part of the record of V Air Service Area Command's immediate predecessor, Advance Echelon, Fifth Air Force Service Command. While the latter was larger in scope and had administrative control of service units not part of the Depot, the distinction was hardly apparent.

As had been noted previously, only two stations in Northern Queensland were in use by the Fifth Air Force during most of 1943, Charters Towers and the two adjacent Townsville installations, Garbutt Field and Mt. Louisa. With the establishment of the Replacement Center at the former base, operational control of the service units passed to the Deputy Commander, Fifth Air Force, so Advance Echelon concerned itself primarily with units at Townsville and the 43rd Service Squadron at Fenton Field, Depot No. 2 being its prime responsibility.

Function of the Advance Echelon as evolved during 1943 became the exercise of general command  - administrative, operational and supervisory - control over all Air Service Commend units and all Air Service Command activities in Northern Australia including the following:

a. Establishment of the policy for maintenance and repair constituting 1st, 2nd, 3rd, and 4th echelon work.

b. Supervising problems of maintenance, engineering, supply, construction, etc. in the area.

c. Control of transfer of aircraft from service units to the Depot and allocation of major repair jobs.

d. Responsibility for salvage of Air Corps property in abandoned areas as well as crashed aircraft.

 e. Operation of bombsight repair shop at Fenton Field and of bombsight overhaul depots.

f. Expediting the forwarding of supplies, equipment, and personnel to northern areas.

g. Recommendations of Depot equipment for requisition or purchase. h. Supervision of the receipt and inspection of export shipments from the United States, making distribution of equipment held in the Depot pool and furnishing all reports by Air Service Command to anticipate parts and items of equipment and accessories necessary.

i. Forwarding to Air Service Command of recommendations for supply requisitions and inspections of Air Force organizations for supply levels.

j. Operation of a field service section an engineering maintenance section for engineering advice on major repair of aircraft and follow-up on technical order compliance.

k. Maintenance of close supervision of special tools required for accomplishment of each of the four echelons of maintenance in depots and service units with appropriate recommendations.

l. Furnishing reports on technical data or administrative matters, to assist in matters relating to procurement of equipment, preparation of technical orders, or preparation of such other information as would aid in ensuring replacement and supply of special projects under operational control of the Air Service Command.

m. Control of factory technical representatives furnishing and recommending utilization of such personnel as their services are required.

n. Processing new Air Service Commend personnel arriving from the United States.

o. Reassignment of Air Corps personnel upon release from hospitals.

p. Operation of an Air Force transient camp at Garbutt Field through the 45th Service Group.

q. Inspection of newly arrived Air Force organizations being staged at Townsville to ensure proper equipping and readiness for service in forward areas.

r. Operation of Air Force message center in the area.

s. Liaison with United States Army Services of supply, 6th Army, 14th Anti-Aircraft Command, and Allied Services in the Townsville area.

The background of experience gained by the personnel who had been carrying out these functions as Advance Echelon, coupled with the fact that most of the key Individuals had, at one time or another, been associated with the 4th Air Depot Group and thus were familiar with the development of the Air Service Command in the area, made them admirably qualified to form the nucleus for the V Air Service Area Command.

Date of activation was 9 January 1944, and the following day Colonel V. E. Bertrandias and Captain Hugh S. Westbrook were transferred to the new organization. The remainder of the necessary transfers were accomplished on 19 January 1944 by the new command. Letter, Fifth Air Force Service Command, AG322, 11 January 1944 authorized the necessary transfer of individuals then on detached service from the higher Headquarters as well as further assignments and reassignments of personnel within the Command. Fifteen officers and eighteen enlisted men were transferred from Fifth Air Force Service Commend or the 91st Replacement Battalion, and nine officers and forty enlisted men were transferred from organizations at Depot No. 2, making the initial strength twenty-six officers and fifty-eight men. Authorized strength under T/O 1-400-38-1, 5 May 1943 was fifty-eight officers and one hundred and seventy-six enlisted men. It was recognized that this authorized strength was larger than the immediate needs, and actual assignments were kept at the minimum required for efficient operation.

All personnel were attached to the 4th Air Depot Group for rations, and the officers were quartered with this organization. The enlisted men set up separate quarters in tents pending the construction of a barracks building• 1st Lieutenant Wade H. Mosby was detailed as squadron commander, and Master Sergeant Wilson B. Lau became acting 1st Sergeant.

Letter, Fifth Air Force Service Command, dated 11 January 1944 also defined the area of responsibility and control of the Command as "that part of Australia proper north of 24 degrees latitude south and east of 138 degrees longitude east". It will be noted that by this delineation the Darwin-Fenton area was not included. It was planned to establish an Air Service Command Area Representative for that area, who would be responsible to Fifth Air Force Service Command which would thereby retain direct control of all service units in the Northern Territory.

General Orders No. 3, Fifth Air Force Service Command, 10 January 1944, announced Colonel Bertrandias as Commanding Officer of the V Air Service Area Command and assigned all the Air  Force Service units their stations at APO's 710 and 922. Assignment was made by squadrons and companies without reference to long standing group assignments, apparently to allow for greater flexibility of future provisional assignments which might become advisable.

The group complements which had previously existed were retained by verbal orders and confirmed by General Orders Nos. 2 and 3, Fifth Air Service Area Command, published 26 January and 7 February 1944 respectively.

Organizations at Townsville were as follows:-

Assigned to the 4th Air Depot Group: Headquarters and Headquarters Squadron, 4th Air Depot Group, 4th Depot Repair Squadron, 83rd Depot Repair Squadron, 4th Depot Supply Squadron, 91lth Signal Company, Depot, Aviation,1125th Military Police Company, Aviation.

Assigned to the 12th Air Depot Group: Headquarters and Headquarters Squadron, 12th Air Depot Group, 12th Depot Repair Squadron, 317th Depot Repair Squadron, 12th Depot Supply Squadron, 1699th Ordnance Medium Maintenance, Company, Aviation, 2483rd Quartermaster Truck Company, Aviation.

Assigned to the 15th Air Depot Group: Headquarters and Headquarters Squadron, 15th Air Depot Group, 15th Depot Repair Squadron, 29th Depot Repair Squadron, 15th Depot Supply Squadron, 194th Ordnance Depot Company, 1702nd Ordnance Medium Maintenance Company, Aviation, 2486th Quartermaster Truck Company, Aviation.

Assigned to the 45th Service Group: Headquarters and Headquarters Squadron, 45th Service Group, 1058th Signal Company, Service Group, 1158th Quartermaster Company, Service Group, Aviation.

Assigned to V Air Service Area Command: 8th Service Squadron, 1909th Ordnance Ammunition Company, (less two detachments), 760th Chemical Depot Company, Aviation.

Assignment to the 35th Service Group at Charters Towers was made as follows:-

Assigned to the 35th Service Group: Headquarters and Headquarters Squadron, 35th Service Group, 47th Service Squadron, 370th Service Squadron, 1011th Signal Company, Service Group, 1156th Quartermaster Company, Service Group, 1617th Ordnance Supply & Maintenance Company, Aviation, 2071st Quartermaster Truck Company Aviation.

The 1123rd Military Police Company, Aviation was also at Charters Towers but, since it had not been assigned to Air Service Command, was only attached to the 35th Service Group.

Organization of V Air Service Area Commend was completed on 8 February with the announcement of the staff headed by Lieutenant Colonel Henry A. Sebastian as Executive. The Staff Group consisted of A-1, A-2, and A-4 sections while the Special Staff was comprised of the Acting

Adjutant General and Assistant, Chief, Air Section, Surgeon, Quartermaster, Ordnance Officer, Chaplain, Judge Advocate, Engineer, Signal Officer, Statistical Officer and Special Services Officer.

With the exception of the Chaplain and Special Services Sections, offices for all of the above were provided in a building constructed in Depot No. 2 in July 1943 and previously utilized by the Advance Echelon.

HISTORY

OF

V AIR SERVICE AREA COMMAND

JANUARY 1944 - JANUARY 1945

SECRET

ORGANIZATION AND PERSONNEL

By the middle of February 1941, the organization of the V Air Service Area Command was completed. Hardly had it had time to crystalize, however, when the inevitable changes began to take place.

As originally constituted, the command consisted of three Depot Groups, one independent Service Squadron und one Service Group at Townsville, and one Service Group with two service Squadrons at Charters Towers as well as a Chemical Depot Company and an unattached Ordnance Ammunition Company.

This complement and area of responsibility, already small as compared to that of the IV ASAC, was shortly to be further diminished by the virtual abandonment of the Charters Towers station.

For some time the removal of the pilot and airplane replacement center to a more forward area had been under consideration. This step, aimed primarily at bringing the replacement activity closer to the tactical organizations was decided upon in January and the units at Charters Towers began to move out in February.

In effect this change reduced V ASAC to a one-station command, since, except for the 760th Chemical Company which remained at Charters Towers, all V ASAC organizations were now located at Townsville. The 47th Service Squadron and the 370th Service Squadron moved by air to Port Moresby and were lost to the command. The 2071st Quartermaster Truck Company, the 1166th Quartermaster Co Service Group, and the 1123rd Military Police Company moved to the Northern Territory in anticipation of the projected assignment of the 49th Air Depot Group to that area. Original plans to take the 35th Service Group with its Service Squadrons to serve the new replacement center were canceled and Headquarters and Headquarters Squadron, the 1617th Ordnance S&M Company, and the 101lth Signal Company were brought to Townsville. The Signal Company Joined the 4th Air Depot Group while the other two organizations were located at Project No. 2 to augment to Garbutt Field installation.

The low point in V ASAC organisational strength was reached with the publication of Fifth Air Force Service Command General Order No. 12 dated 20 February 1944 which transferred the 47th Service Squadron and the 370th Service Squadron to IV ASAC. However, by this same order V ASAC gained the 374th Service Squadron which had had considerable service in New Guinea. This unit was brought from Port Moresby by air and traded heavy equipment with the 47th Service Squadron. Total strength of the command was thus reduced by 235 making a total of 5936.

