The FReeper Foxhole Remembers The Berlin Airlift - Jan 5th, 2003

berlin airlift historical foundation ^

[SAMWolf]

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Operation Vittles
June 1948 - September 1949

PRELUDE TO CONFLICT

At the end of WWII, a defeated Germany was divided amongst the victors, the United States, the Soviet Union, Great Britain, and France. The Soviet Union took control of the Eastern half of Germany, the Western half was divided amongst the US, Great Britain, and France. Like the rest of the country, the capital city of Berlin, sitting dead in the middle of the Soviet-controlled Eastern half, was also divided into four parts, one half being Soviet controlled, and the rest divided amongst the others. A four-power provisional government, called the Allied Control Council, was installed in Berlin. This union of governments was to control and rebuild the city of Berlin.



By 1948, it became apparent that the Western Powers (Great Britain, France, and US) plan to rebuild Germany differed from the Soviet Union's plan. Currency, German Unification, Soviet War reparations, and mere ideology were among the many differences the two sides had. There would be no compromise. As a result, Stalin wanted them out of Berlin. In early 1948, tensions between the once former Allies climaxed. On April 9, 1948, Stalin ordered all American Military personnel maintaining communications equipment out of the Eastern Zone (Soviet controlled Berlin). Trains were halted on June 1and June 10. On June 21, the Soviets halted a US Military Supply Train and refused it passage to Berlin. On the 22nd, they placed armed guards aboard, attached a Soviet engine and hauled it back to Western Germany. In a final move to spurn the Americans, British, and French out, on June 24, 1948, all land and water access to West Berlin was cut off by the Soviets. There were to be no more supplies from the West. What was going to happen? Where were the necessary supplies going to come from for the Occupation Forces? For that matter, where were the supplies for the 2,008,943 Berliners going to come from? It was a grave situation.

The Allies were certainly not going to stand for this. Diplomacy failed, Ground invasions were planned, and World War 3 was on the brink of existence. US Military Commander Lucius Clay had developed a plan by which an armed convoy through Soviet Controlled Germany would break the blockade. This action would certainly create a war.

MEAGER BEGINNINGS

However, British Commander Sir Brian Robertson offered an alternative: supply the city by air. A daunting task. Supplying the Occupation forces of 2,2679 was easy, but the entire population? The only aircraft the Americans had available for the task were 5 year old Douglas C-47 Skytrains, which would only hold 3.5 tons each. After some consultation, the decision was made: it was worth a try. Earlier in April, US Forces airlifted in supplies to replace the ones being delayed by the Soviets. This was what became known as the "Little Lift". West Berlin had two airports, Tempelhof, which was Berlin's main airport and located in the American Sector, and Gatow, in the British Sector. Supplies could be airlifted in by C-47 and there was nothing the Soviet Union could do about because in 1945, someone had foresight. On November 30, 1945, it was agreed, in writing, that there would be three 20-mile wide air corridors providing access to the city. These were unarguable.



When the blockade began, the Soviets rejoiced, because they believed the Western powers had only one option, to leave Berlin. But they underestimated the West airlift supplies. Gen. Clay called upon General Curtis E. LeMay, commander of USAFE and asked him if he could haul supplies to Berlin. LeMay responded, "We can haul anything". Two days later Gen. LeMay called upon Brig. Gen. Joseph Smith, Commander of the Wiesbaden Military Post, and appointed him Task Force Commander of an airlift operation estimated to last a few weeks. The only US aircraft initially available were 102 C-47's and 2 C-54 Skymasters. On June 26, the first C-47's landed at Tempelhof Airfield, foreshadowing the great operation that was to come. Smith dubbed the mission "Operation Vittles", because he said "We're haulin' grub." The British called their part "Operation Plane Fare".

It was determined that the city's daily food ration would be 646 tons of flour and wheat; 125 tons of cereal; 64 tons of fat; 109 tons of meat and fish; 180 tons of dehydrated potatoes; 180 tons of sugar; 11 tons of coffee; 19 tons of powdered milk; 5 tons of whole milk for children; 3 tons of fresh yeast for baking; 144 tons of dehydrated vegetables; 38 tons of salt; and 10 tons of cheese. In total, 1,534 tons were needed daily to keep the over 2 million people alive. That's not including other necessities, like coal and fuel. In fact, the largest quantity of anything required was coal. It wasn't needed to heat homes as much as it was necessary for industry. In addition, there was limited electricity, because the city's power plant was located in the Soviet sector, so that was cut off, too. It was determined that in total supplies, 3,475 tons would be needed daily. A C-47 can haul 3.5 tons. In order to supply the people of Berliners, C-47's would have to make 1000 flights each day. Impossible.

