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Wings at War Series, No. 1

The AAF

IN THE INVASION OF

Southern France

An Interim Report

4

Published by Headquarters, Army Air Forces

Washington, D. C.

Office of Assistant Chief of Air Staff, Intelligence

From Reports Prepared by MAAF

New Imprint by the

Center for Air Force History

Washington, D. C. 1992

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14. ABSTRACT

This pamphlet tells how the Mediterranean Allied Air Forces, under the command of Lt. Gen. Ira Eaker,

supported the Allied airborne and amphibious assault designed to undercut German defenses in occupied

France.

Part of the Wings at War Commemorative Booklets series.

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Foreword

The AAF in the Invasion of Southern France tells how the

Mediterranean Allied Air Forces, under the command of Lt.

Gen. Ira Eaker, supported the Allied airborne and amphibious assault designed to undercut German defenses in Occupied France. In this invasion-the fourth major one in three

months-American air power overwhelmed the meager enemy

forces and diverted attention from the north, helping to

topple German control in Vichy. Air operations persistently

found, fixed, and fought occupying German forces, preventing their orderly withdrawal, greatly easing the way for Allied

invasion forces.
zz

ta

-I

0
TABLE OF CONTENTS

Page

Pre-Invasion Situation ................ I

Operations ........ .................. xo

Air Operations .................... ... 19

The Airborne Operation .............. 24

Mapping and Reconnaissance ............. 41

The Air Command Post Afloat . .. . . 46

Summary of MASAF Operations ............ 57

ILLUSTRATIONS

Over-All Assault Plan .............. Frontispiece

Counter Air Targets ....... ............ 9

Attack on Coastal Position ......... . . 12-15

Post-Attack View of Nice M/Y .... . . 20

Operations D- 5 to o350 Hours D-Day ........ 28-29

Troop Carrier Formation ............. .... 32

Removing Antiglider Obstacles ..... ........ 35

Advance of Ground Forces ............ .... 39

Dropping Paratroops During Invasion ........ 42

Attack on Battleship Dunkerque ........... 47-49

Communication Targets ...... ........... 54

Run-In Overlay .... ............... ... 58

MASAF Operations .... ............. 59
The Invasion of Southern

France

PRE-INVASION SITUATION

HEN Allied airborne and amphibious troops invaded

southern France in the early morning of 15 August

1944, they set in motion the fourth major onslaught

against the occupied Continent in 3 months. First blow had been

struck in Italy with the Allied offensive which began on the night

of 11-12 May and had carried forward some 200 miles to the PisaRimini line, liberating Rome and liquidating at least a dozen German

divisions. Second blow had been the cross-channel invasion of Normandy which began on 6 June and had broken the German 7th Army,

surrounded most of it, and was on the verge of capturing Paris. Third

blow had been the massive Soviet attack across the Pripet Marshes

which began on 22 June and had split the Baltic States at Riga, reached

Warsaw in Poland, and was poised on the boundaries of East Prussia

itself.

This was the picture on 15 August, the date set for invasion.

Thus the new Allied uppercut against southern France found the

Germans in a situation which was already desperate. Though the

Allied threat to the Riviera had been obvious for months, the hardpressed Germans had been obliged to pull away a sizable proportion

of the forces they had allocated to defend it. Only io Nazi divisions

remained south of the River Loire and but 7 were actually deployed

along the Mediterranean coast. Even more depleted, after a year

of strategic bombing by the Allies, was the German Air Force. It

was estimated to have in southern France the puny total of 200 operational aircraft, of which 130 were bombers designed for antishipping

attacks. It was believed that the Hun might be able to scrape together

from Italy and northern France another 5o bombers and 8o singleengine fighters. As for German naval defenses, these consisted of a

handful of destroyers and torpedo boats and perhaps 5 U-boats.
Depleted and dispersed though the German defenses were, their

capabilities were still considerable. The coast they were guarding is

a rugged one, with rocky promontories overlooking the small beaches.

The French had long ago established a number of well-sited coastal

batteries at the obvious points. These the Germans increased, while

they also deployed some 45o heavy and 1,200 light antiaircraft guns

in the area, largely along the shore. Finally, there seemed little chance

of tactical surprise since the Allied build-up in Corsica was clearly

visible to German reconnaissance aircraft.

For the invasion the Allies marshalled a force with a clear-cut and

overwhelming superiority in every respect. Against the Luftwaffe's

2oo furtive aircraft, the Mediterranean Allied Air Forces could muster

5,0oo. Against the 7 weak German divisions the United States

Seventh Army could throw in a stronger force of crack United States

and French divisions, plus an assortment of paratroop, Commando,

and Special Service forces. And the dinky German naval units would

sally, if they dared, in the face of 45o British, United States, French,

and Italian warships, including about 5 battleships and io aircraft

carriers.

In collecting this mighty array, the Allies had faced two difficult

problems: (i) the redeployment of the available ground and air

forces so as to be able to hit southern France without at the same time

hamstringing the advance of the Fifth and Eighth Armies in Italy,

and (2) the build-up of primitive, malarial Corsica into a satisfactory

springboard for the air participation in the landings. Both these

matters are dealt with later. It suffices for this introductory summary

of the situation to record that XII Tactical Air Command under Brig.

Gen. Gordon P. Saville was charged with the responsibility of providing the air cooperation. By D-day it was effectively installed on

14 Corsican operational airfields, with all supplies needed to maintain

about 40 United States, British, and French squadrons, plus some 6

squadrons on loan from the Strategic Air Force. Other elements of

MAAF on call from XII TAC were based as follows: Provisional

Troop Carrier Air Division-west coast of Italy above Rome;

Desert Air Force-North Central Italy; Tactical Air Force's medium

bombers-Corsica and Sardinia; Strategic Air Force-Foggia area;

Coastal Air Force-scattered throughout area; and, finally, a Carrier

Task Force, standing offshore between Corsica and Toulon.

2
INTENTION

The major purposes behind the operation were (i) to assist the

Normandy attack by engaging German forces that might otherwise

be used in northern France; (2) to capture a major port through which

large-scale reinforcements could flow; (3) to liberate France; and (4)

to join up with the cross-channel invasion for the decisive battle with

the German armies of the west.

The initial assignment of the Seventh Army, as stated in its Field

Order No. i, was to "assault the south coast of France, secure a beachhead east of Toulon and then assault and capture Toulon." Thereafter its intention was to advance toward Lyon and Vichy or westward

to the Atlantic as determined by developments, eventually joining up

with the Allied armies in northern France.

The task of the AAF, as stated in MAAF's Outline Plan of 12 July,

was as follows:

(a) To neutralize the enemy air forces.

(b) To provide air protection to the assault convoys, the assaults, and to

subsequent operations.

(c) To prevent or effectively retard movement of enemy forces into the

assault area.

(d) To assist the assault and subsequent operations of the ground forces

by air action.

(e) To transport and drop airborne troops engaged in the operation.

(f) To cooperate with the Maquis by air action and air supply.

In addition MAAF had all its regular commitments to work with the

armies in Italy and to conduct strategic bombing of German priority

objectives and special operations in aid of the Partisans.

PLANNING

As far back as i April 1943 the eyes of the Allied forces in the

Mediterranean were focusing on a possible landing in southern France.

By 9 December 1943, the scheme had reached the point of decision,

and a directive was issued to General Eisenhower to the effect that it

would take place in May. Intensive planning began at once in accordance with Allied Force Headquarters directive of 29 December. On

4 February the combined planning staffs of Air, Army, and Navy met

to compare views and on 31 March the first Provisional Outline Air

Plan was issued.