The 93rd Depot Repair Squadron arrived 10 March and was assigned provisionally to the 15th air Depot Group Air Service Command General Order No. 21 dated 19 March which assigned this organization to V ASAC also formally relieved the 1156th Quartermaster Co. Service Group and the 2071st Quartermaster Truck Company which then reverted to Fifth Air Force Service Command. On the 23rd of March the Command was further strengthened by the arrival at Depot No. 2 of the 43rd Service Squadron From Brisbane. This organization had made a fine record in the Northern Territory early in the war and Its well trained experienced men were a welcome addition. It also was attached to the 15th Air Depot Group.

The month of April brought increased activity for the personnel section of the Command. Three Engine Overhaul Squadrons were assigned to V ASAC by Fifth Air Force Service Command General Order No. 25 dated 6 April. Heretofore the extensive engine overhaul installation at Depot No. 2 had been manned by personnel from the depot repair squadrons. This assignment was based on Fifth Air Force General Order No. 196 which also ordered the deactivation of four repair squadrons, the 317th, 29th, 83rd, and the 93rd and the subsequent assignment of their personnel und equipment to the 2nd, 3rd, and the 4th Engine Overhaul Squadrons which were in turn assigned to the 12th, 13th, and 4th Depot Groups.

Fifth Air Force General Order No. 196 also reorganized Depot Groups allotting strength of 177 to Headquarters squadrons, 340 to repair, and 131 supply squadrons. The engine overhaul squadrons with 594 officers and men were probably the largest operative squadrons of any air force units in the Theater.

Also in April the Ordnance Medium Maintenance Companies were disbanded per General Order #223, Headquarters Fifth Air Force and were absorbed into the Headquarters and Headquarters Squadrons of their respective Air Depot Groups as Ordnance Section. This moved combined the Armament and automotive sections under one technical and one administrative control, thereby lessening the number of men in the sections. This reorganization which was supervised by A-1, V ASAC affected the 1702nd, the 1558th, and 1699 Medium Maintenance Companies of this Command.

Fifth Air Force Service Command General Order No. 26, dated 9 April 1944 had far-reaching significance for this command. The area of responsibility was redefined as "that part of Australia North of 24 degrees South latitude and to include Horn Island" and all Service Command units in the area were provisionally assigned to the V Air Service Area Command. The territory added by this new delineation brought two new stations, Fenton Field and Darwin under this command. at the former, the 30th Service Squadron was servicing the 380th Bombardment Group (H) while at Darwin that newly arrived 49th Air Depot Group was engaged in setting up Fifth Air Force Service Command Depot No. 4.

Also in April came the long overdue formal abandonment of the construction program at Iron Range, QId. This field which had been an unsuccessful and costly venture from the outset was henceforth to be limited to Army Airways Detachment for emergency refueling. Airdrome maintenance was to be reduced to an absolute minimum with Service Commands only remaining connection being the guarding of the large bomb dump which had been established there. (Removal of bombs and closing of the dump was completed in October 1944).

On the 12th of April the 895th? Chemical Company (Air Operations) was attached to V ASAC per General Order No. 26, Fifth Air Force Service Command and on the 17th the 393rd Service Squadron, newly arrived from the United States was ordered to move to Depot No. 2 at Townsville.

The addition of Darwin and Fenton Field to V ASAC resulted Initially in the appointment of Lieutenant Colonel George A. Markell as Air Service Command Air Representative for the area to succeed Lieutenant Colonel Barry O. Cox, who assumed the duties of Air Engineer. At the outset the most important job which V ASAC fell heir to was the continuation of the building of Depot No. 4. Fifth Air Force Service Command Depot No. 4 was formally announced on 26 April Fifth Air Force Service Command General Order no. 31?. An account of it's activities appears elsewhere in this report.

On 17 April, the APO for Air Force units in Townsville was changed from 922 to 710 and a separate unit was set up in the Depot Area. This address, however, was of only e few weeks duration and shortly reverted to the old number.

The 26th of April saw the transfer of the 1011th Signal Company Service Group to Brisbane per Troop Movement Directive No. 38, Fifth Air Force. It departed the 17th of May. Total strength at the end of April was 7664 officers and men.

Organizational changes in May included the sending of a detachment of the 1909th Ordnance Amm Co to Darwin and another to Iron Range to evacuate the ammunition dump there.

On the 25th of May 1944, twenty-five enlisted men arrived from the United States for reassignment. These were the first of large scale replacements which were eventually to permit operation of the rotation plan.

On the 26th of May the area of responsibility for V ASAC was further increased to include "that part of Australia North of 24 degrees South latitude (including Horn Island) plus those island in the Arafura Sea West of 135 degrees East and South of 5 degrees South. This delineation never has a great deal of significance since the island of the Arafura Sea did not come under Allied control during V ASAC tenure in Australia.

Two functional changes also took place in May. The Field Service Section of Depot No. 2 Supply was disbanded and placed under A-4. This section had done an excellent job in keeping track of special technical supplies which were chronically causing aircraft to be AOG during a period when there was a large number of parts and supplies in that category. The section actually continued its function but was no longer considered a separate department.

The second was the formation of the Ordnance Maintenance Section, FAFSC Depot No. 2 consisting of the Supply end Administrative Sections, Light and medium Maintenance Shops and Heavy Maintenance Shops. This change was aimed at centralizing the supply function. The V ASAC Ordnance Section also became responsible for all ammunitions reports including parts and for the control of all shipments for USAAF stocks.

On the 31st of May the Experimental Division, Fifth Air Force Service Command, was assigned to V ASAC. This group consisting of 7 officers und 48 enlisted men had previously functioned at Brisbane directly under Fifth Air Force Service Command and it was intended that it continue its experimental work at Depot No. 2. However, Colonel Bertrandias decided that such a plan would simply be a duplication of the work already being extensively carried out by Depot Engineering, so the organization was disbanded a few weeks later. Their assignment had proved a knotty problem in the first place since they carried an exceedingly high percentage of Master und Technical Sergeants who more than filled the vacancies in the Table of Organization for the Headquarters and Headquarters Squadron, V ASAC. In the end they were spread thru the various units of the Command accompanied by the usual objections which such assignments bring forth.

The 393rd Service Squadron was formally assigned to V ASAC per Fifth Air Force Service Command General Order No. 44 on the 5th of June and on the same date the 93rd Airdrome Squadron arrived and was placed under operational control of V ASAC. This latter organization was sent to Garbutt Field to amit? the 35th and the 45th Service Groups, while the 393rd remained a separate squadron and, as such, became a part of Depot No. 2.

On 6 June Colonel Bertrandias became a Brigadier General. This promotion came as no surprise to personnel of the Command who had been "sweating him out" for nearly a year. His well earned recognition was one of the few cases where a reserve officer advanced from the grade of Major to General Officer rank in the space of two years.

With the creation of the Far East Air Forces on the 15th of June, consisting of the 5th and 13th Air Forces and the Far East Air Service Command, the Fourth and Fifth Air Service Area Command became a part of Far East Air Service Command which in turn was comprised mainly of the old Fifth Force Service Command. For the IV ASAC, the change meant a division of the Command with all Service Groups and Squadrons going into the Fifth Air Force Service Command, and the Area Command retaining only the depots. V ASAC, on the contrary, retained all of its organizations, the main effect being a change in name and a severing of its connection with Fifth Air Force. This break was not greeted with any particular enthusiasm by the personnel of the Command most of whom had been in the Fifth for two years and were proud of their connection and the sense of being a part of a fighting organization which it gave. The men had taken to heart, General Kenney's words when he had told then in February, "You are a part of the Fifth and a very important part".

Coincident with the above change, General Bertrandias was relieved to become Deputy Commander of Far East Air Service Command taking Majors Antonini and Westbrook with him as aides. Thus the Townsville installation lost three of the main cogs who had been a part of it since its Inception.

Far East Air Service Command General Coder No. 2, dated 15? June, announced Colonel Manning E. Tillery, O-16615, Air Corps, as Commanding Officer of V ASAC. Colonel Tillery joined the Command 28? June, Colonel Sebastian having assumed command during the Interim. Colonel Tillery is six feet three and a quarter inches of Regular Army man with 18 years service.

The Colonel was born and raised in Texas, and was graduated from Texas A & M in 1926. He immediately entered the army's flying schools in San Antonio, and upon earning his wings was sent to Ft. Crockett for nine months before returning to San Antonio, where he taught flying at Randolph and Brooks Fields for four years. A year at radio school at Chanute Field rounded out his formal army education, and he was then stationed at Barksdale Field for a time and then sent to Albrook Field, Panama Canal Zone, for two years as Base and Group Engineering officer. Upon his return in 1939 to the United States, he went to Wright Field in the Field Service Section, and "grew up" with Air Service Command in supply and maintenance, putting in a year at ASC Hq.

The Arrowhead of 1 July noted that the V ASAC and Depot Headquarters were virtually dominated by Texans with Colonel Tillery as C.O., Colonel Henry A. Sebastian as Executive and Lt. Col's Cape, Pettis and Dennison commanding subordinate units.

As a consequence of the changes in higher Headquarters, units of V ASAC were reassigned by General Order No. 3, Far East Air Service Command dated 15 June 1944.  Reassignment was as follows:-

The only new organization gained by this assignment was the 7th Engine Overhaul Squadron which had been a part of the 13th Air Force and was located at Tantouta, New Caledonia. It was intended that this unit would be brought to Townsville as soon as transportation became available but as it turned out V ASAC never had more than a correspondence acquaintance with the 7th Engine Overhaul Squadron, and it was eventually reassigned to IV ASAC in October 1944. Strength of organization was now 8332 officers and enlisted men.