Initially, Gen. Clay determined that, with the limited number of airplanes available to him, he could haul about 300 tons of supplies a day, the British effort, was estimated to be capable of 750 tons a day. This leaves a 2,425-ton deficit daily. Realizing that this kind of tonnage could not be achieved using C-47's, Gen. Clay and Gen. LeMay made requests for more C-54's, for they could carry over three times more cargo than C-47's. On June 27, an additional 52 Skymasters were ordered to Berlin.

On June 28, President Truman made a statement that abandoning Berlin was out of the question. He then ordered US B-29 Superfortresses to be stationed at British airfields to show the Soviets that the Western powers were not taking this lightly. We would not abandon these people!



By July 1, C-54's were slowly taking over airlift flights, and they were operating 24 hours a day. Rhein-Main Air Base in Frankfort was made exclusive C-54 base, and Wiesbaden was a mix of C-54's and C-47's. To accommodate these two different aircraft, General smith established a block system, giving the bigger, faster C-54's priority. They were also given radio codes to identify each type and the direction it was going. C-47's going East to Berlin were called "Easy", returning C-47's traveling West, were called "Willie". C-54's had the names 'Big Easy' and "Big Willie". Aircraft were also given a spacing of three minutes apart.

The size of the operation had to be increased in order to sufficiently supply this city and keep these people going. It needed to be commanded by someone who had expertise in air transport. That man came in the form of Maj. General William H. Tunner. He was revered as "The transportation expert to end all transportation experts" by LeMay. Tunner had previously established the Ferrying Command in WWII, and successfully organized and commanded the "Hump" operation into China near the end of the war. His reputation was not falsely earned. Tunner hated to see airplanes parked on the ramp not being utilized. This was a waste to him. He longed for efficiency and was about to set the standard for all that followed.

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.

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 was improving.

THE EASTER PARADE

By April 1949, airlift operations were going rather smoothly, and General Tunner wanted to break up the monotony. He liked the idea of a big event that would show the capabilities of his command, as well as give everyone a big morale boost. He wanted to set a record. In order to do that, much planning was necessary, and it was decided that on Easter Sunday, the only cargo was to be coal. In fact general Tunner wanted to desecrate all previous tonnage records set so far. Secretly, coal was stockpiled for the event. Maintenance schedules were altered so that the maximum number of planes was available. Everyone put in extra effort for this special event. From 12:00PM April 15, to 12:00PM April 16, 1949, crews worked overtime to deliver more tonnage than had ever been delivered in a 24 hour period. When it was over, 12,941 tons of coal had been delivered as a result of 1,383 flights without a single accident. As a matter of fact, as a result, the daily tonnage also increased from 6,729 tons a day befor the Easter Parade, to 8,893 tons per day, an unexpected benefit. This was the straw that broke the camel's back.

THE END OF THE BLOCKADE

On May 12, 1949, the Soviets capitulated. The blockade was over. It was decided to continue supplying Berlin by air in addition to the land routes in order to build up a sufficient supply of goods. The Airlift officially ended on Sept. 30, 1949, fifteen months after its meager beginnings in June of '48. In total, the US delivered 1,783,572.7 tons, while 541,936.9 tons were delivered by the British totaling 2.3 Million tons from 277, 569 total flights to Berlin. C-47's and C-54's alone traveled over 92 million miles in order to do so. These were astounding figures, considering that in the beginning it seemed impossible to even try. Nevertheless, even the greatest operation is not without risk. A total of 101 fatalities were recorded as a result of the operation, including 31 Americans, mostly due to crashes.



The end of the blockade was unexpected; however, as bigger plans were made and bigger planes were set to replace the existing fleet of C-54's. The USAF had already used a C-74 "Globemaster" and one Boeing YC-97A "Stratofreighter" in the airlift, testing the feasibility of heavy-lift transports and their use in a continued operation. The Douglas C-124 "Globemaster II" was coming and the plan was to use C-97's and 124's to continue the operation without as many flights. Fortunately, that was not necessary.

[MistyCA]

It's always so heartbreaking to see the children. Thanks for that post.

[Victoria Delsoul]

Morning, Sam.

I have an Aunt who was "liberated" by the Russians. She still hates them with a passion.

I don't blame her. Gosh they were really abusive.

[Victoria Delsoul]

It's always so heartbreaking to see the children.

Yes, it is. You're welcome, Misty.

[MistyCA]

HIGH INTENSITY

Tempelhof

The towers, welded P S P

Shaped like long boxes, different

In length, set in concrete bases,

Are crowned with high intensity.

The lights, brilliant, fog-piercing,

Jutting skyward from the graveyard

From plots no longer occupied,

Gather the stream of Skymasters

And funnel them to safety.

"Big Easy Three Five, Takeover

And land your aircraft visually."

Ingrid's cherub supervises.