3
Shortly thereafter, however, the stalemate in Italy forced a recasting

of plans, and it was decided to shelve the plan and concentrate on a

decision in the battle for Rome. The battle began on 11-12 May and

almost immediately inflicted a shattering defeat upon the German

armies. The Allies had just captured Rome and were in all-out pursuit of the disorganized enemy during early June when the Normandy

assault began; it was clearly inadvisable to halt in the middle of

success in Italy to invade southern France.

Not until the end of the month was the decision to execute the

program finally made. By then the Allied armies in Italy had largely

exploited their success and were slowing down in front of the

formidable Pisa-Rimini defense line. And in Normandy, though

Cherbourg had been taken and the beachhead secured, the Allied

armies were temporarily stalled and had fallen definitely behind

schedule. Action was wanted and wanted quickly. Most of the high

command in the Mediterranean would have preferred to concentrate

on advancing the rest of the way up Italy and thence into the Hungarian plain. However, on 2 July invasion was decided upon, with

direction that it be launched on 15 August. Gen. Sit Henry M. Wilson had already, on 28 June, approved the Outline Plans, and on 7

July AFHQ directed that they be put into effect.

MAAF's Outline Air Plan, which was issued in final form on 12

July in compliance with this directive, laid down the broad tasks and

assigned the control of operations as follows:

(a) C. G., Tactical Air Force, in addition to present responsibilities, to

be responsible for detailed planning, for conduct of intruder operations,

for protection of all convoys within 40 miles of the beaches until assumption

by A. 0. C., MACAF of responsibility for the defense of southern France,

for Air Sea Rescue in the assault area and for organizing and directing Troop

Carrier operations.

(b) A. 0. C., Coastal Air Force, in addition to present responsibilities, to

be responsible for defense of all convoys to within 40 miles of the beaches,

for special overseas reconnaissance, antisubmarine work, etc., and for Air

Sea Rescue outside the assault area.

(c) C. G., Strategic Air Force to be responsible for help as required by

C. G., MATAF, such requests to be passed on by Hq. MAAF.

(d) C. G., XII Tactical Air Command to be in control, under C. G.,

MATAF, of all tactical units operating in the assault area, including carrierborne aircraft.

4
(e) C. G., AAF Service Command to be responsible for supply of all

units in Corsica.

(f) C. G., AAF Engineer Command to be responsible for developing

airfields in Corsica and southern France.

Following this directive from MAAF, each of the three major units

involved-Strategic, Coastal, and Tactical Air Forces-produced its

own plan for its share of the invasion. In the case of Strategic and

Coastal, the operation posed no major problems, calling for little more

than normal performance of routine tasks. Upon Tactical fell the

major burden of the job and its commander, Maj. Gen. John K.

Cannon, besides planning the actual assault operations, had to reorganize his entire air force and occupy the new bases in Corsica. As

of June 1944 MATAF was a joint command composed chiefly of the

British Desert Air Force and the U. S. Twelfth Air Force. TAF was

functioning entirely in cooperation with the Fifth and Eighth Armies

in Italy, whose advances had been made possible by its spectacularly

successful interdiction of German supply lines. General Cannon's

problem was to keep enough air power behind General Alexander

to enable the Fifth and Eighth to continue their advance and at the

same time muster adequate striking force for the assault on France.

He solved it by leaving to Desert Air Force the cooperation with the

armies in Italy and moving XII Tactical Air Command (a hybrid

outfit consisting chiefly of fighters and fighter-bombers) to Corsica.

MATAF's two medium bomber wings were kept separate, available

to help either Desert Air Force or XII TAC as occasion arose. These

arrangements were promulgated on 7 July in MATAF Operations

Instruction No. 2. MATAF's Outline Plan, issued the next day, made

provision for the operations of troop carrier units being borrowed from

England and called upon XII TAC to prepare the final detailed assault

plan. This was issued as Operations Order No. i on 8 August, while

the over-all MATAF bombing plan appeared as Operations Instruction

No. 3 on 4 August.

Plans contemplated the use of airborne troops. Since the Mediterranean theater had been largely stripped of troop carrier units for

Normandy, it was necessary to borrow them back again from England. Accordingly, dispositions were made as described in the section on the airborne phase of the operation, which appears later.
BUILD-UP

Supplies-Corsica

When the scheme was first approved at the end of 1943 with a target

date of late May, an immediate survey was instituted to ascertain how

many airdromes could be constructed there and how many groups

could be supported. Simultaneously exhaustive study began on the

signals and communications requirements. It was at once obvious

that a difficult logistic and construction job was in prospect. This was

energetically pushed throughout the spring and not allowed to lag

even during the months when invasion was on the shelf.

There were only two ports on the island. Ajaccio, with a capacity

of 3,000 tons a day, could accept one Liberty ship at a time providing

the draft was not more than 22 feet. Bastia could accept 2,000 tons

a day by coasters or other small vessels. However, Bastia could not

be used because the Germans were mining the channel nightly. The

terrain in Corsica made it imperative to build practically all operational

airdromes on the east coast.

No internal transportation existed. Every railroad bridge on the

east coast had been demolished. Bridges and tunnels on the crossisland route from Ajaccio to Bastia had been destroyed. It was

evident, therefore, that our forces would have to rely on their own

transportation facilities for the movement of supplies in Corsica, and

that the build-up of any considerable operation would have to proceed gradually over a period of months. The following steps were

taken:

A small artificial port was constructed, Portovecchio, capable of

receiving 200 tons a day in very small vessels.

A build-up was immediately begun at Ajaccio on the east coast,

and shipments were made to east-coast airdromes as they were constructed, by LCT, supplies for the most part in the early stages being

offloaded over the beaches. This was alleviated somewhat at a later

date when the Navy agreed to take LCT's into Bastia.

A gasoline pipeline was constructed from Portovecchio to Bastia

with a reversible pumping system so that the line could be operated

from both ends. This pipeline had a capacity of 45,ooo barrels daily;

111,ooo barrels for bulk storage were erected on the island; 59,000

barrels for bulk storage already existed on the island of Maddalena.

This storage was kept full as a readily available reserve. In addition,

6
ioo,ooo barrels in tankers were kept at Maddalena as floating storage

for immediate call forward.

Personnel build-up into Corsica had started months before with the

accumulation of supplies, which proceeded over a period of approximately 3 months. By 15 May, all elements of Coastal Air Force

scheduled for Corsica were on the island, as well as a bombardment

wing of the Twelfth Air Force, together with certain elements of an

RAF wing, constituting a coastal air force of offensive striking power.

In addition to the above forces, the operation called for the XII Tactical

Air Command, reinforced by some French squadrons and some RAF

squadrons, as the main assault force. All of these forces were actively

engaged in cooperation with the armies in Italy until D minus 20.

This entire assault force was moved into Corsica in an 8-day period,

without any cessation in operations. This move was accomplished

by dividing each squadron into advance and rear echelons, and by

the use of an LST ferry lift.

The estimated requirement in bombs alone was 52,000 tons. This

build-up was accomplished by bringing Liberty ships into Cagliari,

where the supplies were transshipped into coasters, the coasters discharging along the east coast of Corsica. While the supply position

of Corsica has always been precarious, presenting difficulties of arranging transhipments and meeting convoy schedules and offering only

limited port capacity, the objective was met in every respect.