The mission of Far East Air Service Command and its subdivisions was further defined in letter dated 15 June. This mission, which may be considered also as that of the IV and V Air Service Area Command, since they were the implementing organizations, was as follows:-

a. Obtaining from the United States and or by local procurement, all Air Force technical supplies needed for such air units as may be assigned to Far East Air Forces.

b. Allocation to elements of Far East Air Forces of supplies in quantities necessary to support and sustain air operations.

c. Establishment and operation of depots and supply points as may be necessary to support Air Force operations.

d. Fourth echelon supply and repair for Air Force technical equipment.

e. Establishing and maintaining such levels of Air Force technical supplies as may be required or directed by the Commanding General, Far Last Air Forces.

f. Reception, erection, and preparation for intended use of all aircraft assigned to Far East Air forces.

g. Modification of aircraft as authorized, and approved by the Commanding General, Far East Air Forces.

h. Preparation for return to the United States of was weary aircraft in accordance with current instructions.

i. Furnish necessary technical information to air units assigned to Far East Air Forces.

j. Control of United States factory representatives on duty with Far East Air Forces.

k. Making available to the United States Naval Forces, Army Forces and Allied Forces in the SWPA such supplies und equipment as may be authorized.

l. Maintaining adequate and necessary liaison with USASOS and other supply agencies.

m. Such other supply or maintenance functions as may be prescribed from time to time.

At this time Depot No. 1 at Brisbane was closed and supplies were transferred to Depot No. 2. Henceforth only transient work was handled at Eagle Farm and they were to requisition on Depot No. 2. Since it would take some time to get Depot No. 1 functioning at its new location, the policy of supply was altered temporarily. In order to expedite supply action and use the shipping facilities made available by the new DAT air route from Townsville to Hollandia, Aitape, Wakde and eventually Biak it was requested that all AFNOP, AGP, Emergency and Urgent requisitions from these supply agencies be routed from IV ASAC to V ASAC to supply and ship direct any and all materials available before extracting on Far East Air Service Command Supply Division. This plan eventually placed a heavy load on Depot No. 2 since, in practice, it worked out that Depot No. 2 was handling hundreds of requisitions which had received no action in IV ASAC other than forwarding so that for many months, Depot No. 2 carried the whole supply load in the Far East Air Forces.

On the 23rd of June Depot No. 2 and No. 4 were redesignated as Far East Air Service Command Depot No. 2 a No. 4 per Far East Air Service Command General Order #4

On the 28th of June the 8th Service Squadron was transferred to APO 565?.

The command gained its first large group of casuals on the 21st with 350 enlisted men, and five officers and 87 enlisted men were rotated to the United States.

Rotation and its morale effects deserves some comment here. Probably the most talked of subject among men overseas is return to the United States. Personnel of V ASAC organizations were even more interested than the average since a majority of them were among those first in the Theater early In 1942. An increasing restlessness among troops was reflected in all reports having to do with morale. As month after month, no plan was put into effect, and all official statements Indicated that ground troops were here for the duration, the feeling of desperation became very real. This situation was aggravated by letters from home telling of the return of personnel from the European Theater, proposed Congressional action, and the fact that flying personnel were going home from SWPA.

When, in February the plan was actually inaugurated, the first reaction was a great wave of enthusiasm which subsided only when the quotas were reduced. Individuals, calculating their chances on a percentage basis, quickly realized that if the quota remained the same it would be many more years before they would be able to return. As far as troops in Australia were concerned, they could see no justice in the so-called "point system" whereby quotas were allotted on the basis of three to one time credit for service in New Guinea or Darwin as against service in the more civilized parts of Australia. Rotation in general began to be looked upon with suspicion by a large number of men but optimistic rumors still circulated freely only to be disproved by each successive quota.

This situation prevailed through 1944 with V ASAC receiving small allotments based on its total strength rather than on its percentage of men long overseas. The job of keeping abreast of the ever-changing regulations governing eligibility and policy, and the series of reports required to key higher headquarters fully informed of those individuals returning so a basis could be established for requisitioning replacements, created many obstacles and excessive paper work for the A-1 section to contend with.

Early, in July, inspection activities were formalized by the establishment of an Office of Air Inspection with Lt. Colonel Dennison in charge.

During July, V ASAC was occupied with the setting up of an advanced echelon at Darwin. This move was made necessary by the transfer of functions and responsibility of Base 1, USASOS to Far East Air Forces which in turn passed down to this Command.

This rather unusual arrangement created its full share of headaches. The complications involved in an Air Corps Command taking over an established section of the Services of Supply may be readily imagined. It is doubtful If the channels of communication and the responsibility for policies were ever clear to anyone.

Lt Col Markell became the Commanding Officer, Advanced Echelon, V ASAC with operational control of the 49th Air Depot Group and the 30th Service Squadron. A small section of Base 1 was transferred to the Command, and such units as the 65th Hospital and the 86th Station Hospital, Co "A", 52nd Signal Battalion, 832nd Signal Service Company and Veterinary Section "C"? were attached.

Contacts with Base #2 at Townsville were more frequent than usual during July as a result of the drastic curtailment of services and personnel which the Base was undergoing. It was apparent that USASOS had in mind some sort of arrangement similar to that at Darwin whereby the Air Corps would assume Base functions at Townsville. Signal, Ordnance, and Quartermaster officers from the Base were constantly calling on their counterparts in V ASAC to find out how soon we could "take over".

Colonel Tillery foresaw the complications which would ensure from this proposed shuffle and was determined that it would be prevented if at all possible. After considerable discussion involving Far East Air Forces and the Commanding General, USASOS the problem was rather neatly solved by reminding the Services of Supply of their responsibility for providing, adequate service to Air Corps units regardless of their location.

Far East Air Forces General Order #151 ordered the disbandment of the 35th Service Group effective 18 August. This was accomplished and personnel were absorbed by various organizations of the Command, with V ASAC Headquarters Squadron getting the largest number. The 1617th Ordnance S&M Co, the only organization remaining in this Group, was transferred to the 45th Service Group.

A reshuffle of the Engine Overhaul personnel was also accomplished in August. Men actually working in Engine Overhaul shops were transferred from the 2nd and 3rd Engine Overhaul Squadrons to the 4th. This change was effected in order to have one theoretically perfect Engine Overhaul Squadron in accordance with T/O and E 1-947 dated 17 November 1943. Replacements in August brought the command strength to 9065.

Also in August the 30th Service Squadron and the attached units moved from Fenton Field to Darwin coincidentally with the shift of the 380th Bombardment Group (H) to Darwin which was a hundred miles closer to its targets. The 2025th Quartermaster Trk Co did yeoman service in moving the above units hauling 2,427 tons a total of 125,000 miles.

Organization changes for September included the change in designation of Service Squadrons to Air Service Squadrons per change 2 of T/O & E 1-147 dated 15 July 1944 and reorganization of the 911th Signal Depot Co and 882nd Signal Depot Company per General Order No. 35, FEASC, dated 14 September.

The Laboratory Section of the 94th Chemical Composite Co. was attached to the 760th Chemical Depot Co at Charters Towers.

Company "A" of the 52nd Signal Battalion was relieved from attachment to V ASAC per FEASC General Order #35, dated 11 September.

On September 20, Headquarters and Headquarters Detachment 2112nd Ordnance Battalion (Avn) was activated in accordance with T/O & E 9-76 and assigned to V ASAC which in turn assigned it to the 49th Air Depot Group. Strength was now 8839.

Changes in October were made in contemplation of the move of V ASAC and Depot No 2. The 194th Ordnance Depot Co. was reassigned to IV ASAC per General Order 43, FEASC; the 93rd Airdrome Squadron was split into three detachments, one each going to Nadzab and Lae and the third remaining at Garbutt Field; The 1801st Ordnance S&M Co was relieved from assignment to the 49th Air Depot Group and assigned to 2112nd Ordnance Battalion (Avn); the 1909th Ordnance Ammunition Co which had hitherto operated independently was also assigned to the new Ordnance Battalion; the 404th Quartermaster Platoon (Depot Group) was assigned to the 15th Air Depot Group.

Since V ASAC and Depot No. 2 were scheduled to move to K-2, it was necessary to relieve the Command of all units which were to remain in Australia. General Order 48 FEASC published on 23 October announced the organization of the 5228th Air Base Command to replace Advanced Echelon V ASAC which was closed by the same order. The new command was to be directly responsible to FEASC and, as of 10 November, would undertake all functions carried out by its predecessor including those which it had taken over from Base l. Personnel, for the most part, remained the same with Lt Colonel Markell staying on as Commanding Officer. The command strength prior to this was dropped to 7762?.

General Order No 48 also relieved the 45th Service Group at Garbutt Field from assignment to V ASAC as well as the Det 93rd Airdrome Squadron, and the 1617th Ordnance S&M Company. The 1058th Signal Company Service Group and the 1158th Quartermaster Company were relieved from assignment to the 45th Service Group in order to accompany Depot #2. Such also was the case with the 30th Service Squadron and the 1988 Ordnance Amm Company who were brought to Townsville preparatory to joining the move to the north.

Since the establishment of the Armament Section, Depot No. 2, continuous modification of armament on all types of aircraft employed in this Theatre was in progress.

Under Major Walter Cheeseman this section was well staffed with personnel who had considerable skill in combating the armament ills of aircraft and who, by record, gave evidence of possessing no small amount a inventive talent. These experts of Depot No. 2 were drawn from various Repair Squadrons and Ordnance Companies operating with the Depot and made a total of 74 enlisted men headed by Staff Sergeant Oeffinger of the 15th Air Depot Group.

In February various projects were carried out on both fighter and bomber aircraft. 305 guns were installed in P-38's, 54 additional guns were placed in A-20's, 105 in P-47's, and additional armament was added in 16 P-39's. Ejection chutes were replaced on A-20 aircraft. On Bombers, 2,300 A-2 release box mechanisms were modified. 75mm cannons were removed from B-25G's? and B-25A's? and installation of additional 50 calibre guns were placed in the cannon tunnel, making a total of 4 in the front of the nose and 2 in the cannon tunnel.

