I'll cover a period of our WW11 experience in each of the 4 issues.

 October, 1990: England               April, 1991 North Africa

 October  1991: Sicily & S. Italy     April, 1992: North Italy

I need your input stories about the 308th WW11 experience. Tell me the place, date, and name our people. (Most of you won't write long letters so I suggest a cassette tape. I will make sure  movement dates etc. are correct. Remember, it has been 48 years and many members have already passed on taking their personal memories with them. This is a way to

"tell your part of the story". All of them put together would make quite a book!  So... please do it!

ANXIETY BREEDS RUMORS!: 

At Manchester, NH the "Air Echelon" ground crews heard at least a dozen rumors a day of different places we were going! 

ENGLAND IT IS!: Remember how the "Ground echelon" zipped over to England on the Oueen "E" in 5 days, but the "air echelon". on the HMS Ranpura in a 25 plus ship convoy took 13 days! The ships crew was Indian (from India). The odor from the galley was overpowering, mostly of mutton and fish, and many got seasick. Sanitation was bad.

The galley crew baked fresh bread daily and we got by on bread and coffee. In what we still think was just an effort to keep us busy everyone had a duty assignment, mostly "guard" duty. Wallace Anderson was Sgt. of the Guard,  E.J. Howell was NCOIC of a troop compartment others had similar duties. The voyage was  rough what with the nightly black-out, high seas, sea sickness, and heavy fog. The ship constantly changed direction in "Sub" evasion tactics and Destroyer Escorts fired

depth charges several times.  We also heard them at night but were not allowed on deck because of the strict blackout.

REMEMBER THESE ?: "the smoking lamp is lit", "battle stations",  "ack-ack", "Pom-pom guns", "abandon ship drill", salt water showers, "tin cans" (destroyers), sleeping in a swinging hammock without "spreader" bars!

WE ARRIVE ! An Air/Sea Rescue "PBY" flying boat often came near the convoy and late in the evening of Wed the 24th of June a flight of Spitfires circled us as we went into the harbor at Grenoch, Scotland. None of us had the slightest inkling that the Spitfires were to be in our future for some time to come! We said "good riddance" to a miserable voyage when we finally debarked at 9 AM Friday, June 26. 1942.

ATCHAM AIRDROME: On Friday June 26th a 10 hour cross country train trip took us from Grenoch to Shrewesbury, England and Atcham airdrome. We rejoined the "ground echelon" we last saw at New Orleans May 19th! We found out that we were being equipped with British Spitfires, which we knew nothing about! We moved into "Quonset' huts, then went to town where we met the "locals" in the pubs. It was time for some . . .

ENGLISH "LIT": Daylight at 11 PM,  driving on left-steering from right, bicycles everywhere, "all knocked up" (tired), "browned off" (PO'ed), on "holiday" (vacation), footpaths, hedge-rows, "Yanks", "Continentals", "tarts, "raincoat rendezvous, ha'penny, sixpence. "Bobbies", "Mild & Bitter" "Fish & Chips", "Parliament cigs", "Cheerio",

"Bless 'em all", "Tipperary", "bloody this & that, "WAAF's, 2 decker buses, trams, air raid shelters, searchlights, "all clear", and many other local terms. The natives were friendly!

THE MITTEN & THE MERMAID: At the 1988 Colorado Springs reunion Smokey Stober told about revisiting this pub when the Stobers and Ouints were in England in 1985. The day they were to visit Windsor Castle it was raining so instead they headed for Stoke on Trent and the Wedgewood factory. (His wife is a collector) On the road they came to Atcham and

Al said, "Do you remember the Mitten and the Mermaid here in Atcham?"  Smokey said, "Sure, I remember. It was just off base. And then quickly," Of course, when we were in England we never went there." Anyway, when they came to the pub, they went in and had a pint with the local people who were just as congenial and friendly now as in 1942.

SPITFIRE AIRPLANES: The 31ST had to "transition" to Spitfire V B's, with some RAF people helping. We  learned  about  British  "fitters" (airplane Mechanics) techniques, tools, equipment and procedures from RAF Sgt's like "Fitter" W. J. "Bill" Goodsman and others in Armament, Communnications,  etc.  What tools we had on the "line" were RAF. Can anyone remember if we still used the Air Corps forms, or RAF?