[MistyCA]

DECEMBER 5, 1948

C-54 CRASH

C-54 Crashes after take off from RAF Station Fassberg ( APO - 147-A )

3 Airman Killed.

1) Capt. Billy E. Phelps

2) 1st LT. Willis F. Hargis

3) Tsgt Lloyd G. Wells

Tail Section ( Note - Open Cargo Door )

No. 4 Engine

Fuselage, Right Wing

Fuselage, Left Wing

( Left )Msgt "Woody" Underwood ( Right ) Sgt. "Bud" Vaughn

Looking toward nose of Aircraft - No. 3 Engine in foreground

[MistyCA]

Welcome to The Wolf Stories

Stories written by Retired U.S.A.F. Colonel and Author

WOLFGANG SAMUEL

Author of GERMAN BOY , I ALWAYS WANTED TO FLY and THE WAR OF OUR CHILDHOOD

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OCTOBER / NOVEMBER WOLF STORIES

---

My dear friend and a true American patriot, Moe Hamill, passed away on September 18, 2002 at the young age of 82. I didn't get to know Moe until a couple of years ago as I was writing my second book - I Always Wanted to Fly. And if there ever was a man who wanted to fly it was Moe Hamill. Moe was one of those self-made men - easy to like, and even easier to want to model yourself after. He was born in 1918 on the Rosebud Indian Reservation in Hamill, South Dakota, and grew up in the Great Depression. His circumstances were humble, but that didn't mean that Moe, the boy, couldn't dream of better things. Dream he did, and he worked hard to make his dreams come true. With no money, and at a time when student loans would have been considered an extravagant investment by any selfrespecting banker, Moe Hamill set out for college. He was a big kid and built his muscle on road construction jobs when he was fortunate enough to get hired. Coach Dudley DeGroot, who later coached the Washington Redskins, thought Moe had potential and gave him a chance. The San Jose football team in those days was a national powerhouse. Glenn S. "Pop" Warner, an American football icon, then got a hold of Moe and made a real football hero out of him. By 1941 Moe was good enough to get offers from professional football teams - and he got his education as well. Moe laughed when he told me that the Chicago Bears offered him $150 a game in 1941.

In December 1941, Moe Hamill, who was voted Little All-American, didn't go to play football, instead he volunteered for the Air Corps and went to fight in North Africa and Italy. His story is in my book, I Always Wanted to Fly, and I highly recommend you read it. But there are some things of course I didn't put into the book. Here is one of those incidents. Moe was flying a B-25 near Mount Aetna, on Sicily, when he got hammered by an 88mm shell. It took the top turret off the plane, killed the gunner, put hundreds of holes in the plane - yet Moe went right on and completed his bomb run. When I was in Vietnam we gave Silver Stars to men who completed their bomb runs after getting hit - Moe and his crew got nothing for a courageous act, except the dead gunner got a Purple Heart. Said Moe to me, "I am still mad at myself to this day for getting the Awards & Decs Officer pissed off at me a few days earlier. My entire crew was denied an award because of me, and they deserved one" Moe never thought of himself - he always thought of others, how he could help others, how he could be of service to others.

After War II Moe flew C-54s out of Fassberg. Fassberg, where I lived at the time as a refugee kid. I don't know if I ever passed Moe Hamill on the street in Fassberg, but it was men like him - men with a smile, with a kind gesture, even a hello to a German kid dressed in rags, which made me want to be just like them - just like Moe Hamill. In time I was privileged to fly alongside the Moe Hamill's and I will always be proud of that. Moe flew his heart out, like many of you veterans of the Berlin airlift. He even helped the German load-crews wrestle the heavy sacks of coal onto his plane. He was never too good for anything - the man with the generous smile and a helping hand, who never forgot that he came from the Rosebud Indian Reservation.

After Berlin Moe went on to serve a full career in SAC, first as a commander of a KC-97 outfit, then as a staff officer at SAC Headquarters, at Offutt AFB, NE. He was actually on the general officer selection list, removed because of a medical condition. After retirement Moe kept right on running, building up a successful financial investment business. At eighty years of age he talked to me as if he had a whole life-time ahead of himself. He did. He never talked or thought of giving up, resting on yesterday's laurels. For Moe Hamill, every day was a new opportunity, a bright sunny day to do the very best you can give. I am glad I met Moe. I am a better man for our friendship, and I wish him a smooth trip on his heavenly journey. Someone once said to me, "Wolfgang, as long as anyone still remembers you, you are alive." Moe, for me you will always be alive. I will always remember you. The only thing I'll miss is going out with you and Dorothy for breakfast and having one of those huge omelet's which only you could finish.

And if you saw a tear running down my face - well, you must have made a mistake. I am sure you made a mistake, Moe. Men don't cry. Right? I wish you God's speed my dear friend. And remember, I'm always on your wing. The German kid from Fassberg.