In March there were three main jobs for the armament section to complete. All Incoming aircraft had to be inspected for armament and turrets. All turrets were run up and checked for proper operation, malfunctions corrected, and minor repairs and modifications made. When the aircraft were assigned to combat units a final inspection was completed. Their second task was removing the M4 heavy 75mm cannon on B-25's and replacing it with the T13E1 light cannon, This modification Is described In detail as a previous installment. On the same modification two more .50's were installed in the nose section and charging mechanism modified on the two pocket guns. Bore-sighting, test firing, cleaning and correcting minor discrepancies finished the job. In the latter part of the month the installation of 4,000 lb external bomb racks on B-24's was underway.

The jobs completed in April were many and varied. They included gun installations, 75mm cannons removed, inspection of bomb releases, installations of stinger sets, modification to feed chutes, cannons, strafers, nose turret doors, outboard bomb racks, and installation and repair of turrets on B-24, B17, F-7A, B-25H, G, and D, P-40, P-38 and P-47 aircraft.

No longer was there a line of demarcation between Ordnance and Air Corps Armorers in the Depot. Ordnance armament personnel were infused in the depot Repair Squadrons. Following this organizational change, the armourers experimented with a P-38 nose section replacing the 20mm cannon with four .50's making a total of seven. On completion of this alteration the aircraft was tested on the ground and in flight with 22,000 rounds fired in 12 missions.

This aircraft was tested in combat and accounted for ten Japanese planes. Col McDonald C.O. of that group stated that the fifties were far more effective than the cannon. The original experimental plane was returned to the Depot in October for check and was found to be in excellent shape having withstood all the additional stresses and repairs. Minor changes were made including new and more secure blast tubes and the openings thru which cowling guns fire were reduced in size to prevent the gun powder gases from being blown back into the cowling.

In July 12 CA-10 Catalinas arrived from the U.S. without guns. A brass and link ejection bag was designed and made for the yoke type mount used on these waist guns. Ordinarily the brass would fall on teh floor under the gunners feet because the yoke type mount which had heretofore prevented the use o a canvas bag. In the shop a run-up stand was constructed for the consolidate nose and tail turrets. Also in the shop the experimental men come up with a test panel for testing bomb release units more efficiently.

Among unusual installations by the Armament Section were one set of B-25D wing racks installed on a B-25 J and two "Greenhouse" flexible twin .50's installed on B-24's in the place of the tail turrets.

QUARTERMASTER

With the activation of the Quartermaster Section, V Air Service Area Command, in January 1944 the activities of the two Quartermaster Companies, 1158th and 1156th, and the three Quartermaster Companies Truck Aviation, 2483rd 2486th and the 2071st were brought under the control of the Command. Under the direction of Major Preston R. Gottshall duplication of activities were overcome and the all Quartermaster functions coordinated.

In March plans were formulated and personnel selected from various QM units of the command to operate the Class III section which coordinated and control supply of these items to all Air Force units in the Townsville area. Also during this month air shipments of supplies to forward areas were begun with a total of 160,000 pounds of supplies shipped. These air shipments continued with poundage increasing throughout the year.

Purchases of meat for New Guinea units discontinued in October as a result of a decision rendered by Australian Dept. of Agriculture. This necessitated purchases either by use of coupons or by contract. The purchases of fresh fruits, vegetables and perishables for New Guinea units, continued however.

The Quartermaster Service Center in the Townsville Area was housed in one large hangar with a floor space of 13,664 square feet. Class Il and IV Section utilized about 3/4 of this space. A thirty day maintenance stock of Class II and IV supplies for 8,000 strength was stored. Class I and III supplies were drawn daily as required from Base 2, USASOS.

Cold storage facilities were in constant use throughout the year for temporary storage for airshipment of perishables destined for forward area. A total of 1040 cubic feet proved to be ample.

In the Charters Towers area storage facilities here for Class II & IV stock consisted of two warehouses of 11,650 sq feet and 660 cubic feet for cold storage.

In the Darwin area Service Center storage was a 4,000 square feet warehouse and 1,320 cubic feet for refrigeration space. Ten days Class I, 30 days Class II, III, and IV were stocked. Meat and other perishables procured from USASOS were broken down for delivery to unit messes daily.

SIGNAL

The primary mission of the Signal Section, V Air Service Area Command, is to advise the Commending Officer and his staff on all matters pertaining to Signal Corps activities. The scope of functions includes; planning, supply, Installation and maintenance of Signal Corps equipment; supervision of the Signal organizations under control of this Command; determining assignment and reassignment of Signal Corps personnel and coordination of -policies directed by higher Hq that affect Signal Corps equipment and personnel; maintaining records and such information as is necessary for the fulfillment of these activities.

The Signal organizations under the supervision of this section at its inception were the 911th Signal Co Depot (Avn), 1058th Signal Co Service Gp, 1011th Signal Co Serv Gp located at Townsville and the 1006th Signal Co Serv Gp located at Darwin, These units were visited in order to receive first hand information as to their capabilities, needs, scope of their functions and to coordinate any changes that would aid in a more efficient operation of the unit.

January 1944

 An investigation was made of Coast Artillery units, Gun Battalions, in this area to determine the need for interrogator equipment RC-148's for use with SCR-268's. As this equipment was urgently needed by those units before moving into forward areas, a report of their needs was forwarded to Hq FAFSC for allotment of the needed equipment that had arrived at APO 923.

The official activation date of the Signal Section, Hq. V ASAC was the 19th of January 1944. The personnel previously assigned to the section were transferred into Hg. Sq V ASAC, per SO #1, dated 19 January, 1944. Capt Paul O'Brien, 0451528 as Signal Officer, from Hq FAFSC; T/Sgt Elmer G. Darr, 39014123, as Chief Clerk, from 911th Signal Co Depot (Avn) and Message Center personnel, T/4 Morris Cheafsky, 33312629, from 911th Signal Co Depot (Avn), Sgt Jay J. Shorter, 18128870, from Hq Sq 15th ADG and Cpl Jessie B. Winslow, 32321976, from Hq. Sq. 12th ADG.

The Installation of an M-228, privacy teletype equipment, was made in message center of this Headquarters building and was coordinated with other such machines set up in other units of 5th Air Force.

A survey was conducted of test equipment items needed for units in this area with a view toward the establishment of a test equipment maintenance program in the future. The survey showed that the majority of maintenance of such equipment could be handled best by Signal Companies Depot (Avn), as these organizations had the better maintenance facilities and personnel on hand to accomplish maintenance on such delicate equipment.

With the contemplation of a project for transformer rewinding at Depot #2, requirements for equipment and personnel were forwarded to Hq FAFSC to aid them in securing equipment and personnel needed. Two enlisted men from the 911th Signal Co Depot (Avn), were sent to school at APO 923 for the purpose of becoming familiar with transformer rewinding equipment and procedures.

March

With the initiation of the Vhf, aircraft radio, program in this entire area, Lt Voltaggio from 1st Radio. Sq. Patterson Field and his crew were assigned to this area to make installations in all aircraft entering this area and aircraft here at the depot. A number of men from the Radio Repair Section Depot #2, aided in making installations with Lt Voltaggio's  team. Capt Minnear, in charge of all the installation teams for SCR522, arrived and plans were discussed on the policy for installation and supply of components of SCR-522 to various organizations. A supply procedure was worked out in establishing Group "A" parts and Group "B" parts for handling SCR-522 components, this was done to facilitate the handling of these parts on the stock record cards of Depots. Such a plan was approved for use of all Depots by the Signal officer, FAFSC.

The 1011th Signal Co Serv Gp left APO 710 area and was attached to 4th Air Depot Gp, APO 922. Arrangements were made with the 15th Weather Detachment in APO 710 area to take over all teletype communications operated by the 1011th Signal Co Serv Gp. Three enlisted men from the 1011th Signal Co were sent up to Darwin area to make teletype installations for communications in that area. This was accomplished with the establishment of FAFSC Depot #4 in that area.

The proposed transfer of ground radar equipment to the Ground Forces, USASOS and the retaining of all Ground radar equipment used by the Air Force in January had become effective and the suggested transfer was accomplished. An inventory of all radar equipment in Depot #2 was accomplished and proper disposition was made.

The Signal Section affected an inventory of all test equipment held by Signal units in this area, in order to accomplish automatic distribution to organizations when test equipment they needed, arrived in this theatre.

Closing hours for traffic between message center this Headquarters and Depot #1 for week days were again changed from 2100 hours to 1900 hours.

April

All units were contacted in this area with a view toward making a redistribution of Signal Operating instructions and relocating point of distribution from Hq FAFSC to this Headquarters for units under this Command.

Plans were proposed to make a trial Installation of an SCR-720 in a P-70 aircraft. Equipment arrived and Mr. Bailey, Technical representative arrived and details were worked out to install subject equipment. The installation project was called off by Bomber Command due to tactical reasons.

Investigation was made of all the shipments of IFF Mark III equipment from this area to determine if all the equipment shipped had been accounted for as information had been received that the Mark III equipment had been compromised. All sets shipped from this area were accounted for.

The Signal Section aided Capt Minnear, in charge of the installation of SCR-522 in all bomber und transport aircraft, in assembling Information for a tentative field manual on a change in the installation of the antenna for the SCR-522 in B-25H aircraft. Approval was received to make required changes and all installations required, were completed by the VHF crew in this area.

In conjunction with the Airborne Radar School conducted by the RAAF, at Richmond, N.S.W., qualified signal corps personnel were selected from organizations in this area to attend.

May

With the establishment of 5th AFSVC Depot No. 4 in the APO 921 area, a list of signal equipment for issue was prepared for an initial stock for the Signal warehouse at Depot No. 4. The equipment for this stock was obtained from Signal warehouse at Depot No. 2. The type and amounts of specific equipment were determined and shipped to Depot No. 4.

Lt Bolton, Signal Supply Officer, 5th AFSVC Depot No. 2 was sent to APO 925 to confer with Signal Officer 5th AFSVC and Signal Supply Officers of USASOS to discuss and determine a policy for supplying units in this area with equipment controlled by USASOS and USASOS Base Sections, The foregoing was accomplished because of the contemplated movement of USASOS Base Sections.