Airdrome construction-Corsica

The initial reconnaissance of existing airfields and sites for new ones

was made in the early part of October 1943 while fighting was still

going on and the northeastern corner of Corsica was under German

control. At that time there were two existing small airfields which

could be considered operational: Ajaccio and Calvi, on the west side

of the island. The original airfield program called for the improvement and enlargement of these two fields. In addition, the repair,

improvement, and enlargement of Ghisonaccia and Borgo on the east

side and two new fair-weather sites for the Coastal Air Force were to

be provided. This program was expanded to meet the important

needs of the Tactical Air Force. On io August there were 14 operational airfields, all-weather and semi-all-weather, available for use by

fighters, fighter-bombers, and medium bombers. Eighteen groups

of tactical aircraft could readily be accommodated.

7
During early construction operations the employable aviation engineer units varied from a minimum of half a battalion to two and onehalf battalions at a maximum. Higher priority airfield requirements

in Italy, North Africa, and other parts of the theater prevented the

assignment of additional units and retarded their early release from

other projects. French units and civilian labor, supplemented by

U. S. equipment and supplies, performed most of the work at

Ghisonaccia and Ajaccio. Italian troops, available from November

1943 to the early part of May 1944, assisted greatly in providing

needed hand labor. These troops expedited early completion of new

airfields, such as Solenzara and Alesan. With these few units all

work was done, including the numerous related airfield installations

and projects such as removing mines; construction of radar stations

and access roads to gasoline and bomb dumps and water points;

elimination of bush and dry vegetation fire hazards; and erection

of airfield buildings.

Signals

The problems faced by the Signals Planning Staff at Headquarters,

MAAF involved not only the creation of a competent communications net on Corsica, but also the control of air operations from fighter

direction ships during the assault phase and the speedy development

of landline and radio nets in southern France. Perhaps the most

interesting detail was the employment of a separate fighter direction

ship, rather than use of the headquarters ship itself, to direct the

assault air cooperation. The need for such a procedure was one of

the major lessons learned at Anzio.

Arrangements were made with the U. S. naval commander in

North African waters for headquarters and fighter direction ships

and GCI-mounted LST's as follows:

Headquarters Ship Air Sea Rescue Ship

ist Standby HQ Ship British type T5 GCI mounted on LST

Fighter Direction Ship 32

ist Standby FD Ship British type 8 GCI and American SCR

2d Standby FD Ship 584 mounted on LST 394

3d Standby FD Ship

The headquarters ship arrived in Algiers on or about 20 March

1944. Representatives of the MAAF Planning Staff were invited

aboard to inspect the facilities. Certain modifications were sug8
LYON

COUNTER AIR TARGETS S ATTACKED V. MAY-- 15J/16 AUGUST '44

504 BOMBERS -

267 FlCHTERS

900./7 TONYDROPPED

2.7 V/A DESTROfYED ON 0M.OUND

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gested; the ship then proceeded to Oran, carried out the suggested

modifications, returned to Algiers, and participated in the operation.

FDT i3, which had been used as a fighter direction ship in the Normandy effort, arrived on or about 3 August 1944. This ship was

fitted with United Kingdom communications facilities, which necessitated the changing of the antenna systems to accommodate the

9
MAAF theater frequencies and the provision of additional channels.

These modifications were performed by XII TAC, and preliminary

reports indicated that all communications functioned extremely well.

OPERATIONS

Air operations in this stab at Fortress Europe may be said to have

begun as far back as 28 April 1944, when heavy bombers attacked

Toulon. Between then and io August, when the preliminary air

phase started, MAAF flew more than 6,ooo sorties and dropped 12,500

tons of bombs on southern France. There was a variety of reasons

for these attacks-normal anti-U-boat and anti-Luftwaffe warfare,

interdiction of supply lines into Italy, and smashing French marshalling yards as direct cooperation with the Normandy thrust-but more

than 25 percent of the sorties were specifically designed at the time

of their execution to cooperate with the forthcoming operation. The

remainder should be considered to have rendered indirect cooperation.

By far the largest share of the bombs-8,353 tons-were dropped

on lines of communication, ports coming next with 2,133, then industry with 1,W41, and airfields with 872. In addition to the very

extensive military damage thus achieved, this long series of sporadic

attacks undoubtedly helped to cloak the Allied assault plan by preventing the preliminary planned air phase from being immediately

evident when it began on 1o August.

MATAF's Bombing Plan divided the offensive air operations into

four phases:

Phase I-Period prior to D minus 5, discussed above

Phase Il-Period D minus 5 to 0350 (B) hours D-day

Phase Ill-Period 0350 (B) hours D-day to H-hour (o8oo) D-day

Phase IV-Period thereafter

This program was issued on 4 August, by which time, of course,

Phase I was nearly over. In the 5 days remaining of that period,

three tasks were assigned to the air forces-counter air operations in

the Marseille, Toulouse, and Udine areas by Strategic and in the Po

Valley by Tactical; interdiction of communications, Strategic taking

the rail line Valence-Grenoble-Montmelian-Modane and Tactical the

rail bridges across the Rhone south of Valence as well as its regular

operational areas in northern Italy; and finally anti-U-boat operations,

chiefly in Toulon waters, by Strategic.

I0
Beginning io August, D minus 5, a new set of assignments took

priority over the three tasks of Phase I, which, however, continued to

be air force responsibilities. Phase II called for the neutralization of

the main coastal batteries and radar stations in the assault area and

the heckling of coastal defense troops by heavy bombing without

jeopardizing tactical surprise. In conjunction with the deception

plan, attacks on the invasion area were to be screened by similar

offensive action against identical targets in four coastal localities between Via Reggio and Beziers. By alternating and scattering the

intense bombing effort among these four areas, it was hoped to maintain the fiction of a false attack and conceal the true Allied intent

until about H minus i6 hours. The scale of effort needed to neutralize

each of the minute targets was carefully studied and the following

total effort allocated:

42 group missions, heavy bombers, plus escort fighters detailed for R. C. M.

targets

20 night bomber sorties-MASAF

28 group missions, medium bombers

512 fighter-bomber sorties

12 night bomber sorties-MATAF

Weather interfered with the original schedule, but by 0350 hours

D-day virtually the entire Phase II task had been completed. Effective sorties totaled 5,408, split about equally between Strategic and

Tactical, while tonnage dropped totaled 6,740, of which Strategic

supplied 4,451. Cost of the effort was 50 aircraft, of which 15 were

heavies, 4 mediums, 2 patrol bombers, and 29 fighters or fighterbombers.

Phase III commenced i hour after the conclusion of Phase II,

0350 hours D-day, and lasted the 4 hours and io minutes until H-hour,

o8oo. Its purpose-"to cause the maximum destruction to enemy

coastal and beach defenses utilizing all available forces." The plan

therefore allocated -to the task 12 groups of escorted heavies from

Strategic, both of Tactical's medium bomber wings, and the full

striking power of XII TAC's fighter-bomber. The planned schedule

of attack:

055o-o6io Small formations, each of four fighter-bombers, to patrol the

!assault area and silence any guns seen firing.

o610-0730 Small formations of heavy, medium, and fighter-bombers to carry

out repeated attacks to destroy selected gun positions.

II
o635-o73o Small formations of fighter-bombers to attack selected gun

positions.

0700-0730 Formations of medium and heavy bombers to carry out drenching

attacks on the assault beaches with the object of beating down

underwater obstacles and beach defenses.

