FReeper Canteen ~ The Berlin Airlift ~ Part 2: Operations ~ 08 December 2019

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[Kathy in Alaska]

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The Berlin Airlift
Part 2: Operations
All info and photos from this website.

Link to Part One

           

Lt. Gen. William H. Tunner:  Directed Berlin Airlift Operation

  

A native of New Jersey and son of an immigrant father, General Tunner was awarded an appointment to West Point upon his graduation from Roselle High School. He was one of 77 cadets in his West Point graduating class who chose flying as his military career. He joined an Air Force which had literally no transport aircraft and no airlift strategy, planning or capacity. During his career which spanned two wars, he created the Ferrying Command which flew new aircraft to our allies in Europe and the Middle East, and developed the Air Transport Command in its famous Hump operation over the Himalayas to China. We honor him in the Air Cargo Hall of Fame for his outstanding performance in command of the Berlin airlift which established the cargo airplane as an effective freight mover in an unprecedented demonstration of efficiency and productivity. For 13 months, the aircraft under his planning and direction supplied an isolated Berlin- a city under siege- with every product necessary to keep the city and its more than a million inhabitants alive. Coal, heating oil, medicines, food and necessary supplies were airlifted into Berlin in an endless stream of transport aircraft operating at 2 minute intervals day and night in every kind of weather. The Berlin Airlift was a live demonstration on the future of the Air Cargo Industry.

BLACK FRIDAY
Tunner assumed command of airlift operations on July 28, 1948.  The airlift had been operating for just over a month.  One of the first major changes he made came as a result of "Black Friday".  On Friday, August 13, Tunner flew into Berlin to grant an award to Lt. Paul O. Lykins, and airlift pilot who had made the most flights into Berlin up until that time.  Weather that day was awful, and conditions in Berlin were impossible.  Clouds had lowered to the tops of buildings and heavy rain had disrupted radar.  One C-54 had crashed and burned at the end of the runway a second landed behind him and blew its tires trying to stop to avoid hitting the burning C-54.  A third ground looped on the auxiliary runway.  Pure havoc was reigning supreme.  Aircraft were beginning to stack up over Tempelhof and a huge number of airplanes were circling stacked from 3000 to 12000 feet in no visibility conditions.  These conditions spur red Tunner to make a fateful decision.  He called the tower.  "Tunner here, send everyone back to their base and let me know when it's safe to come down".  To avoid this stacking problem, a new policy was created.  Any aircraft that missed its approach was to continue back to its station via the outgoing center corridor.  This created a continuous loop of planes to and from Berlin.  If a pilot missed his approach, he would immediately become a departure and head back to his base.  The loaded aircraft would get a fresh crew and be sent back as a regular flight.  In addition, all aircraft were required to fly by instrument rules to maintain the same speed, interval and altitude.  This almost eliminated accidents and became the key to the success of the operation. 

Another essential decision was to standardize aircraft, parts, and procedures.  It was decided to base these around the C-54.  One of the reasons was that it took just as long to unload a 3-1/2 ton C-47 as it did to unload a 10-ton C-54.  One of the reasons for this was the slanted floor made truck loading difficult, whereas the C-54 was level and a truck could back up to it and cargo could be unloaded fast.  In addition, no pilot was to be away from his aircraft.  General Tunner had seen many aircraft sitting idle, loaded and waiting for their crews to return from inside the terminal.  He thought this to be a great waste of resources, therefore the order was sent that no pilot should be away from his aircraft from the time it landed until the time it took off from Berlin.  Weather and up to date information was brought out to the aircraft while they were being unloaded, so the crews didn't need to go inside the terminal.  In addition, several trucks were outfitted as mobile snack bars and staffed by some of the prettiest Berlin girls.  This enabled the crews to get coffee, a snack or other goods without having to leave the airplane.  This reduced the average turn around time from landing to departing to about 25 minutes. 

LIFE FOR THE BERLINERS

Life for the Berliners was hard.  In the beginning, there was about a month's worth of supplies to be had, but stockpiles were dwindling.  The airlift had not reached its predicted consumption rate yet, and starvation was near.  In addition, when the winter of 1948-49 hit, there was little fuel to run the remaining industry, let alone heat the homes.  Berliners soon found themselves chopping down all of the trees in the city for fuel, and learning what grasses could be eaten for food.  In addition, people rummaged through garbage cans for food, but soon found that there was very little of that to go around.  It was a dire circumstance, but still they knew that their suffering in this manner would be better than succumbing to Soviet control.  They had seen the treatment the Soviet soldiers had given them when they arrived.  They were stealing everyone's valuables, systematically stripping the industry and all of the necessary equipment and shipping it back to Moscow.  In addition, German wives and daughters were being raped and abused all of the time.  German scientists and engineers were forcibly sent to Moscow and forced to reveal all of the German technological secrets.  Starvation was far better than that treatment.  When it was decided that an airlift would be attempted, Berlin's Lord Mayor Ernst Reuter held a public rally in support of the effort.  Germans would suffer and sacrifice to make it work.  The German resolve was strong, even in such a desperate situation. 
 