Information was forwarded to 1006th Signal Co at APO 921 regarding the procedure and policy for requisitioning on Depot No. 4. Since the establishment of Depot No. 4, there was a source of supply closer at hand for that unit than previously. Such a procedure consisted of requisitioning Air Force technical items on Depot No. 4 rather than Depot No. 2 as previously accomplished. Non-Air Force technical Items would be requisitioned on Base Section No. 1.

A plan was evolved for the supply procedure to be accomplished by FAFSC units in this area when requisitioning on USASOS Base Sections. Units in the APO 921 area would requisition items of ground maintenance and common items on the immediate Base Section. Unfilled items would then be requisitioned on Depot No. 2 who would in turn requisition on their Immediate Base Section, those items still unfilled would be requisitioned on USASOS Base Section at APO 923.

Plans for the proposed rhombic antenna in this were completed and installation by USASOS personnel began. The construction of this type antenna was proposed as it afforded a greater degree of sending and receiving strength than that now in use, resulting in better reception for units concerned.

Capt F.H. Johnston, Liaison Officer for 5th AACS arrived contemplating transhipment of incoming AACS equipment from the states. Office space was provided in this office from which Capt Johnston could conduct his business.

With the establishment of the final echelon of repair of test equipment at Depot No. 2, a policy was drawn up and published in a V ASAC Memo on the procedure for repairing and supplying test equipment for Signal units in this area. Such a procedure would expedite the repair and return or replacement of test equipment to using organizations.

In May the Radio Repair Shop set up a transformer and armature reminding section. This shop was made necessary by the acute shortage of transformers in the theater. Four men attended a RAAF armature rewinding school and began operation after designing a large part of their equipment.

A beginning was also made in conversion to VHF sets in this theater. All aircraft passing thru Depot were converted and teams sent out to units to furnish all with complete bits for Installations.

June

Procedure outlined for the rewinding and reconditioning of unserviceable transformers peculiar to the Signal Corps at FEASC Depot No. 2. The procedure governed the forwarding of such transformers and responsibilities of FEASC Depot No. 2 upon receipt of such equipment. To facilitate the handling of this work a transformer shop was set up in R-7 in the depot area.

Capt Lambeth departed for the Darwin area to conduct a survey of Signal operations and activities accomplished by the 882nd Signal Co Depot Avn and 1006th Signal Co SG. Along with this a cryptographic inspection was made of the Signal Centers of 30th Service and 882nd Signal Co. Telephone communication presented a problem in the Depot No. 4 area in that a switchboard of sufficient capacity was not obtainable to provide adequate telephone communications for the area. Arrangements were made with USASOS agencies to secure a four-position switchboard to overcome these difficulties. A study was made of the proposed assumption of all USASOS functions in the Darwin area, by Air Force units with particular attention paid to operation of communication facilities.

Project was initiated for installation of SCR 522 radio command  bason? set in all fighter aircraft, replacing SCR-274A.

The erection of a doublet antenna at this headquarters was accomplished for the purpose of receiving a news cast direct from U.S.A. which was finally prepared and distributed by the Educational Officer.

In order to make a closer study of each unit's personnel requirements and its use of an individuals qualifications a personnel status report form was formulated for all Signal units in this area. The formulation of the personnel form coincided with the conversion of Tables of Organization for Signal Companies Depot (Avn), T/O 11-287 dated 26 March 1943, increased the enlisted personnel from 200 to 216, increased officer personnel from 6 to 7 and added 3 Warrant Officers, also added to the organization 6 radio reporting maintenance teams, consisting of 1 Officer and 6 each enlisted men. The ultimate aid of this form, in conjunction with the re-organization, being to determine the efficient utilization of trained Signal personnel within these units.

This office planned and aided Lt Breedove, FAFDA, in the

establishing of a distributing authority for Fifth Air Forces In this area. Aided in securing space for distribution of cryptographic material, by FAFDA, in continental Australia. With the approval of CO, Adv Ech FAFSC and Hq FAFSA space for operation of FAFDA activities was secured in the building housing Signal Center, Adv Ech FAFSC. This location was decided upon for security reasons.

On the 26th July, Capt Heuer made a trip to study signal communications, supply, signal repair and personnel problems of the 1006th Signal Co Serv Gp at APO 921.

August

The stocks of various ground radar equipment held by the Signal Section FEASC Depot No. 2 was directed to be turned over to USASOS depots, as the supply of this typo equipment was their responsibility.

A general discussion of problems arising in the repair of signal corps test equipment was compiled and forwarded to Hq. FEASC to aid in the compilation of a report which would give a picture of the needs and problems that had arisen since the inspection of the instrument and meter repair shop at FEASC Depot No. 2.

September

Suggested expediting of information concerning disposition of signal equipment when arriving by vessel from U.S.A. A Disposition Bulletin was initiated by FEASC giving disposition prior to arrival of vessel to enable the expedition of equipment to respective agencies.

Outlined procedure for the projected pack-up of signal equipment and supplies of this Depot.

In compliance with General Order No. 35 Signal Co Depot Avn began the change of their T/O and E's.

Initial of AN/APS-4 project at this headquarters. Installation and modification of radio equipment in P-38 aircraft.

Depot Statistics 1944

In the background, often times going unnoticed, is the vast system of supply of Air Corps equipment and the repair and modification of aircraft. Unfortunately the only manner in which the accomplishments of these two missions by Service Command units of Depot No. 2 may be described is by the use of statistics, statistics which are in the most part meaningless to Air Corps combat personnel and the layman.

The statistics below to some extent give an account of the measure of the accomplishments of Depot No. 2 during the Year 1944.

a. As of September 1944 supplies were housed In 16 permanent warehouses (108' x 200', 9 portable Butler hangars (130' x 160'), 1 permanent warehouse of 45' x 100', two of 300' x 130' and 4 of 108' x 200'. In addition to the above Salvage (W-8) had one Butler Portable Hangar. The repair of aircraft was accomplished in 6 permanent hangars, 3 semi-permanent hangars, and 3 semi-permanent shop buildings. Modification and erection was carried out in two permanent hangers while Technical Supply had the shelter of 2 semi-permanent buildings. These installations were conveniently located in an area of 1,630 square acres.

As of October 1944 the number of engines overhauled reached a total of 1,584 (Wright R-260s and R-1820; Pratt a Whitney R-1830; Allison V-1710).

In the Accessory Overhaul Section 1, 549 ignition harnesses were overhauled, 3,937 magnetos, 702 miscellaneous motors, 126,630 spark plugs, 1,274 starters, 3,020 carburetors, 1,471 control panels, and 1,283 generators.

The Machine Shop divided into the following sections; machine, sheet metal, electrical maintenance, heat treating, plexiglass, welding, radiator, wood working, regulator, electro-plating, supercharger, pump overhaul, and photographic had handled 16,049 work orders.

The Propeller Shop 1,385 Curtiss Electric and Hamilton Standard Governors, and 1,940 propellers overhauled and 4,971 blades rectified.

The Machine Shop 3,603 Sperry instruments, 7,920 general, and 8,758 electrical instruments, 497 typewriters and 389 cameras were given an overhaul or repair.

In the Aircraft Repair Sections, subdivided into the subsections, the following work was completed:- Parachute Repair inspected, packed, and repaired 17,490 chutes, Upholstery turned out 25 jobs, Life Raft repaired 3,820? rafts and vests, Paint and Dope Subsection completed 1,025 controlled surfaces and painted 797 aircraft, Rubber Subsection worked on 532 self-sealing cells and repaired 1,059 tubes and tires.

The work record of the Oxygen Section was as follows:- filled 5,846 oxygen cylinders, 1074 aircylinders, serviced 2,852 carbon dioxide units, and serviced 2,100 bombers and 300 fighters with oxygen.

In the Salvage Section the following number of articles were handled:- propellers 662, carburetors 1,313, instruments 9,485, generators 957, cameras 11, ignition harnesses 115, magnetos 606, miscellaneous motors 210, spark plugs 32,314?, starters 778, parachutes 471, brake assemblies 629, landing gear struts and assemblies 63, radiators 173, regulators 1,877, superchargers 668?, pumps 196, and oxygen cylinders 42.

Depot No. 2 during a greater part of 1944 was the main source for technical supplies in this Theater of war. The handling of these supplies involved the tremendous task of record keeping, transporting, sorting, crating etc. The statistics quoted below to some degree measure the achievement of Depot No. 2 from January 1944 - October 1944: To Brisbane, Darwin and Fenton, and the United States was shipped 32,108,739? pounds of Air Corps supplies. From the above locations the Depot received 17,614,006 pounds.

Technical Innovations in Depot No. 2 1944

During the course of the year many of the personnel Depot No. 2 combined their inventive and mechanical ability to aid additional instruments, devices, and work techniques to the long list already accomplished during the existence of the Depot. Some are of permanent value in aircraft repair and have been recognized as such, but the majority are more substitutes for equipment which was unavailable or long delayed in shipment from the United States. The new innovations have, in many cases, lessened the personnel requirements on various tasks, insured the safety of workers, and increased the efficiency of operations.

Some of these innovations were: An Allison cylinder bank coolant leak test machine to inspect for any leaks around the head and barrel junction, between coolant jacket and cylinder head and around cylinder barrel nut, and at the same time, inspecting for cracks in the cylinder head and coolant jacket.

A Sphere and Radii Cutter was designed to machine sheres? and radii (concave and convex) with accuracy. It is graduated in  .0005 of an inch. It can be adapted to almost any metal turning lathe.

Damp, tropical air causing rust on engine cylinders while aircraft underwent erection, modification or repair was the necessity that mothered the cylinder pickling machine which adequately performed the job of rust prevention.

Other gadgets and working shortcuts were a test bench for fuel booster pumps, a crown moult to answer the needs of sheet metal workers modifying B-25 noses, a propeller cleaning spray machine, a blade gear puller to remove blade gears which have frozen in hollow steel blades, a tensile strength testing machine, a disc sander, a pin hole aligning fixture to check the relative position of the blade gear pin hole with regard to the 40" or 54" station on the propeller blade, a magneto block electrode polisher, and a gun charging device which greatly simplifies the recharging of guns from the pilot's cockpit.