[MistyCA]

The Candy Bomber

Between the years of 1948 and 1949 Berlin Airlift pilot Lt. Gail Halvorsen was so struck with the friendliness and excitement of the Berlin children that he wanted to do something special for them and to spread a little cheer to their beleaguered times in Berlin during the blockade. Lt. Halvorsen decided to start his own operation and named it "Operation Little Vittles" He practically bought out all the candy available where he was based and out of strips of cloth created miniature parachutes and attached the candy to them. At the beginning, Lt. Halvorsons buddies gave up their rations of candy and gum and also their handkerchiefs to help the cause. The American Confectioners Association asked Lt. Halvorsen how much candy and gum he could use. They sent tons of candy and gum to Westover AFB for processing. 22 schools in Chicopee Massachusetts converted an old fire station into a Little Vittles headquarters. They made parachutes, tied on candy or gum and sent the finished product to Lt. Halvorsen at Rhine Main AFB. When the supplies came on line at Rhine Main all of Lt. Halversons squadron and others helped drop the candy and gum. They then air dropped the candy over the city of Berlin (including East Berlin until the Russians told them to stop ) to the eagerly waiting children. By January of 1949 Lt. Halvorsen had air dropped more than 250,000 parachutes loaded with candy on the city of Berlin bringing a little joy to the nearly 100,000 children of Berlin during the Russian blockade.

News of this also spread to the U.S. government and Lt. Halvorsen was chosen to receive the Cheney Award for the year of 1948. "For an act of Valor, Extreme Fortitude, or self-sacrifice in a humanitarian interest. " When the crowds of children became too large the safety of the children were primary concern. So the crew would drop the candy in areas around the city where they saw children playing. Candy was also sent to children in schools, hospitals and so on. Of course the Russians tried to discredit this effort by claiming that children had destroyed a cemetery near Templhoff where the candy was dropped but in the end, there was no basis for this outlandish verbal attack. Some of the other names for Lt. Halvorsen were: Uncle Wiggly Wings, The Schokoladen Flieger, Uncle Wackelfluger and Raisin Bomber

[MistyCA]

GENERAL LUCIUS DUBIGNON CLAY (1897 - 1978) - FATHER OF THE BERLIN AIRLIFT IN 1948 - 1949

Gen. Lucius D. Clay was born in Marietta, GA, on Apr .23, 1897 and died in Chatham, MA, on April 16, 1978. His lifelong companion in marriage remained Marjorie McKeown whom he married Sept 21, 1918. They had two sons (Lucius Jr.; Frank Butner) who also became Generals.

Gen. Clay grew up a Southerner - and became a ‘Man of the World,' even a peacetime military hero to the approx. 2 ½ million Berlin citizens of postwar times... and beyond! Between the date of his birth and the day of his death, he was involved in great engineering feats; his professional life - civilian & military - was filled with extraordinary accomplishments. He was faced with desperate situations that needed his extraordinary administrative talents and firm hand.

Lucius Clay came from a line of distinguished public servants, some of whom are mentioned in official United States Annals: One of his ancestors was Kentucky Senator Henry Clay (1777 - 1852), called the ‘Great Pacificator' or ‘Great Compromiser,' in remembrance of his efforts in the 1820 Missouri Compromise. Kentucky Sen. Clay was a presidential candidate in 1824, 1832, and 1844, losing all three bids due to various controversial positions on points that were, in retrospect, too far-sighted for their time. In contrast to this high political ambition, his descendant, retired Gen. Clay firmly declared in 1963 that he would not seek, or accept, the presidential nomination.

Lucius Clay was born the sixth, and last, child of U.S. Sen. Alexander Stephens Clay; during his father's tenure, he served as a Senate page. In 1915, he entered West Point and graduated in 1918 as an Army engineer. From 1924 to 1928, he taught civil & military engineering at West point - and by 1934, he was professionally prepared for the position of U.S. representative to Permanent International Navigation Conference in Brussels. His accomplishments included directing the 1938 - 1940 constructions of Red River Dam near Denison, TX; serving as staff member to Gen. D. MacArthur in 1937; heading Civil Aeronautics Authority's Defense Airport Program in 1940/41 - responsibilities that covered work to enlarge & improve 277 airports and to build 197 new ones.

At the height of WWII activities in 1942, Lucius Clay was the youngest Army brigadier general. He was promoted to Asst.. Chief of Staff for Material (Service of Supply), and when the SOS was reorganized, he became Director of Material, Army Service Forces.

One of Lucius Clay's remarkable accomplishments came shortly after D-Day in 1945 for which he earned the Bronze Star: He was sent for by Gen. D.D.Eisenhower to help clear the war-torn Port of Cherbourg - a port so vital to the Allied flow of supplies. Clay was characterized as 'chargetaker of chaotic situations to bring about working order,' as aptly stated by one author - and, within one day, he was able to stabilize the entangled harbor situation. A day later, port facilities were functioning with speed and efficiency. He earned other awards & honors: Legion of Merit, 1942; Distinguished Service Medal, 1944, and later received Oak Leaf Cluster.