GERMAN VOLUNTEERS

One of the biggest problems during the airlift was the lack of manpower.  It was decided to use the very people who the airlift was helping, the Berliners themselves.  There was no lack of supply as they were eager to help because it was all for them anyway.  In addition those who helped got an extra ration. 
This was very important to them, as the allotted ration was very small.  It also gave the people a great sense of pride that they were helping the effort.  So, soon German volunteers were used for unloading crews at Tempelhof.  They would board the aircraft as soon as it stopped and commence unloading.  If the crews did an especially good job, they might get a reward, such as a pack of cigarettes or an extra ration.  This became quite the incentive, as the record for unloading 10-tons of coal was set at 10 minutes. 
Another large problem was the lack of skilled mechanics.  There just weren't enough mechanics to keep a fleet of C-54's maintained so that there could be no disruption in the conveyor belt of supplies to Berlin.  They needed people to perform inspections, repairs, engine replacements, cleaning and servicing these aircraft.  General Tunner had a solution to that problem, too.  There were a large number of skilled former Luftwaffe mechanics available right in Berlin.  It was decided to create crews comprised of these men, an American Maintenance supervisor and an interpreter.  Soon the manpower was there.  Soon, any aircraft that wasn't being fixed, inspected, or overhauled was flying the corridors.  A far cry from the beginnings.        

FLYING THE CORRIDORS
 

Pilots flying in the corridors encountered numerous problems; one was the erratic German weather.  Weather changed so often that it was not uncommon to leave a base in West Germany under ideal conditions, only to find impossible conditions in Berlin.  What made it even more treacherous was the approach to Tempelhof.  In order to land there, a pilot had to literally fly between the high rise apartment buildings at the end of the runway so he could land.  A second runway required a steep drop over a building in order to land soon enough so there was enough runway for braking.  All these conditions plus a fully loaded C-54 with a 10 ton cargo load were more than enough for any pilot to handle, especially during the German winter. 
Unfortunately, that wasn't all the pilots had to deal with.  The Soviets constantly harassed the pilots during the operation.  Between 10 August 1948 and 15 August 1949, there were 733 incidents of harassment of airlift planes in the corridors.  Acts of soviet pilots buzzing, close flying, shooting near, not at airlift planes were common.  Balloons were released in the corridors, flak was not unheard of, radio interference and searchlights in the pilots' eyes were all forms of Soviet harassment in the corridors.  However, this did not stop the pilots, the planes kept chugging on in.  In spite of all these acts of harassment, no aircraft was shot down during the operation.  That would have started a war, and the Soviets did not want that, especially with B-29's stationed in England.  Although the B-29's that were there were not atomic bomb capable, the Soviets did not know that and did not want to find out. 

So, the airlift went on.  American C-54's were stationed at Rhein-Main, Wiesbaden, Celle and Fassberg in the British Sector.  The British flew Lancasters, Yorks, and Hastings aircraft.  They even used Sunderland Flying Boats to deliver salt, using Lake Havel in the middle of Berlin for a base.  Every month the tonnage increased and soon exceeded the daily requirements.  Every day, tonnage records were being set, and the constant drone of airplanes overhead was music to the Berliners ears.  Eventually, rations were increased and life in West Berlin was improving. 

A C-54 Crew consisting of a Pilot, Co-Pilot,
Flight Engineer, and Radio Operator.  Most
airlift crews did not use the Radio Operator
and used a 3 man crew instead.

TEGEL

Berlin had only 2 airports at the outset of the airlift, Tempelhof and Gatow.  Soon, it became obvious that a third was needed. Heavy equipment was needed, but there were no aircraft large enough to carry bulky items like that.  So, it was cut into smaller pieces, loaded onto one of 5 Fairchild C-82 Packet aircraft, flown into Berlin, and welded back together again. Incidentally, a new power plant for Berlin was constructed this way also.  Nevertheless, an area in the French Sector was chosen to become Tegel Airfield.  American, French, and German volunteers broke ground on august 5^th, 1948.  Through dedication, hard work and extreme organization, the first c-54 landed with its 10-ton cargo only a mere three months later.  Quite a feat.  Tegel, incidentally, is Berlin's main airport today.  There was an obstacle in the way on the approach to Tegel, however.  A Soviet controlled radio tower caused problems with its proximity to the airfield.  Pleas to remove it went unheard.  Finally, on November 20, French General Jean Ganeval made a decision.  If they would not take it down, he would simply blow it up.  So, on December 16, the dynamite was used.  The tower fell, and the obstacle was gone.