A plane painting device has made the spraying of aircraft a more simplified task. A B-25 can now be painted in one hundred minutes, complete with insignia. The labor saving device consists of a special scaffold mounted on a tug, with a portable compressor attached.

A member of the Engine Overhaul Section perfected a hydraulic piston pin removing tool which consists of a movable stand supporting the pressure mechanism, and the actual removing tool connected to the stand by two hydraulic hoses of six feet in length. To surround the piston for support when removing the pin, a heavy gage hoop is connected at both ends to the driving end of the actuating cylinder.

An example of practical resourcefulness is a test stand for C-47 hydraulic system mock-up and test stand. Highly skilled mechanics using a factory made hydraulic mock of an A-20 hydraulic system incorporated the test stand idea into their model for the C-47.

With the aid of information in Plane Facts the plexiglass shop "blew" astrodomes, special C-47 bubble-windows, and other super-curve jobs.

From the machine shop came an improved method of welding fuel tanks. The system involves filling the tank with water and submerging all but the spot to weld which eliminates the necessity of steaming out the tanks prior to welding and provides a fool-proof safety factor.

It has consistently been the policy of the various shops heads to encourage and aid the inventive aspirations of adept mechanics. Especially during the early life of the Depot when supplies from United States were long delayed and Australian manufacturers were over-taxed in their work orders were the substitutive devices and new work techniques of tremendous value.

In June this command was called upon to investigate and establish a procedure on the removal of the Christmas Tree Tank from the P-47D aircraft. Many man hours were spent in fabricating parts for the modification bits to accomplish removal of the tank.

Training Program at Depot No. 2

Acting on the instruction contained in letter of Fifth Air Force Service Command, 13 May 1943, subject: Refresher Courses at 4th ADG, a training program instituted. It progressed with considerable success but with fluxation of number of trainees into the first part of 1944. The accomplishments of the educational program almost continuously impeded by the lack of training equipment and personnel who could be diverted from their normal depot functions.

The early months of the year found that nearly all departments and sections of the depot with an organised training program for officer and enlisted personnel from many service, fighter and bomber groups in FAF ? FEAF.

Turbo-Supercharger school consisted consisted of fifty-eight hours of disassembly and assembly of the General Electric Turbo Supercharger according to T.O. overhaul procedure and specifications and 34 hours overhaul of the Eclipse type Supercharger Regulator. Both of these units were thoroughly covered by additional 13? hours of lecture work composed of theory of operation, line maintenance and trouble shooting.

Instrument school consisted of study of the reasons malfunctioning, overhaul and calibration of the following instrument. Manifold Pressure Gauges, Oil Pressure Gauge, Fuel pressure Gauge, Oxygen Flow Indicator, Compass, Fuel Level Indicator, Air Speed Indicator, Tachometer Indicator, Turn and Bank Indicator and Remote Indicating Compass.

In the Propeller Refresher Course the students covered the assembly, and disassembly of Hamilton, Curtis, and Aero-Products Propellers. He was also instructed in the overhaul of governors both Curtiss and Hamilton as well as the Eclipse Electric Head Control. Time was also spent in the rectification of components and blades. In the Engine Overhaul school disassembly of Pratt and Whitney and Allison engines were studied along with the theory of operation of an aircraft engine.

Other courses offered for Air Corps students were carburetor overhaul, aircraft inspection, signal and ordnance.

Most of the courses followed the same pattern of study, text book work combined with shop work. Each student was under close observation and a report of his accomplishments in his particular skilled work and score of examinations were forwarded to his parent organization.

In April 1944 approximately fifty eager to learn RAAF ground crew invaded Depot 2 to take advantage of the equipment and tutors made available by the command's training program were side by side with U.S. personnel the Australians acquainted themselves with the job of maintaining B-24's which RAAF crews hoped to operate out of Darwin. The men were subjected to a two months course of 4th echelon and actively participated with instruments, superchargers, propellers, accessories, dope and fabric and plexiglass. In the course of their studies they learned the electrical systems, hydraulics, control systems, landing gears, armament, and oxygen of the B-24.

With the curtailment of civilian aircraft overhaul facilities in Australia, FEASC found it necessary to close six of their technical refresher courses on July 1944. It was the desire of FEASC that Depot No. 2 absorb a limited amount of the educational program. This, Colonel Tillery felt the command could not assume. Limited shop space and the volume of work on hand had to dictate the size of the classes. The average number of students to be taken in shops could only be four. Statistical records for Aug. 1944 indicate that the total number of trainees on the Depot was fifty three. On the 9th of Oct. all technical refresher courses conducted had to be discontinued due to the pending move of the Depot.

In July steps were taken to mangerate? a training program in Chemical Warfare. A survey by the Chemical Officer of the command snowed that chemical officers and non-commissioned officers had received no instructions in chemicals for a period of a year.

To the school were sent two non-commissioned officers from each unit with 6 officers acting as their instructors. One half of the course was devoted to lecture and half given to field work and demonstration. Upon completion of the 32 hours of instruction the non-commissioned officers returned to their units to impart their knowledge.

During the months of July & August a security lecture team sponsored by Air Chief of Staff A-2 addressed all members of the command at Townsville, Charters Towers and Darwin.

The subjects of lecture were espionage, rumours and loose talk. For most men in the command this was a new approach on a new device in indoctrination of security education.

In the last week of August selected officers and key enlisted men of the command were schooled by Don F. Copell, a member of the War Production Board and War Manpower Commission, on the principles of work simplification. Practical aids in improving or shortening work processes were passed to an attentive audience.

Ceremonial Events

On Memorial Day all members of the command gathered before their flag and their commanding officer to pay reverence to the heroes of this war and the last. Following an address of tribute by Colonel Bertrandias to those who had made the supreme sacrifice for their country were prayers offered by Chaplains Quest, Reinke and Miller. A salute to the dead, but not forgotten soldiers was given by a firing squad of the 1126th M.P.'s. After the last discharge the silence which hung over the assembly was broken with taps as Old Glory was raised from half staff to full staff in the traditional retreat ceremony. Earlier in the day a ceremony was conducted at the burial grounds in Townsville. Graves of each American soldiers were decorated with a miniature  flag and bouquet of flowers.

At a Command Ceremony on July 4, four men were decorated and 33 others were awarded citation devices. Brig. General V.E. Bertrandias, Deputy Commander of FEASC pinned the Air Medal on Capt Frank B. Ekas; Oak Leaf Cluster on M/Sgt Henry H. Hartman, T/Sgt Clyde W. Gore and Cpl Walter B. Wondell Jr. The program was completed by addresses by Brig. Gen. Bertrandias who expressed his appreciation for the cooperation and splendid performance by the depot and urged that same support be given to his successor, Colonel M. E. Tillery new C.O. VASAC, who voiced his confidence in a greater future for Depot No 2.

PROJECT NO. 2, GARBUTT FIELD

An installation of the V Air Service Area Command which deserves comment and praise was Project No. 2, located at Garbutt Field, Townsville, Qld. The principal mission of this project was the handling of all transient aircraft and personnel flying between New Guinea, and rear Australian airdromes.

This task was given to the 45th Service Group, the 35th Service Group and the 93rd Airdrome Squadron. Personnel of these three organizations were pooled to perform the task of giving 1st echelon maintenance for aircraft, processing combat crews, operation of a billeting Section, a Base Technical Supply Section, a Base Engineering Section, a Radio and Communications Section, a Motor Transportation Section, Construction, and Operations Section.

Keeping things running smoothly at Garbutt, long one of the busiest airfields, in S.W.P.A. was perhaps not a very inspiring assignment nor likely to call forth unusual official recognition or commendation, but a necessary house-keeping job. This Field served as the Air Corps stepping stone to New Guinea and was of great importance to Allied operations.

The peak month of operation for Project No. 2 was September 1944 when a total of 3,128 aircraft arrived and departures reached 3,102. 1st Echelon crews hauled well over a million gallons of fuel and oil to the transient aircraft.

Upon the recommendation of Far East Air Forces, the 45th Service Group was given the responsibility of processing newly-arrived air crews from the U.S. and furloughed crews from forward area.

A liaison system with the FEAF Reception Center was established and personnel were ordinarily cleared within twenty-four hours. A Billeting Section manned by 45th personnel cared for the quarters, mess, and transportation of some 17,000 men during a month.

The Mission of Project No. 2 was set forth in secret letter, Headquarters, V Air Service Area Command, dated 11 March 1944. it was as follows: Maintenance of a Base Operations Office for recording of landing and clearing of aircraft, Maintenance of Weather Office for information of transient pilots, control of parking and assignment of parking areas, maintenance and improvement of the airdrome, servicing of transit aircraft, provide and control transportation for visiting personnel,  provide adequate guards of aircraft and airdrome in conjunction with the RAAF, promulgating airdrome traffic rules and regulations, maintain a Registration Section for departing and arriving personnel, arrange air transportation for all AAF personnel, and provide transient enlisted men with minimum requirement of proper clothing appropriate to direction of travel, and to provide anti-malaria equipment to all transient personnel.

DARWIN PROJECT

The original plan for the enlargement of airdrome and airdrome facilities in the Darwin, N.T. area had its beginning about November 1943, when General MacArthur gave his approval for construction with instructions that Allied Air Forces proceed to make the necessary agreements with the RAAF Command who were at the time using Darwin as an operational base.

With multiple agencies charged with construction and operation in the Darwin area lines of responsibility, areas of control, and division of work had to be agreed upon with the least amount of friction. This project involving the complete pooling of efforts and resources of U.S. Army, RAAF, and Allied Works was truly an example of Allied cooperation.

Tentative date of completion of project, which included the extension of existing runways, increasing the number of taxiways and dispersal areas, construction of buildings for operation of the airdrome, and building of an air depot was March 44. Total cost of construction was placed at £946,540? by the Allied Works Council. A high priority was given to this project by Fifth Air Force.