Writings included, ‘Decision in Germany' (1950) and ‘The papers of General Lucius D. Clay: Germany, 1945-49,' edited by Jean Edward Smith (1974).

The ‘Berlin Airlift of 1948-1949' must, however, stand as his most notable achievement. Everything in his professional life seemed to have prepared him for this crowning challenge in his career. Even after he returned to his homeland, even after his 1949 retirement from the Army, Gen. Lucius D. Clay (RET) worried about the fate of Berlin and West-Germany. Berlin's citizens fondly called him ‘Pater Urbis' - their City Father.

March 15, 1947, Gen. Lucius D. Clay succeeded Eisenhower as Military Governor of Germany. During those postwar times, problems were in evidence everywhere, and they called for hard decision-making & straight-forward solutions. Clay was an able and fair administrator, engineer by profession, who became the only four-star general who had never seen combat. Skills were honed and achievements were reached behind battle lines; they were, in fact, of equal importance to physical involvement in the war effort.

As Military Governor of Germany, he directed efforts to solve vital questions regarding food; housing; health; government; currency; industry; religion; restoring wartime plunder; refugees; denazification. He had been placed in a very unique position with unique challenges to conquer.

When sporadic Soviet harassment of war-torn Berlin began in early 1948 (officially, the Berlin Airlift started June 24, 1948), Clay acted on his own initiative as CINCEUR (military governor & theater commander) when he ordered ‘the airlift begun!' Only after 'Operation Vittles' took off did he convince President Truman of the necessity & ability to keep Berlin Supplied.

This spirit regarding the ability to keep Berlin supplied was also transferred to the many Allied military men who airlifted vital supplies for the starving Berliners of those years. It also affected mechanics & support personnel who serviced C-47's and C-54's that were the work-horses of the Berlin Airlift. This ability to deliver also ‘infected' those U.S. citizens, stateside, who collected supplies within their own communities and had these necessities flown across the Big Pond to Berlin! Col. G.S. Halvorsen (Ret.) was involved in bringing tons of candy to the Berlin children.

Gen. Lucius D. Clay retired in mid-May 1949, within days after the Soviet blockade had been lifted. In the United States, he went on to be a productive businessman, serving on eighteen corporate boards in the capacity of director or member. His avocational interests remained horseback riding & fishing.

Clay's manner was best described as one befitting a man who insisted on order & organization. Unlike his ancestor Henry Clay, the ‘Great Compromiser,' Lucius Clay was known as the ‘Great Uncompromiser.' As one bargaining opponent once said, "He looks like a Roman emperor - and acts like one."

A wide boulevard in a fancy part of Berlin is named after the city's hero: Clay Allee. Here, major consulates are located; high- priced homes sit, half-hidden among groomed trees, in well manicured gardens.

And yet - the most precious, the most humble, tribute to a great man after death is found at the foot of his grave, buried flush with the ground. It is a plaque placed there by the citizens of Berlin, the city he & his men saved from certain starvation & grinding Communism. It only bears six poignant, yet mightily stirring words:


Wir danken
dem Bewahrer
unserer Freiheit


ENGLISH TRANSLATION:
"We thank the defender of our Freedom"

[SAMWolf]

[SAMWolf]

Members of the cast of "A Triumph of Spirit" sing "If Pigs Could Fly," which illustrated what some thought about the idea of delivering coal by airplane.

"Triumph of Spirit" honors Berlin Airlift

RHEIN-MAIN AIR BASE, Germany (USAFENS) -- A group of GIs "cuts it up" on the dance floor with Red Cross volunteers and German civilians to the sound of big band music. Another group tosses bags of coal to prepare an aircraft for loading. A young Berlin girl cries out to her departed father for the strength to be brave in the face of cold and hunger. A little Berlin boy writes letters to C-54 aircrews, addressed "Dear Uncle Wiggly Wings," giving them directions and a map to his house so they can drop candy to him.

These are a few of the powerful scenes from the production of "A Triumph of Spirit," which played to more than 500 people, including more than 20 Berlin Airlift veterans, at Rhein-Main Air Base May 26. The original musical theater production commemorated the 50th anniversary of the Berlin Airlift for an audience of international political and military leaders, along with airlift veterans who gathered for the Air Force's salute to the Berlin Airlift.

The production featured Brig. Gen. John W. Brooks, 86th Airlift Wing commander, as a grandfather telling his granddaughter, played by Audrey Layendecker, about his experiences in the Berlin Airlift. After each brief narrative, the lights shifted from the storyteller to a dramatic scene on center stage as the recollections sprang to life.