With the P-39's we were used to "cannibalizing" Red X (out of commission) airplanes for parts. We created "hangar queens" (planes used just for parts) by doing this, and once in New Orleans the entire 7 plane "D" fliqht was qrounded for parts removed to keep other planes flying.

"Fitters" were needed with Spits (and other British airplanes) because many parts were  custom  fitted and could not be easily  "switched" to another Spit. The engine cowling or  bonnet  pieces seldom fit another plane! So it was with the parts of engines, guns, radios, main wheels, brakes, and canopies, to mention a few. We soon made a "switch" list of parts that would interchange. It was often quicker to change a unit out (for example an engine) than  to "fit" a lot of replacement parts such as accessories from another airplane or engine.

We "screwed" our fatigue "baseball caps" on a little tighter and changed our ways somewhat (not entirely) around to the RAF scheme of things. We worked over some 90 plus Spitfires until we could call them "ours" with  MX, HL, and WZ Squadron aircraft markings. Then we started intensive pilot training often working far into the night because of the late daylight.

We learned about   alerts, "scrambles","sweeps","stand-downs ,"aborts", and very "tight" operational security. Operations went on 7 days a week. We lost track of what day it was! Days off were staggered so we could get a rest now and then. It was on those "days off" we enjoyed Enqland.

ENGLISH "AERO-LIT" TOO!: We got used to"acc" carts, windscreens, canopy covers, "no-spot" clean canopies, NAAFI wagons with tea & crumpets, air brakes, "Blokes", spanners & other Metric tools, petrol instead of gasoline, revetments, "Rotol" fiberglass propellors, boost(manifold pressure) controls,"blokes" needed to "ride" the tail (horizontal stabilizer) for full-throttle run-ups, dope & fabric repairs, lory's (trucks), tyres, .303's, and lots more British and RAF terms.

SILK SCARVES FOR MEN!

(Art Davenport)  Now that there was a "real" enemy in the sky our pilots were doing a lot more looking around up there, especially behind them! Just as in WW1, their necks chafed from  turning their heads. Remedy? Break out the silk scarves!. They still had to be on the lookout, but their necks didn't get raw!

(Editor's note):)Silk scarves are still used by todays fighter pilots. Wes Sims was given one by an F‑16 pilot during a visit to the "active duty" 308th Tactical Fighter Squadron at Homestead AFB, FL in 1989.

BICYCLES ARE "IN': The few RAF bicycles on the airdrome  were always in use, so many of our guys bought their own. All had "hand brakes", mostly 3 speeds, a warning bell, tyre pump, torch (flashlight) w/clip-on mount for night riding. The narrow roads and paths, driving on the left, blackouts, and over indulgence in spirits didn't help our riding ability.  At first, each new day revealed many "bashed" bicycles and bruised night riders.

The story is told (I think it's true) of some tipsy 'yanks" (not 31st of course!) cycling back to barracks in the "blackout". Seeing two lights coming slowly toward them one said "watch me separate those two", and sped off ahead of the rest. As he neared the lights they moved to his left to let him pass, but he kept steering to go between them . . .  smashed "head-on" between the blackout lights of a british lory (truck) and was severely injured.

AMERICA'S SPITFIRES: 

(Jack Fidler) Printed in the 'AIR ENTHUSIAST SERIES' VOL. 16 (Item No.106165) PAGES 13 THRU 25 covering US Fighter Sqdns use of Spitfires in WW11 from July 1942 thru March 1944. 20 authentic photos, most are of 31st FG planes, pilots, and ground crews with factual dates, names, and combat data. 

(Referred by Jack Fidler who said, "We sure should be thankful we didn't keep P-39's . . . no match for the Germans airplanes!

Later on I had a taxi accident in a Spitfire and the propeller stopped about 10 feet from that doorway. RAF SERGEANTS RATED:   Wallace Anderson writes that our NCO's were really struck by the difference in the way RAF Sergeants were treated and respected in the RAF compared to the USAAF. While he was at Hornchurch living in the RAF Sgt's mess the RAF Sgt's had "batmen" to make their beds and shine their shoes, and WAAF's to wait on table, etc.! Our ratio of NCO's to lower grades was much higher than the RAF's. (Editors note: In 1941 the Air Corps discontinued the Air Mechanic ratings as a technical pay grade and made all those AM's into top two grade NCO's. The change only slightly increased the quality of supervision and we lost hundreds of sorely needed technicians. Now we had too many chief's and not enough indians!)