From the date of the birth of the Darwin project revisions to the basic plan were injected by the many commands and agencies having a hand in its creation. As tactical needs changed the plan took on a new shape. Shortages of construction materials also dictated many alterations. However, shortages of manpower were not to be found in the records.

On 22 December 1943, Fifth Air Force Service Command submitted their plan for airdrome facilities at Darwin Field, Darwin, to the Commanding General, USAFFE, which included a complete camp and technical buildings as follows:- To be rehabilitated on the RAAF drome were, two hangars, 260'x115', one headquarters building, five warehouses, one consolidated mess and all existing housing facilities. To be constructed were, one igloo type hangar, 170' x 306', six hangars, Butler type, ten warehouses, cyclone type, forty shop buildings, prefabricated Type "C", 47'x54', thirty prefabricated buildings type "C", 20'x54', two garages, one parachute building, a portable cool storage plant for QM supplies, receiving dock with truck platform, one ice plant, and railroad loading platforms. Also to be constructed were taxiways, revetted dispersal bags and hardstandings. A camp for 1200 men for an air depot group was also planned.

Improvement in strips, dispersal bays, and taxiways to handle contemplated Fifth Air Force units in the Darwin area was requested on 26 January 1944 by Fifth Air Force. It was their desire that the 135 degree runway be extended to 10,000 ft and that the new constructed strips be concrete pavement. It was asked taxiways and dispersal areas, which were originally constructed for medium bomber aircraft be increased in size so that they might accommodate B-29s, one P-39 fighter group, and a squadron of transport planes. An additional dispersal area to park one additional B-29 group was further requested. The taxiways, dispersal bays, hardstandings, and access roads for the Air Depot requested by Fifth Air Force Service Command on 22 December 1943, were in addition to the program of construction outlined above by Fifth Air Force.

FAFSC and FAF plans of Darwin were approved by USAFFE in three days and the 61st Wing, Group 925?, RAAF, Darwin was asked to commence its airdrome work with the least possible delay. coordination with the Commanding General, USASOS, who was charged with construction of the Air Depot was asked.

The initial purpose of the above construction was for the operation of a B-24 Group then stationed in the NW Area. After completion of the proposed project by Fifth Air Force the field would be for the operational use of B-29s, a Fighter Group and a squadron of air transport.

Over-all supervision of construction and maintenance of the Darwin Project, (airdrome and depot), was exercised by the Commanding General, USAFFE. Similar control was carried on during the construction of airfield and depot at Townsville. Execution of the construction and maintenance plans of the airdrome In connection with the Air Depot was vested in the hands of the RAAF. Fifth Air Force was designated to effect the necessary coordination and supervision of the Depot erection. U.S. troops working on the Depot buildings and roadways were when USASOS and the USASOS? heads coordinated its plans with representatives of FAF.

 Labor force for the depot and airdrome construction was drawn from the Allied Works Council, 61st Works Wing, RAAF, 340th Engineer Battalion, and personnel of the 49th Air Depot Group. During the course of construction equipment was exchanged freely between each group, thus making for greater efficiency and rapidity of operation.

Representing the ASC in the Darwin Construction was Lt Col Larry O. Cox Jr. When on 9 April 1944 the Darwin Area was placed under the operational control of V ASAC per GO No. 26, FAFSC, Lt Col Cox was transferred to Hq. V ASAC. Working with Lt Col Cox was lt Col Beaulieu, Construction Section, USASOS. Lt Col Cox and his staff of officers and enlisted men were placed on special duty with USASOS? and were members of the SOS Darwin Depot Project Staff. Lt Col Cox kept V ASAC informed of his activities.

In April 1944 Fifth Air Force altered the proposed strength for the Darwin area which resulted in many alteration in their plans for priority shops and buildings were deleted from the plan.

In April 1044 Colonel Bertrandias also proposed certain modifications and additions to the Depot No. 4 project or often referred to as the Works Priorities Project, Serial No. 3233. The main changes were as follows:- Elimination of the propeller overhaul shop. Elimination of railway siding. Relocation of three hangars. Repave existing gravel and asphalt floors in two rehabilitated hangars with concrete. Addition to the mess hall and construction of one motor vehicle garage for depot motor pool. These changes involved a total increase In cost of $264,090. In May 1944 the Commanding Officer, Base Section 1 was directed to carry out Colonel Bertrandias requests by the Commanding General, USAFFE.

Progress of the runway and dispersal construction of the Darwin drome was not proceeding as rapidly as had been hoped. In May 1944 Lt Col Cox reported to the Commanding Officer, V ASAC that the 8,000 foot runway for B-24 use would be delayed fifteen or more days. 1 May had been the date set for final completion of runways for a B-24 Group. ASCAR, Engineer further estimated that the 10,000 foot runway as planned by FAF with taxiways und dispersal areas for a B-29 group, a fighter group, and a Sq. of transports could not be finished until September 1944. In addition it was doubtful if the 10,000 ft runway would be serviceable year round as the base material for the strip was not suitable to carry the loading which the heavy aircraft would impose.

Representatives of GHQ, USAFFE, USASOS, FAF, FAFSC in May made an inspection of the Darwin Project with Squadron Leader Maunder of the 61st Works Wing. Squadron Leader Maunder was charged with supervision of work allocated to the RAAF. The problem as to whether the 380th Bombardment Group could move into this area was considered and the conclusion reached was that if the B-29 project was abandoned bitumen could be used in lieu of concrete and by so doing there was no reason why the Bombardment Group could not move in by the 15th of June. Squadron Leader Maunder held the opinion that the Main Roads Commission could accomplish the job in the remaining length of time.

Also as the result of above inspection certain decisions in regards to Depot No. 4 were reached. Cancellation was made on three hangars, a railway unloading platform, revetments to five buildings, and construction of hardstanding areas. Elimination of these installations resulted in a savings of £125,950.

In June 1944 ASCAR Engineer, Lt Col Cox reported that the Depot Project was 85% complete, leaving 15%. A July report gave the figures of 92% completion of the Depot which consisted largely of sealing roads and tarmacs by the Main Roads Commission. Operational camp construction under RAAF was approximately 75%, complete. Four camps were completed by the 340th Engineers of the end of the month.

Two battalions of the 340th Engineers General Service departed from the Darwin area on the 15th of July and the 15th of August leaving the remaining construction work to be performed by the Allied Council and the 61st Works Wing, RAAF. Due to the use of these Engineer troops in construction of the Depot the allotment of funds was cut from £946,540 to £600,000.

On April 9th when V ASAC assumed responsibility of all Air Corps service units and facilities the mission of the command was to establish a depot for supply and aircraft repair as well as servicing tactical organizations operating against northern Jap bases. By FAFSC General Order #34 the newly born depot was designated as Depot No. 4. Operating command units in Darwin area were as follows:-

On the 28 August service units of the 49th ADG and 30th Service Sq. were brought into closer cooperation by the movement of the 30th Service Sq. from Fenton Field to Darwin a distance of about a 120 miles. Steps were taken to duplicate on a small scale the operating procedure of Depot No. 2 Townsville. The various depts., Engineering Supply, Transportation, etc, were combined and all of the squadrons contributed men to the various depts.

Engineering functions were carried on in four hangars with an average working staff of 364?. The hangars offered available capacity for 7 aircraft for overhaul and an additional 8 aircraft for maintenance and repair. This depot's record for aircraft work was as follow: For the month of April - October inclusive 69 B-24s were received, repair work completed on 51, 5 were salvaged and 13 remained in the depot awaiting completion. During the same period 18 C-47 were received, 17 repaired.

Facilities for aircraft erection were not constructed of the Depot, however in the event of aircraft arriving for erection, personnel could be withdrawn from other sections with a consequent loss of production in those departments. In the accessories Section control panels, generators, starters, miscellaneous motors, spark plugs, batteries, etc, were rejuvenated. During an average thirty day period this shop turned out 20 starters, 40 generators, 40 aircraft motors of all types.

A Technical Supply is in operation at the depot to handle a 15 to 30 day stock level of supplies and material necessary for the proper functioning of the Engineering Section. Technical Supplies are housed as follows:- Tool cribs in H-3, H-10, M-1, and AR-12, local issue warehouse AR-1a, a 47'x104' structure, and a bulk storage warehouse, AR-1, of the same size.

Sheet metal department is capable of handling each month 15 planes for maintenance and repair and 6? planes for major overhaul.

The Machine Shop is able to accomplish all work requested by Depot Engineering, 38th Bomb and RAAF for special tools, parts and equipment, and the repair of maintenance items. This department performs the majority of machine work for the entire Darwin area.

In an average month the Propeller Department was capable of turning out 75 propellers on 500? hour inspections plus some major overhauls and regular line work. It possessed a Governor Test Unit and had the work capacity of 100 governors repaired per month.

Completing the depot organization were Camera Section, capable of doing any and all photographic work required on the Base, including both ground and aerial photography, Radio Repair Section, which averaged 51? work orders a month and performed valuable work for the 380th Bombardment Group in a great variety of radar radio work, Bombsight Department, equipped to handle all bombssights automatic pilot repair in the area, the Parachute Section with an average of 490 parachutes turned out during a month, Paint and Dope Shop, Brake and Hydraulic Section, Rubber Repair, Radiator Overhaul, Woodwork, Turret Section, Plexiglass Section, Engine Section, Welding Section, Heat Treating Section, Foundry and Electroplating.

The Instrument Shop, had as its functions inspection of aircraft instruments on the line and checking and repairing instruments of all types in their shop. Inspected and repaired during a month were an average 500 instruments.

With the present equipment and personnel, the Oxygen Generating Plant is able to produce approximately 20,000 cubic feet every 24 hours for six days without shut down.

Still another function performed by the Depot was the accommodation of normal local and transient aircraft traffic. An average of fifteen flights was cared for during a normal working day.