S/ A.DFA

COAST DEFENSE POSITION. This position, south of Hyeres, was centered

around an old French underground fortification of masonry construction with

a modern, lightly built, concrete pillbox type of emplacement on the extreme

tip of the peninsula. This was designed as the firing position for an artillery

piece on a railway mount, which could be withdrawn about 200 feet into

a slot, some 20 or 30 feet deep, cut into the solid rock. North of the fort

were two searchlight positions and flak installations. In a sheltered hollow

on the reverse side of the promontory were extensive field fortifications,

personnel shelters, and open-type emplocements for field artillery. None of

the field gun positions was occupied, however, nor was the elaborate position

on the tip of the promontory armed. (See attack picture on next page.)

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o8oo onward Eight Navy fighter-bombers, eight Navy R/F fighters and i6

fighter-bombers of XII TAC to be on call to attack any remaining targets.

All aircraft were assigned rigid lanes of approach to the assault area.

Bomb loadings for beach attacks were fragmentation and demolition,

instantaneously fuzed, and not exceeding 260 pounds. For gun positions large demolition bombs with short delay fuzing were prescribed.

Beaches were to be bombed over their whole length and to a depth of

400 yards, the pattern commencing 75 yards to seaward. To avoid

damaging friendly naval craft, no beach bombing runs were allowed

at an angle greater than 450 to the beachline.

Dawn of D-day found the beach area overcast. In accordance with

a previously agreed plan whereby the ground forces did not wish to

risk air attack by PFF methods without some visual reference points,

instructions were given for this limited PFF attack. Because of this

restriction demanded in the interest of safety for our surface forces,

some of the heavy sorties were noneffective. Remainder used PFF

technique or found an occasional hole in the cloud which permitted

visual attack. A large percentage of the medium effort was likewise

frustrated. All told, in Phase III, MAAF dispatched 959 sorties, of

which 6io were effective. Tonnage totaled 774 and the cost Was 2

heavies, 3 mediums, and i fighter-bomber. Despite the weather

difficulties, the results achieved were highly satisfactory. The three

assault divisions which hit the beaches at H-hour met virtually no

resistance. Two days later the Supreme Allied Commander signaled

the Air C-in-C as follows:

Please convey to the Air Forces under your command my appreciation of the

bombing and fighter-bombing attacks for the operation [code word omitted]

executed by them during the periods prior to D-day and on D-day itself. The

Naval and Army Commanders whom I saw yesterday attribute largely their

successes and small losses to the effect produced by the action of the Air Forces.

The ground attack which followed this heavy aerial preparation had

two phases-sneak landings during the night of D minus i by Commandos and paratroops with several precise assignments, and the main

assault at H-hour by three United States divisions and a glider-borne

task force. The Commando and Special Service forces involved in

the sneak landings had two tasks: (i) to silence batteries on the

Hyeres Isles which dominated the St. Tropez beaches, and (2) to cut

the one coastal highway at each end of the projected beachhead area.

16
This coastal road was bisected at Frejus, near the middle of the area,

by a road leading from the interior down the one valley through the

coastal hills. It fell to the airborne forces to bottle up this line of

enemy approach by landing astride the road near the hamlet of

Le Muy, some i8 miles inland.

The air plan which went into effect immediately following H-hour

was in reality the normal procedure of air cooperation with ground

advance. The air forces undertook three tasks: (i) To cause maximum destruction of defenses in the assault area; (2) to isolate the

battlefield by destroying the remaining rail and road bridges across

the Rhone and other rivers; and (3) to attack enemy troop move.

ments. Throughout D-day Phase IV specified the participation of

Strategic and the two medium wings, but thereafter only XII TAC.

In consequence, D-day witnessed the mightiest air effort ever put out

in a single day in the Mediterranean- 4,249 effective sorties, of which

3,936 participated in the ground attack. By the end of the first week,

Phase IV had been implemented by 9,646 effective sorties and 3,881

tons of bombs. Losses totaled 46 and claims were 8-i-o.

The Fifteenth Air Force had given direct assistance to the Normandy landings by bombing marshalling yards in southern France

in May and June. Now, with an invasion in the south, another component of USSTAF, the Eight Air Force, was placed on call to aid

the MAAF. Actually, its help was not needed, and attacks were made

by the Eighth on only one day-14 August-against German airfields

in the Dijon area.

By D-day Allied air supremacy was so complete that the GAF

could be virtually forgotten. How impotent the Luftwaffe had be

come is evident in the GAF sortie figures in southern France-6o on

D-day, 70 the next day. The sole German reinforcements brought

up were 30 Me iog's from Italy. The fighter force still was utterly

incapable of interfering with the Allies or protecting its own troops

or bases. By week's end the German bomber force had to be moved

back to the Lyon area. German bombing operations were attempted

at dusk on the i5th through the I9 th by small forces of Ju-88's against

both shipping and ground targets, with inconspicuous results, although German reconnaissance undoubtedly had been successful in

spotting the invasion convoys in Ajaccio harbor on the morning of the

12th.

'7
Another measure of the success of air action was the status of

German communication lines. As of D-day only one of the six railway bridges across the Rhone between Lyon and the sea was serviceable-at Avignon, where hasty repairs got one line functioning. This

was the only route to the landing area from the west, for both

double-track lines paralleling the Rhone between Lyon and Avignon

were cut. The main Riviera line into Italy was likewise broken by

bombing, while the Mount Cenis line farther north had been blocked

by sabotage. At the end of the first week of the invasion, the interdictory situation was unchanged-Avignon was still the only serviceable rail line out of the area.

Best indication of all of the success of the multitudinous air operations was the swift forward rush of the Seventh Army. By week's

end there was no question of the overwhelming success of the invasion. Not only had the beachhead been secured but Toulon was

surrounded, Marseille almost surrounded, and armored forces, sprinting north, had reached the Rhone below Valence and were heading

rapidly for Lyon, German prisoners already totaled 16,500, while

total Allied casualties (as of 24oo hours, ig Aug.) were 1,529 killed

or missing and 3,491 wounded. Hard fighting continued in places,

but complete conquest of southern France was obviously only a matter of time. On 21 August Lt. Gen. Jacob L. Devers, Deputy Commander of AFHQ, wrote to Lt. Gen. Ira C. Eaker, Air C-in-C as

follows:

Now that we have settled down for a moment, I wish to tell you what a

grand job you, Cannon, Twining, and Saville did and are continuing to do in

our present effort in southern France. Your aerial preparation and later support made possible our great gains.

OPERATIONS DURING THE SECOND WEEK

The swift advance continued.

Fanning out westward and northward, the Seventh Army captured Toulon and Marseille in the westward drive, and simultaneously pushed two separate forces northward almost as far as Lyon.

One of these spearheads advanced straight north to take Grenoble;

the other cut across to the Rhone below Valence, then turned down

the vital river to Montelimar and up it toward Lyon. Forward elements of American troops were reported on the Swiss border and

18
others probing eastward had come up against German defenses of

the approaches to Italy through the Alpine passes. Meanwhile,

French Forces of the Interior had seized Toulouse, cleared Haute

Savoie, and mopped up German remnants in dozens of isolated localities. On 28 August AFHQ daily G-2 report commented:

With the capture of Montelimar by American troops yesterday evening,

organized enemy resistance throughout southern France, south of a line from

Grenoble to Bordeaux, has ceased, except only in the southeast corner of France,

to the east of the River Var, from which 148 Infantry Division is gradually withdrawing across the Franco-Italian frontier. Very heavy losses were inflicted on

the enemy in the elimination of the pocket to the south of Montelimar and it has

been claimed, without confirmation, that 15,000 prisoners were captured.

Total prisoners taken through 28 August exceeded 42,000.