Although the production was not over until midnight, the audience didn't seem to mind. Following the final song, in which the performers saluted Berlin Airlift veterans, the audience, many with tears in their eyes, rose for a sustained ovation.

Caught in the emotion of the moment, one Berlin Airlift veteran, Fred Hall, embraced two Germans who were sitting at his table.

"It was very, very, very emotional. I can speak for all of the airlift veterans. We all said the same things," said Hall, a flight engineer during the Berlin Airlift. "I've quizzed about 10 of the other veterans. We were all crying, many from the start."

The production used a combination of narratives, singing, acting, dancing, documentary video clips, and pictures to transport the audience back to 1948-1949, to relive the Berlin Airlift. From the high spirited "If Pigs Could Fly," celebrating the seeming absurdity of the order to deliver coal in airplanes to the touching ballad, "The Last Full Measure of Devotion," the event credited those who gave their all to support the airlift. Throughout the performance, the audience relived the myriad of emotions of the time.

The production was developed at the request of Lt. Gen. Bill Begert, USAFE vice commander and Air Force coordinator for Berlin Airlift Anniversary events. Begert challenged Brooks and USAFE Band commander, Lt. Col. Dennis Layendecker, to come up with something special to highlight the anniversary celebration. Brooks developed the concept, and produced and directed the show. Layendecker was the musical director and conductor.

He, with the help of several members of the band, wrote 12 original songs for the show. Col. Kristin Schricker, 86th Communications Group commander, did the musical staging and served as associate director. Capt. Doug Monroe, USAFE Band deputy commander, was the technical director, coordinating the efforts of a team of audio, lighting, and graphic experts.

Capt. Jim Clapsaddle was project coordinator and stage manager for the production.

"General Brooks would lay out rough ideas about songs that he thought might fit in and then he'd turn them over to the band. I remember one time he was talking about a particular song. He told us he wanted it to have the same powerful feel as music from 'Les Miserables.' And he wanted the song to be about lumps of coal," said Clapsaddle. "I'd think 'impossible!' But a week later the band would come back with the perfect song. The concepts sounded incredible, but the songs sounded wonderful."

Clapsaddle coordinated research, gathering information from books, old movies, and personal interviews with airlift veterans.

Rose Wininger, a native Berliner from the wing's host nation office, assisted by interviewing Berliners, and Staff Sgt. Byron Beers from the wing's history office, provided other needed research.

"The general took in all our information, read a few books on his own, and sculpted his master plot from the collection of material. He wanted our music and our story to touch each emotion," said Clapsaddle.

General Brooks focused on the role of others in the success.

"It was an ambitious project," he said, "but we had a great team."

The general saluted the members of the band, cast, chorus and crew. He said the rehearsal schedule was tough.

"These folks worked 10 to 12 hours in their 'day jobs' and then rehearsed 'til after midnight, for about three weeks. It was their exceptional talent and their commitment that made the show possible."

Audience reaction to the show suggested that the performers achieved their purpose of conveying the spirit of the airlift and saluting its heritage.

"Anybody who saw the play and was not seriously moved has a hard heart," said Gerry Munn, a C-54 pilot during the airlift. "All the veterans were choked up."

Mrs. Ann Tunner, widow of Combined Airlift Task Force commander, Gen. William Tunner, thanked cast members, and told them she'd like to say more, but that she was too moved to talk.

"They did such a fantastic job with the show. It was a heck of a supreme effort," said Fred Hall. "This could be a Rogers and Hammerstein production. It should be taken on the road."

Whether that will happen is yet to be determined. While there were no plans for additional performances, the response to the show was so powerful that a performance in Berlin is under consideration, as are other possible performances next fall.

[SAMWolf]

The U.S. Navy's Participation in the Berlin Airlift

The Soviet blockade of Berlin became complete on 24 June 1948. That same day, General Lucius Clay, Commander of U.S. Occupation Forces and Military Governor of the U.S. Zone of Germany, directed his air commander, Major General Curtis LeMay, to employ all available transport aircraft to supply the city by air. On 26 June, President Truman directed that Clay's improvised aerial resupply plan be put on a regular basis and that all available transport aircraft in the European Command be pressed into service.

On 22 July 1948, General Clay reported to the National Security Council (NSC) that he could meet the summertime needs of Berlin with an airlift of 3,500 tons a day, but that coal shipments required for winter heating would increase this figure to 4,500 tons once cold weather began. Clay told the NSC that he could meet the figure of 3,500 tons a day if he were given an additional 75 four-engined C-54 Skymaster transport aircraft to augment his existing fleet of 52 C-54s and 80 twin-engined C-47 Dakotas. Despite the concerns of Air Force Chief of Staff Hoyt Vandenberg that such an increase would disrupt worldwide Military Air Transport Service (MATS) operations, the NSC and President Truman approved assigning the additional C-54s to the airlift. Accordingly, on 23 July, General Vandenberg ordered nine MATS squadrons (81 C-54 aircraft) to Germany and directed the establishment of a special task force to direct the airlift under the Commander in Chief, U.S. Air Forces in Europe. On 29 July, Major General William Tunner assumed command of Airlift Task Force (Provisional).