LETTING OFF STEAM: "Bill" Steed, a 15 year veteran armorer, got too far into his "cups" one night and fired a few rounds through the roof of the Quonset hut, then started talking about shooting the Armament Chief. They stuffed him into his own mattress cover and tied it around his neck so he couldn't get his arms out!  He hollered and cussed but finally

went to sleep and let his buddies get some shuteye.

GUNNERY TRAINING: 

Armament Chief "Andy" Anderson recalls the "gunnery" detail to Valley RAF Station, Wales 17 July, with Spits and pilots arriving on the 19th. On the 24th a pilot hit the tow plane instead of the target!  On the 2nd of August an RAF Sgt fired 12 rounds out of Major Avery's Spit and just missed the tea wagon! Anderson  says the wildest WAAF's in RAF were stationed there! (many raincoat rendezvous's in the hedge rows). A British  Army Warrant Officer was in charge. In his orientation speech he had bellowed, cussed, and ranted on and on about the dire consequences he assured would be the fate of any man stupid enough to ignore his warnings and defy the ban of absolutely no "social" relationships with "his" WAAF's.  Then he would proceed to drink himself into a stupor every evening and stagger off to bed, blissfully ignorant of the "goings on" all round him. Next morning he would be as vociferous as ever about his policy . . but would severely "dress down" in private any member of his command who dared complain to him of "sexual advances from the Yanks".

WE MEET THE REALITY OF WAR: The war struck  each of us personally when we learned Lt. Col. A.P. Clark was MIA on July 28th. We were told later that he had bailed out after being hit, and was a prisoner in Germany.

At the 1988 Colorado Springs reunion I taped Gen Clark's talk.... "I thought I'd tell you a little bit about how I became a POW. I think most of you remember it from England. I was not very happy about the fact that I was your first casualty. It was not anything to brag about. But, you may remember, while you were at Atcham, and the new pilots were trying to learn how to keep from ground looping, 7 of us were sent down south to find out what the war was like.  That included myself, the

squadron commanders, and deputies. 7 of us were flying with the British over Abbeville. I was shot down when my flight of four (I was not leading the flight, but I was a wingman) beat up the airdrome.  In the process, I got involved with several ME-109's and had to bail out.

The next 33 months I spent as a guest of the Germans. They took us up into Poland where we met POW's who didn't even know the US had declared war! It was a big operation by the time I got there. In Germanyenlisted prisoners had to work under the Geneva Accord. The officers plotted and tunneled and very often escaped. Not many made it through

the maze of German trains and highways. Many were shot. One day two of your pilots came in, one was "Buck" Inghram. We knew by their uniforms that the 31ST was in England. When they came in they said, "Do you know Col Clark?". (He was the U.S. POW Commandant!)

After his talk Gen Clark took questions and someone asked what happened to the POW camp after the war. I didn't get all his answer but it ended with "I really didn't stick around long enough to find out."

 Ray Snyder writes "I got this book, STALAG LUFT 111-THE SECRET STORY, out of the library. It tells the story of A.P. Clark as a POW, how he got shot down and his life in STALAG 111."

 TRAGIC ACCIDENT: At Kenly First Sergeant Joseph Dando died of a fall  from a second story window at his billet.  T/Sgt. Jim Sreiner, Supply  Sgt was appointed 1st/Sgt. and Sgt. J.B. Pryor took over Supply.

Buz" was my nickname after this taxiing accident at Kenly Aug 10th 1942. I had taxied HL‑L (Crew Chief Jim Leister) about 1/4 mile from Engineering, turned off the taxi way at the revetment and stopped to wait for a mechanic to direct me in. (There was already two airplanes parked there) The brakes were "on" as it was slightly downhill into the revetment.  

As I waited the plane began rolling forward. I checked the air brake pressure gauge....it read "0". I did the first thing that came to mind to avoid rolling into the two airplanes . . .  kicked full left rudder and "popped" the throttle. The plane turned left onto the grass OK but then the right wing tip struck the fence around a transformer near the revetment.