AIR OPERATIONS

In cooperation with the swiftly moving ground forces, Mediterranean Allied Air Forces continued to operate in accordance with the

Phase IV plan. With the battle proving so easy and opposition so

weak, Strategic Air Force was entirely withdrawn. The Mediterranean coast being virtually cleared of the enemy, Coastal Air Force's

participation likewise was slight, totaling only 614 sorties for the

seven-day period of 22 through 28 August. Virtually the whole

burden of the air operation thus came to rest upon Tactical Air Force,

which flew 3,299 effective sorties and dropped 1,907 tons of bombs.

Fighters accounted for 2,356 of the sorties, but the medium bombers

dropped 1,470 tons of the bombs. The weight of the attack was

approximately evenly divided between lines of communication and

enemy concentations, the former receiving 851 tons of bombs, the

latter 953.

German Air Force

Allied domination of the air was so complete that during the first

week of the invasion, probably by 19 August, the few German Air

Force units in southern France had decided to evacuate. The fighters

which had moved in from north Italy returned to their former area,

while the bomber and recce units apparently went all the way back to

Germany. As a result, during the second week of the invasion there

was no German air action in southern France whatsoever, except for

an occasional solitary reconnaissance plane.

i9
ou

cu

'03

20
Interdiction

As the battle wore into its second week it became apparent, to quote

MAAF Intelligence Weekly Status Report of Interdiction, that

Any further widespread destruction of rail and road communications might

well be a greater disadvantage to our own swiftly advancing forces than to the

retreating and partly disorganized enemy * * *. The aim of our attack on

communications changed to the blocking of enemy escape routes rather than the

cutting of lines of supply.

This meant chiefly that the pattern of attack switched from medium

bombers hitting major bridges to fighter-bombers attacking minor

road and rail bridges immediately ahead of the fleeing German forces.

Movement to France

As the front rapidly moved away from the beachhead area it became increasingly difficult throughout the week, with aircraft based

in Corsica, to keep pace with the Allied advance. Allied plans for the

speedy development of operational fields in France were therefore

pushed hard. By week's end six fields, some of them nothing but

fresh landing strips scraped from the vineyards, were operational, and

substantial elements had made the shift from Corsica to the mainland.

These included 3 U. S. P- 47 groups, ii RAF Spitfire squadrons, i

RAF Spitfire TR squadron, and i U. S. P- 5 i observation squadron.

Anti-radar attacks

A preliminary estimate by the Enemy Radar Intelligence Bureau,

Headquarters, MAAF of the success of the air attack against German

radar stations in southern France in the period directly preceding

D-day indicates that of the 22 radar sites attacked between ii and

14 August only 5 were rendered unserviceable, with 4 more probably

knocked out of commission. Notes the report: "Although this does

not appear to be very satisfactory, the greatest measure of success was

achieved in the most important area, from Cap Blanc to Cap d'Antibes."

Troop carrier

The success of the assault made unnecessary the original plan to

drop fresh paratroops in the Maquis area on or about D plus 4. Instead, on D plus 4 orders were issued for the immediate return to the

United Kingdom of the two troop carriers wings borrowed from the

Ninth Air Force for the invasion.

21
The fourth stinging body blow had been delivered. Jerry was disorganized, desperate, confusedly retreating from a foe steadily gaining

strength. Still far from beaten, never more dangerous than when

cornered, he was nonetheless badly hurt.

In all humility, and with admiration for all arms which took part

in the operation, it can be said that the U. S. Army Air Forces contributed in large measure to the over-all success. From General Arnold

came a message of warm commendation to all AAF units which had

had a hand in the proceedings.

The Commanding General's unstinted praise is to be shared by all

components of the MAAF, air and ground, of whatever nationality,

for their work during the 6 months preceding the invasion and during

those fateful days of crashing into France from the south.

22
THE AIRBORNE OPERATION SPECIAL attention is given in the following pages

to the airborne aspect of the southern France

invasion, as distinguished from the part played by

the strategic, Tactical, and Coastal Air Forces. This

more detailed description is given for two reasons:

i. Vertical warfare, a recently developed technique, is worthy of study for its possible use during

later stages of the war.

2. The resounding success of this airborne operation was due to careful planning, adequate build-up

and supply, and efficient execution, after formidable

handicaps had been overcome.

23
HOUGH the ultimate success of the airborne operations was

an outstanding feature of the invasion of southern France, at

the time planning took place trained airborne troops and

equipment were conspicuous by their absence.

In February I944 not one available unit, airborne or troop carrier,

was actually prepared for airborne operations. The 5ist Troop Carrier Wing, consisting of three groups, had remained in the theater

after the inactivation of the XII Troop Carrier Command. But it was

the same old headache; only a portion of the wing was available for

troop carrier training because of unceasing demands for troop carrier

aircraft for special operations, air evacuation, and general transport

chores. A few aircraft were attached intermittently to the Airborne

Training Center, where a limited program of airborne training was

feasible, and this training was accorded a French parachute regiment,

two pathfinder platoons, and the American replacements. A British

independent parachute brigade was serving in the line as infantry

with the Eighth Army; an American parachute battalion and two

batteries of a U. S. parachute field artillery regiment were similarly

committed to the Fifth Army. No air component, no ground component-a great prospect for an airborne operation.

By May things looked brighter. Following the movement of the

5ist Troop Carrier Wing from its Sicilian base to Italy, the parachute

units were withdrawn from the line and given intensive training with

a full troop carrier group made available in the Salerno area.

The War Department was requested to provide an airborne division

for the landings. In lieu of this, several separate units were shipped to

the theater. Two of these units were attached to the Airborne Training Center, then located in Sicily, for training, while a third was

attached to the Fifth Army for io days of battle experience in the line.

Thus by the middle of June the theater had substantial airborne

forces on tap. To secure the utmost cohesion, it was decided to move

the Airborne Training Center with its attached units, as well as the

troop carrier aircraft-now increased to two full groups of the 5ist

24
Troop Carrier Wing-to the Rome area. Here was established a

compact forward base for all our airborne forces.

ORGANIZATION

Airborne elements

Toward the first of July the plans for the operation were firmed,

including the use of a provisional airborne division made up of the

usable units in the theater. Maj. Gen. (then Brig. Gen.) Robert T.

Frederick, formerly commander of the First Special Service Force and

later commander of the 45th Infantry Division, assumed command of

the composite force. Certain units on the troop list were earmarked

as additional supporting units to organize a balanced airborne force,

and authority was requested of the War Department to activate those

units not authorized on the theater troop list. By 7 July initial instructions relative to the Provisional Airborne Division were issued to

General Frederick.

The division was then given a 5 percent overstrength in personnel

by the assignment of parachute filler replacements from the Airborne Training Center. Meanwhile, activation was completed of the

divisional headquarters and headquarters company, two additional

batteries of field artillery, an airborne signal company, and an antitank

company. Because D-day was racing toward them like the end of a

runway, it was decided not to attempt to prepare the antitank company for the bperation, since a Japanese-American company was at

hand.

Qualified airborne officers were scarce. As the result of a request

for personnel for General Frederick's staff, 36 staff officers arrived in

the theater toward the middle of July. Most of them had come from

the i3 th Airborne Division and a few from the Airborne Center,

Camp Mackall, N. C.

For employment in the preparatory stage but not in the operation

itself, detachments from a signal operating company, a quartermaster

truck company, and some 4oo replacements from the Airborne Training Center were placed at General Frederick's disposal.