On 10 September, General Clay requested 116 additional C-54s—69 to be made available by 1 October and the remaining 47 by 1 December 1948—so that he could build up a stockpile of supplies for the winter months and could raise the daily tonnage total for Berlin up to an average of 4,500 tons. In response to this request, Washington decided to augment the Berlin airlift by 50 additional C-54s. On 24 September, Clay strongly restated his appeal for the full 116 aircraft. After conducting a thorough reappraisal of U.S. objectives in Berlin, the NSC finally approved the recommendations of the Joint Chiefs of Staff for an immediate reenforcement of the airlift, and, on 22 October, President Truman approved the expansion of the airlift by the additional 66 C-54s that Clay wanted.

This is when the Navy became fully involved in the Berlin airlift. Although Navy tankers had been delivering huge quantities of aviation gas to Bremerhaven, Germany, to furnish fuel for the airlift since the beginning of the blockade, its planes heretofore had not been involved in the aerial supply effort. The new increase called for, however, would bring the use of C-54s in the airlift up to approximately 52% of the total number of such aircraft in the country's operational inventory—thus seriously reducing MATS support for implementing the military's emergency war plans. Because of his concerns over this situation, Air Force Secretary Stuart Symington asked Navy Secretary John Sullivan to provide the Navy's three MATS squadrons to the Airlift Task Force as part of the latest augmentation. The Navy readily agreed to this request.

On 27 October 1948, the Commander, Military Air Transport Service, with the concurrence of Chief of Naval Operations Louis Denfeld, ordered Navy MATS units Transport Squadrons (VRs) 6 and 8 to 180 days temporary additional duty (TAD) with the Airlift Task Force for participation in Operation Vittles (as the airlift was designated). At the time, both squadrons were assigned to MATS routes in the Pacific, VR-6 stationed at Guam and VR-8 based in Honolulu. Transport Squadron 8 got the word that same day, and on 29 October its first group of six R5D (C-54) aircraft took off for California. Transport Squadron 6 on Guam received its orders on 30 October, and on 1 November its first contingent of four aircraft left for the West Coast.

The planes of both squadrons assembled at Moffett Field, California, for pre-employment work-ups. At Moffett, high-engine-time R5Ds were exchanged or were reconditioned and inspected, and all planes were winterized. In addition, VR-6, which had a shortage of four aircraft, was provided with the additional planes to bring it up to its authorized strength of twelve aircraft. Once they were readied, the aircraft of the two squadrons took off for NAS Jacksonville, where APS-4 radars were installed. From Jacksonville they flew to Westover Air Force Base, Massachusetts, for movement to Germany. VR-8's last plane flew into Rhein-Main Air Base on 15 November, and VR-6's final aircraft arrived a week later, on 22 November.

In addition to the two Navy MATS squadrons stationed in Germany as part of the Airlift Task Force, the third Navy MATS squadron, the fifteen-plane-strong VR-3, provided transatlantic support to Operation Vittles, flying from the U.S. East Coast. Also, VR-44, a Navy transport training squadron that was not part of MATS, provided pilot training for replacement crews destined for the Navy MATS squadrons in Germany and training for personnel needed to man the expanded overhaul facility. In the meantime, Marine Transport Squadron 352 had been ordered by the Chief of Naval Operations to report to the commander of the Military Air Transport Service's Pacific Division to take over, within its fifteen-plane capability, the Pacific airlift duties that VR-6 and VR-8 had been handling.

The two Navy squadrons in Germany quickly made themselves known to their Air Force counterparts. The winter weather in Germany proved extremely trying for all of the squadrons engaged in the airlift, with cold fogs often blanketing Berlin. It was routine during these months for the aircraft to fly east and west through the air corridor on instruments and to make ground control approaches (GCA) at both Berlin's Tempelhof Airport and Rhein-Main. Fortunately for the Navy planes, their crews had been required to make all their approaches on GCA during the years that they had been part of the Naval Air Transport Service (NATS), and so they were, on average, more skilled in instrument flying than were their Air Force counterparts.

Although their planes had been averaging six hours a day in flying time in the Pacific, VR-6 and VR-8 arrived in Germany fully manned with skilled maintenance personnel prepared to maintain a schedule of eight hours a day per aircraft. This substantial increase in flight hours, however, was soon being regularly surpassed. During the first two weeks of flying the air route from Rhein-Main to Tempelhof, the two squadrons carried a total of 6,526 tons of cargo. By the end of December 1948, VR-8 was leading all squadrons in the airlift in every measurable phase of air transport operation, including aircraft utilization, total cargo carried, payload efficiency, and tons per plane. VR-6 was not far behind, though, being engaged for several weeks in a battle for second place with the two top Air Force squadrons. By the end of February 1949, VR-6 was equalling and frequently exceeding VR-8 in operational achievements. During April 1949, the two squadrons flew a combined total of 8,234 hours (an aircraft utilization rate of 13.1 hours per plane per day) and delivered 23,550 tons of food and coal to Berlin.