The accomplishment of the Depot Supply of Depot No. 4 can be best expressed in pounds of freight shipped and received. During the months of April - October inclusive 135,436 pounds of stock was shipped to Townsville by rail, 481,295 pounds were sent by air, and 1,122,054 by boat. Received from Townsville by rail were 63,350, by air 539,467, and by boat 5,647,558. To house these supplies Depot No. 4 possessed eleven warehouses.

THE MOVEMENT OF V ASAC AND DEPOT #2 FROM
TOWNSVILLE AUSTRALIA TO LEYTE

FOR THE PERIOD: November through December 1944

With the tactical situation changing as it is, all supply services are prepared to move and fit into its place in the changing situation. Official plans for the movement of Depot #2 to Leyte were begun early in October.

The mission of Depot #2 and V ASAC was to establish at Leyte, a depot with facilities for the following activities:-

• Erection of CG-4a Gliders.
• A reserve dump for Air Force ammunition and bombs.
• A reception center for airborne aircraft and an erection center for waterborne aircraft arriving in the Southwest Pacific Area.

Preparatory to the actual move and advanced echelon prepared an estimate of the situation including the new site and allocation of space. A loading date of the 1st echelon was established with the second, third, and fourth echelons scheduled immediately thereafter. It was hoped that if the schedules for loading were maintained that all activities of Depot #2 would be closed no later than the 20th of November. Preparations for loading involved the huge task of crating all types of equipment. This was expertly accomplished by selected crews in a relatively short period of time.

Of the advanced party, Colonel Tillery, with Colonel Sebastian and also Lt. Colonel Cattarius, Capt Meider and Capt McGwier proceeded to Hollandia on November 7 and then to Leyte for the purpose of surveying the situation. After the survey, Colonel Tillery returned to Hollandia to direct operations leaving Colonel Sebastian in command of V ASAC at the new location.

Special efforts were expended to get crews to Depot #2 for the purpose of assisting the small detail left at Townsville in readying remaining aircraft for delivery prior to movement of the last unit of echelon.

Prior to sailing, morale of the troops was very high. Everybody was eager to move ahead and the watchword was "On to Tokiyo". The amount of work put into preparations for embarkation was tremendous and all the men pitched in eagerly, completing the task in record time.

Enroute all ship emergency procedures were rehearsed such as practice blackouts, abandoning ship, boat drills, etc. Calisthenics and lecture periods covering security and education of the Philippine Islands were given daily.

The movement was successfully completed due to the detailed study of logistics prior to the move. The planning board had prepared two tentative plans for the movement which were later the Standard Operation Procedure for the move. These plans were briefly as follows:- In Plan No 1, Liaison Officers were selected to work with the Air Engineers in preparation of the lay-out of the Depot. It was also decided that out of the Depot Supply, it would be most important to have Classes 04A, 29 and 23 available at the new Depot at the very beginning. Weights and cubage for these property classes were for a 60 day level. The supplies set up for the Engineering and Machine shop were sufficient to maintain operation for a period estimated at 90 days. The equipment selected was sufficient to provide limited service in the forward area, and at the same time not hamper operations at the Townsville location. It was agreed that all materials and equipment in the construction section be forwarded to the new area. No attempt was made to locate transportation in this plan but a survey was worked up of all transportation available at Depot #2. It was decided that a complete Service Squadron could provide house-keeping facilities for all the personnel of the Townsville area, and also provide personnel who could be used to supplement the construction force in the new location. The Signal supplies and ordnance supplies were those set up in the Signal plan which was made for the forward area by the Depot Signal Officer. Also in Plan No 1 it was agreed that a Service Squadron could best render limited service, which might be required in the rear area, and could perform the mopping up operations.

Plan No 2 was based upon the assumption that there would be little or no advanced preparation of a Base by the Air Engineers. In the first phase, emphasis was placed upon construction personnel. Along with the construction gangs, it was agreed that the communication section would be sent immediately to provide communications for the area, and communications from the forward area to the rear area. It was also agreed that the same Liaison Officers as mentioned in Plan No 1 would be sent along with construction personnel and communication personnel. A service squadron was selected to provide messing facilities and quarters for all the above personnel, also they would provide additional personnel for the construction gangs. In the 2nd phase of Plan No 2 immediate movement to the new area, facilities of an aircraft section, machine shop, Depot Supply, Signal Supply, and Ordnance Supply was planned. It was agreed that the Administrative Sections of the 15th Air Depot Group down, and including Squadrons, be sent forward with the 2nd phase provide added messing facilities, quarters and a headquarters for the forward area.

In evacuating from the rear area, the dispensaries of the 15th ADG the 4th Air Depot Group and the 12th Air Depot Group were planned to be established by the Medical Sections of their respective Hq. and Hq. Squadrons, locations of which were to be determined by the Air Engineer and Surgeon of ADVON, V ASAC. The sixth US Army Hospitals were available to provide medical facilities beyond the capacities of the 4th, 12th and 15th Air Depot Group dispensaries. A salvage dump was planned by A-4 and the Air Engineer, ADVON V ASAC. Prisoners of War were to be turned over to the nearest MP installation. Arrangements were made in advance for the evacuation of prisoners of war through USASOS channels.

Six (6) vessels participated in the movement of V ASAC from Townsville, Australia to Hollandia and Leyte. The names of the vessels showing arrival and departure dates along with the logistics involved, are shown below:-

The Hobart Baker departed 2 Nov. 1944 and arrived Leyte 19 Nov. 1945

	Off	EM	Wt/Tons	Wt. S/Tons
Hq. & Hq. Sq. 15th ADG	21	149	271.7	1093.6
15th Rep. Sq. 15th ADG	13	340	517.6	2259.0
15th Sup. Sq. 15th ADG	6	124	176.9	806.4
2486th QM Trk. Co.	3	99	302.9	1540.3
1125th MP Co.	1	40	5.2	31.8
404th QM Platoon	2	22	10.8	64.3
Glider Erection Supplies			27.7	73.7
Construction Section Supplies			368.5	1143.4
Tech. Supply Table "D"			207.5	650.0
TOTAL	46	774	1874.5	7662.4

The R.P. Warner departed 9 Nov. 1944 and arrived Leyte 14 Dec. 1944

	Off	EM	Wt/Tons	Wt. S/Tons
4th Sup. Sq. 4th ADG	7	138	270.4	1093.5
ADVON V ASAC	7	49	55.2	224.8
1125th MP Co.	2	120	43.0	249.2
1158th QM Co.	1	39	23.7	109.0
15th Air Depot Group Equipment			101.6	748.3
Construction Section Equipment			489.1	673.4
Table "D"			125.6	654.5
Table "X", AAF Red Label
Table "X", Ordnance			96.6	142.6
Table "X", Signal			50.0	150.1
1/3 Depot Sup. Oper. Equipment			196.9	206.0
30 Day QM Class II			11.3	30.7
QM Class III for 1 & 2			140.0	250.0
Crash Boat			1.6	40.5
TOTAL	17	346	1688.0	5252.7

The Peter Hewitt departed 15 Nov. 1944 and arrived Leyte 14 Dec. 1944

	Off	EM	Wt/Tons	Wt. S/Tons
911th Signal Co.	3	92	105.8	645.3
1058th Signal Co.	1	37	20.5	124.9
2483rd QM Trk Co	2	96	281.4	1457.9
393rd Service Sq.	6	237	324.1	1637.5
Hq. & Hq. Sq. V ASAC	20	91	177.6	413.9
Table "X" AAF Less Red Label			720.1	2727.2
TOTAL	32	557	1629.8	7006.7

The Louis Sullivan departed 2 Dec. 1944 and arrived Leyte 7 Jan. 1945

	Off	EM	Wt/Tons	Wt. S/Tons
Hq. & Hq. Sq. 4th Air Depot Group	18	157	479.8	1817.8
4th Rep. Sq. 4th ADG	5	290	644.9	2968.1
1955th Ordnance Co.	3	115	125.3	569.0
QM Class II			135.7	185.3
QM Class III			13.4	49.3
Table "H" Signal			89.6	234.9
Table "H" Ordnance			65.6	108.9
FEAF Construction			267.7	278.6
Depot #2 Construction			64.0	129.1
Table "X" Balance			210.9	624.7
V ASAC			13.9	116.0
10 Sets Hangar Covers			400.0	327.6
33 Belly Tanks (300) Gal			8.2	115.5
TOTAL	26	557	2519.0	7542.8

The Stephen Furdek departed 8 Dec. 1944 - Now anchored temporarily in Hollandia

	Off	EM	Wt/Tons	Wt. S/Tons
3rd Engine Overhaul Sq.	11	583	105.5	584.1
911th Signal Co.	2	82	113.9	791.5
5000 Bags Cement			250.0	125.0
20 Sets Hangar Covers, Metal			800.0	655.5
Table "H" AAF Supplies			1300.0	4250.0
Belly Tanks (400)			140.0	920.0
Depot #2 Property Vehicles Only			103.7	714.1
TOTAL	13	665	2813.1	8040.2

The Lawrence Cianella departed 10 Dec 1944 - Now anchored temporarily in Hollandia

	Off	EM	Wt/Tons	Wt. S/Tons
2nd Engine Overhaul Sq.	4	343	119.7	477.8
1125th MP Co.	1	160
7000 Bags Cement			350.0	175.0
29 Sets Hangar Covers Metal			1160.0	950.4
Belly Tanks (1400)			490.0	3220.0
TOTAL	5	503	2119.1	4823.2

Four vessels have completed the movement to Leyte and two vessels, the Stephen Furdek and the Lawrence Cianella are anchored temporarily in the harbor at Hollandia. The units arriving at Leyte on the dates indicated above were quickly established and as of 31 Dec. 1944, activities of the Depot were in full operation.

During the month of December it was decided by Higher headquarters, that this command would be assigned the responsibility for supply control of the Philippines on 1 Jan. 1945. Guided by this objective, plans were made which involved the quick unloading of supply ships, the establishment of supply and repair centers and the disposition of supplies. Although operations were handicapped by climatic conditions and enemy aerial nuisance raids, the unloading of ships, establishment of Camp areas, supply and repair centers were accomplished in record time.