Troop carrier elements

By the middle of July the 5 ist Troop Carrier Wing could use two

groups for airborne operations; the third was occupied with special

duties. To implement the operation, Allied Force Headquarters

25
called for additional troop carrier groups and a minimum of 450 aircraft. On io July x944 orders were issued placing the 5oth and 53d

Troop Carrier Wings of the IX Troop Carrier Command, then in

the United Kingdom, on temporary duty in the theater. Each wing

had four groups of three squadrons, reinforced by self-sustaining administrative and maintenance echelons and by IX Troop Carrier Command Pathfinder Unit, a total of 413 aircraft. In addition to the

personnel and equipment moved by organic aircraft, the Air Transport Command transported a medical evacuation squadron, various

signal detachments, assorted parapack equipment, and 375 organic

glider pilots. Made in eight echelons via Gibraltar and Marrakech,

the move required only 2 days, two aircraft being lost en route.

Maj. Gen. Paul L. Williams, commanding the two wings from the

United Kingdom, arrived on 16 July and activated the Provisional

Troop Carrier Air Division, which had all its units stationed at their

designated airfields by 20 July, ready to carry out their missions.

With only some 130 operational CG-4A and 5o Horsa gliders to

draw on, rapid steps were taken to get enough for the operation.

Fortunately, a previous requisition for 350 Waco gliders from the

United States had been made; it was necessary only to expedite this

request. The British airborne forces had sufficient Horsa gliders to

provide for their brigade group. The shipment-from America duly

arrived and the gliders were assembled in jig time, being readied lo

days before D-day. To provide for two pilots for each glider, 350

additional pilots arrived from Britain. By special air and water

transport, some 6oo,ooo pounds of cargo parachutes and aerial delivery

equipment arrived in time for the operation, the last large shipment

being received on D minus 4.

Concentration of units

A compact airborne base had been organized by the Airborne Training Center and the 5ist Troop Carrier Wing at Ciampino and Lido

de Roma airfields in the Rome area. By 3 July an advance echelon

of the Airborne Training Center was established at Ciampino airfield,

and by io July the center, with its attached units, a parachute battalion

and a glider infantry battalion, was completely located there. Since

the divisional staff ordered for General Frederick could not arrive

until about 15 July, all other American airborne units in the theater

were attached to the Airborne Training Center so that its staff could

26
help to concentrate the airborne troops. Ordered out of the Fifth

Army line, the parachute regimental combat team arrived 5 July.

Various supporting arms and services placed at the disposal of the

Provisional Airborne Division were attached to the Airborne Training

Center for instructions. By 17 July General Frederick had moved

his headquarters to Lido de Roma airfield, and on 21 July he requested

that the name of his provisional organization be changed to "First

Airborne Task Force," the use of the term "division" being a misnomer. The Commanding General, Seventh Army concurred and

redesignated the unit accordingly.

PLANNING

Tentative plans had been in the making for some time, but no final

detailed pattern for the airborne operation was possible until the First

Airborne Task Force and the Provisional Troop Carrier Air Division

were organized and ready to function, which brought affairs almost

to 20 July. On his arrival the Commanding General, Provisional

Troop Carrier Air Division approved the suggested plan of using the

previously selected take-off fields, at Ciampino, Galera, Marcigliano,

Fabrisi, Viterbo, Tarquinia, Voltone, Montalto, Canino, Orbetello,

Ombrone, Grosseto, Fallonica, and Piombino. Subsequently the Provisional Troop Carrier Air Division undertook primarily the planning

and coordinating aspects of the operation, involving timing, routes,

corridors, rendezvous, and traffic patterns. In general, planning for

the selection of drop zones and landing zones and the composition of

lifts was left to the airborne and troop carrier units involved.

It was first decided that a predusk airborne assault on D minus i

should not be made, as this might jeopardize the success of the entire

operation. Second, it was concluded that it would be neither necessary nor advisable to launch the initial vertical attack after the amphibious assault had begun. The latter decision was reached in view

of the wide experience of our troop carrier crews in night take-off

operations, and because of the marked improvement in pathfinder

technique. Consequently the basic plan called for a predawn assault.

One plan, contemplating an immediate staging in Corsica, was rejected because of lack of Corsican airfields, and also because the few

available were located on the eastern side of the island, necessitating

a flight over 9,ooo-foot mountain peaks. A further consideration was

27
OPERATIONS D-Y5•

COAST DEFENSE AN

4t4

4

PLERPIGNA

LEGEND "K *COAST DEFENSE TARGETS

" RCM TARGETS

that such an intermediate staging would require that the airborne

corridor be established south of the main naval channel, entailing a

dogleg course for the flight.

From numerous conferences the rough plan emerged and was

approved about 25 July 1944, calling for the use of the equivalent of

an airborne division beginning with the first dropping to be by airborne pathfinder crews at o323 on D-day. The main parachute lift

of 396 plane-loads was to follow, starting at 0412 hours and ending at

05o9 hours. The follow-up glider landings, composed of 38 Waco

and Horsa gliders, were to take place at o814 hours and continue until

o822 hours. Later in the same day a total of 42 paratroop plane-loads

was to be dropped, followed by 335 Waco gliders, starting at I8io

hours and ending at 1859 hours. The automatic air resupply, originally designed as a part of the D-day late afternoon mission, was

postponed because insufficient troop carrier aircraft were obtainable

and because the Troop Carrier Command could not drop supplies

from aircraft towing gliders in the afternoon glider lift. The final

28
50 HOURS D-DAY J2

RLCM TARGETS

// NICE

Co AR.S IC!A,

plan provided that I 12 plane-loads were to be brought in automatically

on D plus i. The rest of the supplies were to be packed and held for

emergency use under Seventh Army control. The troop carrier route

was carefully chosen after due consideration of the following factors:

i. Shortest feasible distance

2. Prominent terrain features

3. Traffic control for the io troop carrier groups

4. Naval convoy routes

5. Position of assault beaches

6. Primary aerial targets

7. Enemy radar installations

8. Avoidance of excessive doglegs

9. Prominent landfalls

io. Position of charted enemy flak installations

This route logically followed the Italian coast generally from the

Rome area to the island of Elba, the first overwater check point,

continuing to the northern tip of Corsica and proceeding on an azimuth course over naval craft check points to the landfall, just north

29
of Frejus at Agay. Complete coordination was established with the

Navy on the position of this corridor, and detailed information concerning it was widely disseminated among naval forces.

Because of high terrain features in the target area, it was decided

to drop the paratroops and release the gliders at exceptionally high

altitudes, varying from 1,500 to 2,000 feet. Towed glider speeds were

set at 120 m.p.h. and dropping speed at ixio. The formation adopted

for the parachute columns was the universal "V of V's" of 9 ships, in

serials of 45 aircraft, each with 5-minute intervals head to head between serials. The glider columns adopted a "pair of pairs" formation, echeloned to the right rear with i,ooo feet between pairs in

column. Serials made up of 48 aircraft towing gliders in trail were

used with 8-minute intervals between serial lead aircraft. Parachute

aircraft employed a maximum payload of 5,430 pounds; Horsa gliders,

6,9oo pounds; CG- 4A (Waco) gliders, 3,750 pounds.

Maps and models were hard to get, which made planning difficult.

Map shipments were late or faultily made up. There were terrain

models on a scale of i: 0oo,ooo, but the most useful terrain model, a

photo-model on a scale of 1: 25,000, could be had only in one copy,

which could not serve both the Provisional Troop Carrier Division and

the First Airborne Task Force. The original coastal obliques were of

little use, since the run-in from the IP (first landfall) was not adequately covered. The blown-up large scale photographs of the dropping zone and landing zone areas were excellent, but they arrived too

late for general use. (These late photographs uncovered the element

of antiglider poles installed at the landing zones, not revealed by any

previous photographs.)