After several months of on-and-off-again negotiating, the Soviet Union finally agreed to end its blockade of Berlin if the three Western powers (Great Britain, France, and the United States) agreed to terminate their restrictions on trade with East Germany and East Berlin. On 5 May 1949, the four governments issued a communique announcing that the blockade would end on 12 May. The blockade was lifted on the day agreed upon.

On 30 July, an official announcement was made that the airlift would end on 31 October 1949. The two Navy squadrons were released from their duties with the Airlift Task Force in mid-August and returned to the continental United States. After having its aircraft reconditioned by the Fleet Logistic Support Wings at Moffett Field, VR-6 was stationed at Westover Air Force Base for operation with MATS between Westover and Rhein-Main, Germany. The reconditioned planes of VR-8 returned to their old base in Honolulu for duties on MATS Pacific routes.

During the months that VR-6 and VR-8 operated in Germany, their aircraft flew 45,990 hours, carrying 129,989 tons of cargo into Berlin and averaging 10.1 flight hours per plane per day for the entire period. Even though the twenty-four aircraft of the two squadrons had not been involved during the first three months of the Berlin airlift, by the end of Operation Vittles they had managed to deliver some 7.3 percent of the total tonnage flown into the besieged city by U.S. aircraft. It was a masterful achievement.

[MistyCA]

What a great legacy.

[SAMWolf]

Current Military News
Humanitarian Missions

An Afghan man kisses U.S. SSG Lou, left, no surname given, as his way of thanking the U.S. soldiers who visited Wurdakhel village in Khost province, eastern Afghanistan to settle claims to local residents from past battle damages and for humanitarian assistance on Sunday, Jan. 5, 2003. U.S. soldiers are conducting civil affairs missions around villages in Khost, fostering relations between coalition forces and the local people. (AP Photo/Aaron Favila)


U.S. Army Sgt. Farnsworth, right, pays a village elder U.S. $170 for compensate damages on their bridge caused during the war in Ayubkhel village in Khost province, eastern Afghanistan on Sunday Jan. 5, 2003.


Afghans look as a U.S. soldier instructs them on how to eat MRE (Meals-Ready-to-Eat) after giving humanitarian assistance in Ayubkhel village in Khost province, eastern Afghanistan on Sunday Jan. 5, 2003.


U.S. Army Sgt.Dennis, left, points to his colleague together with Afghan children as they conducted a mission to settle claims to local residents for damages caused by the war in Badikhel village in Khost province, eastern Afghanistan on Sunday Jan. 5, 2003.


U.S. Army soldier William Hudson from Ohio keeps a tight watch as U.S. troops conduct a humanitarian mission in Badikhel village in Khost province, eastern Afghanistan to settle claims to local residents from past battle damages on Sunday Jan. 5, 2003.


An Afghan child smiles as he walks home with a box of MRE, (Meals-Ready-to-Eat), as U.S. troops distribute them as part of humanitarian assistance to villages in Khost province, eastern Afghanistan on Sunday Jan. 5, 2003.

[Soaring Feather]

This is a great Photo Journalism Story. Thanks much to all who worked on it.

[MistyCA]

Thank you for your support of the Foxhole. It is very much appreciated! :)

[SevenofNine]

Breaking news off Fox news alert

A report that witnesses are claiming that IDF helicopters are lay smackdown on Gaza strip at this hour

COOL

WAR IDF SMACKDOWN

[SAMWolf]

Thanks for the update Sevenofnine.

IMHO, Israel never response is never strong enough.

[MistyCA]

Thanks for the "Smackdown" report! :)

[Darksheare]

That one pic of the treetop level Hercs reminded me of something I saw back during Desert Storm. I was told that Hercs cannot carry or fire Air to Air missiles. However, I saw one AC-130 with Sidewinders on rails underwing, he seemed to be flying escort for two other Hercs on a heading for Stewart, which is now an airport as well as Air National Guard.

What struck me was that they were flying low enough for me to see the Sidewinders underwing, and they were awfully low for in-line formation flying. The AC-130 kept weaving left and right behind the other two like a sheep dog. Made me scratch my head and go, "Gee, I thought they couldn't fire those. Gonna have to keep that in mind."
Didn't think to grab a camera though. Didn't have time.

[SAMWolf]

That would be an interesting configuration for an AC-130. Too bad you didn't get a picture.