The airplane turned violently back to the right, slid sideways, both landing gear folded up to the right, and it came to a stop about fifteen feet from the Armament shack where some 15-20 men were working inside. I cut the ignition and got out! (later I was told the fuel & throttle was "off" and the "gear" handle was  "up"). I still remember and am extremely grateful for the viewpoint expressed by C0, Major Fred M. Dean. After investigating the scene he said, "Good work Sergeant. . . it seems you did everything a pilot could have done to prevent greater damage."

 KENLY AND LONDON: The 308th was at Kenly airdrome just SW of London  from Aug 2 through 28th, 1942. We flew at least 2 missions per day. RAF  Squadron Leader Wickham worked with our 31ST pilots as they flew these

 missions across the English channel. Security was very tight.

 Your Editor was 'B" Flight Chief, and recalls the "turn-around" time  competitions with the RAF and RCAF. We often beat their time to refuel,  rearm, and ready our aircraft for another mission.  We also beat the RAF time to 'scramble" (get 4 aircraft airborne) on many "alerts". The first round of "mild" was on them the next time we hit the pubs!. Good lads!

WE MAKE THE DIEPPE RAID! Of the 4 American Fighter Groups in England at that time, only the 31ST joined the RAF in the Dieppe raid 19 Aug 1942. We were the first American fighter group in combat in the ET0. We paid a price for the action with the loss of Lt. Dabney KIA.,  Lt. Inghram POW,  and 4 other pilots MIA. (these eventually were rescued and returned) The 308th had 2 aircraft damaged. We had no mechanical failures.

WESTHAMPNETT AIRDROME: On Aug 25th the 307th and 308th joined the 309th already at this base near Chichester. The Group airplanes were now flying fighter sweeps and bomber escort missions across the channel. There was lots of flying but not much shooting at "Jerries".  The armorers didn't like that because they had to clean and recheck the guns

often but there were no "victories" to show for it.

Reminds me of the joke about Mrs. Guidry, of Cajun descent, telling the census taker that her children were all twins, five sets of them! He asked, "My goodness! Did you have twins every time?'  She replied, "Oh no, cher', tousands' n tousands' of times we din't have nuttin!"

LONDON VISITS: Most visited London, and  viewed Piccadilly Square Big Ben, Old Bailey, the "changing of the guard', Westminster cathedral, and other historical places. Air raids were frequent and we learned "shelter etiquette" quickly. It's impossible to locate and get to a rest-room in that crowd!, and you don't "feel" your way around in the dark! Also, that sweet voice & scent in the darkness, agreeing to meet later in a pub, is usually not such a raving beauty in the light!

German airplanes often flew over, always at high altitude, and the sirens were always wailing, especially at night.  Sometimes they dropped propaganda leaflets about Dieppe. etc.. Wonder if anyone kept any of those? We could see dozens of barrage balloons to the south and east. They were anchored around many cities to prevent low-level air raids. Andy Anderson says he counted 57 in view from  Hornchurch.

Enlisted men lived in pyramidal tents, and ate in a mess building. There was a toilet building with stools, urinals, and cold water showers. Lavatories for washing and shaving were in "open air" shelters. Some of the "yanks" would slip off the drome and take a cooling dip in a handy creek!  I'm sure the water was warmer than in our "shower" stalls!

Remember listening to the ack-ack guns at night? About the time we thought everything was over with they'd start up again!  Like waiting for someone to drop the other shoe! Remember how hard it was to get to sleep while it was still daylight? Especially with a bunch in a nearby tent regaling each other with their latest pub adventures!

HERE WE GO AGAIN!  In mid September we began crating much of the equipment for an upcoming overseas move. We also began "assault" type training of personnel, qualifying in small arms, chemical warfare, etc.. Meanwhile the war went on and our planes flew many sorties.

From Oct 10th to 17th this writer, E. J. Howell was sent to Newport, Wales by train on "port" duty to see that our equipment was all there. It was, but if anyone knew where it was going they weren't talking!

BACK TO GRENOCH: We left Westhampnett Oct 21, by train at 3:30 PM and boarded the SS Orbita at Grenoch, Scotland about 8 AM next day. It was Oct 26th at 10PM when we pulled anchor and moved out to sea for a still unknown destination. There was lots of "speculation".