PREOPERATION TRAINING

By the middle of July, nearly all the airborne units to be employed

in the operation had been assembled in the Rome area. An intensive

final training program had been instituted by the First Airborne Task

Force in conjunction with the Airborne Training Center. Of the airborne units to be used, only one parachute battalion and a British

parachute brigade had received any recent combined airborne training

with the troop carriers. The regimental combat team had just come

out of the line with the Fifth Army, as had the parachute field artillery

battalion. Other units had but recently arrived overseas and had

30
been given a course in ground and refresher training at the Airborne

Training Center.

Particularly urgent was the task of training the newly organized

glider-borne troops. A combined glider school was established and

instruction in loading and lashing for these troops was started. Upon

completion of the course, they were given orientation flights and

finally one skeletonized, practice operational landing on a simulated LZ.

The Pathfinder Unit of the Provisional Troop Carrier Air Division

conducted joint training with the three airborne pathfinder platoons

and tested the radar and radio aidsto be used in the operation. This

training was divided into three phases, the first being concerned with

the technical training with Eureka sets, M/F beacons, lights, and

panels. Tests were made to locate any deficiencies in either the training or the apparatus. The second phase was devoted to practice by

the crews in using the equipment under all possible conditions. The

third phase emphasized actual drops with full equipment in which

every attempt was made toward the utmost realism. Small groups of

follow-up parachute troops were dropped on the prepared drop zones

to test the accuracy of pathfinder aids.

Difficulty in repacking the parachutes in time for the operation

precluded the staging of realistic, large-scale final exercises. However, practice drops were made with two or three men representing

a full "stick" of paratroops, with the remaining elements placed in the

DZ's to practice assembly. There was just time to squeeze in a

combined training exercise with the Navy, in which all vessels carrying waterborne navigational aids were placed in their proper relative

positions. A token force of three aircraft per serial was flown by all

serial leaders over these aids, observing exact time schedules, routes,

and altitudes. Two serials of 36 aircraft each were flown over this

same route during daylight to acquaint the naval forces with troopcarrier formations. Further practice runs were made by the troop

carriers in conjunction with two fighter groups in order to work out

the details of the fighter cover plan and the air-sea rescue plan.

Because the task force was composed of units which had not previously worked together, training of combat teams was further accented for successful operations after landing. Training of each

combat team was conducted on terrain carefully selected to duplicate

31
as nearly as possible the combat team's sector in the target area. From

the regular replacement depots and the Airborne Training Center

were drawn the specialized personnel required, who had then to be

specifically trained for their assigned tasks. Fortunately the larger

elements of the command, particularly the combat teams, were trained

already. Some were battle-seasoned and nearly all were capable of

looking out for themselves in a pinch. Thus they could aid the

Airborne Task Force as a whole during the training period.

THE OPERATION

The night of D minus x was clear and cool in the take-off areas.

The troop carrier units waited at their stations on io airfields extending some 15o miles along the Italian peninsula from Ciampino near

Rome to Fallonica. Lack of transportation had compelled the bulk

of the force to commence moving to dispersal airfields as early as

TROOP CARRIER FORMATION. C-47's in formation during one of the

daylight drops on southern France. This is the universal V of V's formation

referred to in the text.

32
D minus 5. By D minus 2 the shift had been completed. Now, with

preparations complete, an air of confident expectancy prevailed.

Anxiously the weather was watched. The date had been unalterably set for 15 August, and weather meant everything. Hill masses

and coastal features must be readily identified. A portion of a high

pressure area, broken off from its North Sea center, had settled over

the main target zone, with its threat of accumulating fog or stratus.

The forecast was for clear weather to Elba, followed by decreasing

visibility until the DZ's were reached, where it was expected to be 2 to

3 miles. Actually the visibility was less than half a mile. The valley

fog, which completely blanketed the early parachute operation, did

however lift by o8oo hours in time for the morning glider mission.

To make navigation difficulties tougher, the wind was almost 900

off the forecast direction, and infrequent check points over the water

route were the navigators' only means of correction. Luckily, the wind

did not reach high velocity and was less than 6 m.p.h. over the DZ.

Shortly after midnight of 14-15 August the real show began. With

everything ready for the green light, the first troop carriers with their

load of three pathfinder units took off at 0030. The pathfinder platoons proceeded as a group on a direct line to southern France, making

their first landfall just south of Cannes. With PPI sets in all aircraft,

the pathfinders proceeded inland as planned, located the drop zones,

and dropped their teams at 0323, 0330, and 0334 hours respectively, on

DZ's, "0", "A", and "C".

Approximately i hour after the pathfinders, the main parachute lift,

composed of 396 aircraft in 9 serials averaging 45 aircraft each, took

off and proceeded on their courses, using amber downward recognition lights until the final water check point had been crossed.

Wing formation lights were also employed, and no instance of friendly

naval fire on our planes was reported. No enemy aircraft was encountered. Of particular interest is the fact that some 400 troop

carrier aircraft flew in relatively tight formation, under operational

strain, for some 500 miles without accident. Training in night

formation flying had paid off.

Undoubtedly the radar, radio, and other marker installations were

responsible for this flying accuracy. Eurekas had been installed

at each wing departure point, the command departure point, the

northeast tip of Elba, Giroglia Island (North Corsica), and on three

33
marier beacon boats spaced 30 miles apart on the course from Corsica

to the first landfall check point at Agay, France. These worked perfectly, with an average reception of 25 miles. Holophane lights, also

placed at these positions, aided the navigators to correct their courses

against contrary wind currents. Their reception averaged 8 miles

until the DZ's were reached, when haze and ground fog made them

invisible. MF beacons (the Radio Compass Homing Devices) were

installed at Elba, on North Corsica, and on the center marker beacon

boat, and were also dropped on the DZ's along with the Eurekas

and Holophane lights. Many pilots reported that they received these

signals up to 30 miles. The MF beacons often kept the aircraft on

beam when they occasionally lost the Rebecca signal on their

Eurekas. In many cases, the Rebecca signals exhibited a tendency

to drift off the frequency despite constant operational checking.

Such evident functional defects in Eureka-Rebecca sets may jeopardize

a whole mission.

In general, the parachute drop was fully successful. Approximately

85 percent, a far larger proportion than had been accomplished in

previous operations in the European theater, landed on the DZ's or

in their immediate vicinity, in areas contiguous to the drop zones,

from which terrain the parachute forces could carry out their assigned

missions. All this was despite the handicaps of no moon, general

haze, and heavy ground fog. An estimated 45 aircraft completely

missed their DZ's. Some of these dropped their troops as far as 20

miles from the selected areas.

Among the aircraft which missed the DZ's were 20 in Serial No. 8,

which released their troopers prematurely on the red light signal.

The only likely explanation is that a faulty light mechanism in one

of the leading craft must have gone on green prematurely and the

troops in the lead ship jumped according to this signal. The troops

in the following airplanes, seeing those in the leader jump, probably

did likewise, jumping while the signal in their own aircraft showed

red. Two "sticks" of paratroops landed in the sea off St. Tropez,

near Cannes. The remainder made ground landings in the vicinity

of these two towns. Although far from the designated DZ, these

units organized themselves, made contact with the FFI forces, and proceeded to seize and hold St. Tropez. Approximately 25 aircraft of

another group which missed their DZ dropped their troops some 15

34
0

72

Co

•-o

35
miles north of Le Muy near Fayance. Although about 20 miles away

from where they belonged, they either undertook individual missions

or sought to rejoin their units. By evening of D-day, most of these

forces were reassembled on DZ's "A" and "0". Many high-ranking

staff members were in this group.