 

....Continued next week....

 

Please remember the Canteen is here to honor, support and entertain our troops and their families.  This is a politics-free zone!  Thanks for helping us in our mission!

[The Mayor]

Freep mail me to be on or off the Daily Bread ping list

December 9

Our Guiding Light

Bible in a Year:

• Daniel 11–12
• Jude

You, Lord, are my lamp; the Lord turns my darkness into light. 2 Samuel 22:29

At a museum, I lingered near a display of ancient lamps. A sign revealed they were from Israel. Decorated with carved designs, these oval-shaped clay vessels had two openings—one for fuel, and one for a wick. Although the Israelites commonly used them in wall alcoves, each was small enough to fit in the palm of a person’s hand.

Perhaps a little light like this inspired King David to write a praise song in which he said, “You Lord are my lamp; the Lord turns my darkness into light” (2 Samuel 22:29). David sang these words after God gave him victory in battle. Rivals from both inside and outside his own nation had been stalking him, intending to kill him. Because of his relationship with God, David didn’t cower in the shadows. He moved forward into enemy confrontations with the confidence that comes from God’s presence. With God helping him, he could see things clearly so he could make good decisions for himself, his troops, and his nation.

The darkness David mentioned in his song likely involved fear of weakness, defeat, and death. Many of us live with similar worries, which produce anxiety and stress. When the darkness presses in on us, we can find peace because we know God is with us too. The divine flame of the Holy Spirit lives in us to light our path until we meet Jesus face to face.

By: Jennifer Benson Schuldt

Reflect & Pray

Why can you trust God to help you with your fears? What can you do to seek God’s guidance in your life?

God, please assure me of Your presence when I’m afraid. Help me to remember that You’ve defeated spiritual darkness through Your death and resurrection.

[left that other site]

Hi Everybody!

(((HUGS)))

[PROCON]

Bumping the Berlin Airlift Canteen, thanks Kathy!

[Bonemaker]

I am profoundly and eternally grateful the USAF sent me to West Berlin for three years in the 60’s.

[SkyDancer]

~ " Hi Ya!!!" ~

~ Just Hangin' ~

~ ~

~ Good Evening ~

~ Welcome To My World ~

Frontier Flights - I'm Down There Somewhere

[SkyDancer]

Continually bailing out Europe over their own stupidity and then blame us for not helping sooner.

[Kathy in Alaska]

~ The Berlin Airlift Part2: Operations ~

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[Kathy in Alaska]

Good evening, Mayor, and thank you for today’s sustenance for body and soul.

All rested up and ready to take on the new week?

Have you gotten to use the plasma cutter yet?

[rktman]

My uncle flew in the airlift. US Army Air Corps. I got to visit through checkpoint Charlie into East Berlin in 1962 as a 15 year old. I still have a map (now laminated) that shows the city divided and the wall and barbed wire encircling the city. Some folks have NO clue how bad it was. Sure opened my eyes.

[Bonemaker]

It was an incredibly serious situation. I have a hat that says “cold war service ...Germany”. I’ve actually had p4ople ask me what the cold war was.

[Kathy in Alaska]

Good evening, ML...((HUGS))...did you and Penny get in a walk today?

Unfortunately we are looking at rain all through Monday. d:o( I am TIRED of rain!

[radu]

Greetings to all at the Canteen!

To all our military men and women, past and present,

THANK YOU
for your service!

[rktman]

Yeah, I understand. But I did get my Cold War certificate signed by Rumsfeld. Boo Yah! 😁

[Kathy in Alaska]

Thanks, Pro, and good evening. Did you and son get to go to the range today?

[Roccus]

Look at the lead up to and logistical requirements of the airlift

https://duckduckgo.com/?q=+berlin+airlift+video&va=z&t=hk&ia=videos&iax=videos&iai=gzTDbsQKKpo

British take on the airlift

https://www.c-span.org/video/?c4689693/berlin-airlift

[PROCON]

Hi Kathy, son and I went to the range yesterday, just shot some trap targets, a bit too cold to stay for long.

[Bonemaker]

I think mine was signed by William S. Cohen...whoever the hell he was.

[radu]

Howdy, Kathy.

I hope your weekend has been restful. You sure didn’t get any rest last week! Reckon they’ve gotten the internet issues fixed yet?

It was looking a bit slushy up there earlier today. The snow had disappeared from the ice on the lake and the pavement was wet, but I see it’s been snowing again.

[Kathy in Alaska]

Good evening, Bonemaker, and we thank you for your service to our country.