During the drop, DZ "A", generally west of Le Muy, tended to

merge with DZ "0", slightly northwest of this key town in the

Vargennes Valley, causing considerable confusion later in the day.

This accidental merging of the two zones created difficulty during

the period of bundle recovery, difficulty which was aggravated because

the British Parachute Brigade on DZ "0" was using equipment different from that of the U. S. Regimental Combat Team on DZ "A".

The terrain of the DZ's was generally excellent. Both zones covered an area of small, cultivated farms featuring vineyards and orchards. There were very few large buildings, telephone wires, tall

trees, or other formidable obstacles. The antiairborne poles set up

in the zones had not been sharpened or placed in sufficient density to

offer any material obstruction. Probably not more than a squad

suffered any injury from these hazards. A total of 175 paratroops,

scarcely more than 2 percent, suffered jump casualties. Probably not

more than ioo of these were breaks or sprains serious enough to take

the men out of action for any considerable time. DZ "C" was a hill

mass more rugged than the other zones, but even this rougher ground

did not mar the jump's success.

Serial No. 14, first of the glider serials, made up of supporting

artillery and antitank weapons for the British Parachute Brigade, left

as scheduled for its 0822 landing but was recalled because of heavy

overcast. The flight, after circling for nearly 40 minutes, landed at

o9oo hours. One glider and tug had to turn back. One glider

ditched offshore and another, because of structural defects, disintegrated in mid-air. The stakes that bristled all over the LZ's proved

minor obstacles, though they did some damage to the gliders and

occasionally to their loads. Small, shallowly planted, and too

widely dispersed, the poles frequently served as additional braking

power. The French farmers who had been impressed as labor for

planting the poles had not served their German masters very efficiently. On an average these poles were 12 feet high and 6 inches

36
thick, driven less than 2 feet into the ground and spaced 30 to 40 feet

apart.

The parachute load made up of the 551st Parachute Battalion

dropped accurately on DZ "A" at i8oo hours as planned. This drop

was followed up rapidly by continuous glider serials. Nine gliders

were reported to have been released prematurely, four of which made

water landings. Prompt action by the Navy saved a large percentage

of their crews and personnel. The landing skill of our glider pilots

was highly satisfactory; although the i,ooo-foot towing interval

caused considerable jamming over the LZ's, they made excellent

landings. Several pilots even ground-looped to avoid obstacles and

still brought in their cargoes and personnel safely.

Another reason for crowding over the landing zones was that part

of the successive flights sought additional altitude as a result of the

normal "accordion movement" of the flights en route. In turn this

progressively caused a layer effect which resulted in a greater mass of

aircraft being over the LZ's at any one time than had been anticipated.

Further difficulty was caused by early glider pilots landing on the best

and most obvious sections instead of in their designated localities.

Later lifts found their assigned areas almost entirely occupied with

gliders, which forced them to seek alternate and less desirable zones.

All these factors caused many heavy and short landings which seriously damaged large numbers of gliders. The pilots simply had to

dig in on their landings because of limited space. Although these

abrupt, heavy landings caused excessive damage to the gliders, the

pilots by presence of mind, prompt action, and skillful maneuvers

saved many lives and much valuable equipment. It was established

by D plus 6 that not more than 125 glider-borne personnel were

injured in these landings.

Although not encountered in the operation, it is worthy of note

that in the Frejus area, outside the drop zones, there was a second type

of antiglider obstacle which consisted of small but sturdy sharpened

stakes, some i8 inches high, firmly imbedded in the ground and connected by wire, which could easily tear up the bellies of any gliders

landing on such terrain.

Less urgent than had been expected was the problem of air resupply.

Absence of serious enemy opposition caused ammunition expendi37
ture to fall below the anticipated amount. The initial plan of bringing in the first supplies by air on D-day was changed, so that it was

not until iooo hours on D plus i that two troop carrier groups brought

in 1[6 aircraft loaded with supplies. They arrived over the DZ's on

schedule but at an altitude well over 2,ooo feet, which made accurate

dropping extremely difficult. A rather stiff breeze, the high altitude,

and the merging of DZ's "0" and "A" placed much of the equipment

in the hands of the wrong ground units. Well over 95 percent of the

1,7oo-odd bundles dropped by parachute landed safely, but much of

the specialized equipment failed to reach the units which had requested it. Subsequent missions carrying emergency medical and

signal supplies were flown again on the night of D plus i. Although

these drops had to be made at night by pathfinder aids, the success of

these missions was above average, except that again the high altitude

caused excessive scattering.

GROUND ACTIVITIES

The enemy didn't put up much ground opposition.

More difficult to take than the average objective was Le Muy. The

main bridge leading into town was captured well ahead of schedule

late on D-day by the British Parachute Brigade, but the town itself

was not taken until the morning of D plus i, as the D-day attack

failed to seize the objective and an American glider infantry battalion

was later ordered to attack and occupy the town, which was accomplished. The force quickly took Le Mitan, La Motte, Castron, and

Les Serres by noon of D-day. Contact was promptly made as planned

with the 45th and 3 6th Infantry Divisions. Elements of one regimental combat team, together with a parachute battalion, took

Draguignan, while another parachute battalion assisted the amphibious landing by extending detachments down to the beach following

their early landing. Most of the howitzers of the field artillery battalions were functioning shortly after the drop. Similarly, the 4.2

mortar companies and a pack artillery battalion, which came in with

gliders, went into action very promptly. The operation was a great

boost for parachute field artillery. Almost all the howitzers were in

position and firing by noon of D-day, and all were ready for action by

dark. With a parachute battalion isolated and inaccessible by road,

no other type of artillery could have supported it. The surprise

38
LYON ADVANCE OF

GROUND FORCES •VIEN•NE =3 ADVANCE AUG. 15-21 1944

SPET/EMNIE 23

S" 24

I • r'•33 . 25 • Jl26

tpev p rem Zob-28

ree t VALENCE t

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German corps.

By i8 August the force had commenced to reorganize in the vicinity

of Le Muy, following which it proceeded along the Riviera toward

Cannes, Nice, and the Italian border. The British Parachute Brigade

was taken out of action and preparations were made to return it to its

39
base in the Rome area for further possible airborne operational use.

The First Special Service Force replaced the British brigade, and the

Airborne Task Force then continued to advance along the coast,

meeting determined rear-guard opposition. These operations of the

Task Force toward the Franco-Italian border were not restricted to

the coast, but extended to a point about 65 miles inland. As has

always been the case when airborne troops are retained in the line in

an offensive role, they experienced backbreaking difficulty in transporting their heavy supporting arms and ammunition. The fluid,

rapid advance of the Seventh Army as a whole made it hard to provide

the necessary vehicles for the force. As a result, the paratroopers in

many cases hauled their pack 75's for 6o or 70 miles over the rugged

Riviera coastline. Fortunately a number of captured enemy vehicles,

together with organic transport brought in by gliders, made the movement possible.

The hostile activity encountered was at no time sufficiently stern to

test the full fighting capabilities of the force.

STATISTICS

During the operation the Provisional Troop Carrier Air Division

flew 987 sorties and carried 9,ooo airborne personnel, 221 jeeps, and

213 artillery pieces. The sorties flown also included 407 towed

gliders and carried 2,365,254 pounds of equipment into the battle area

for the First Airborne Task Force. Only i aircraft was lost as a

result of the operation itself, and losses from the period of movement

from the United Kingdom to the close of the operation totaled 9.

No troop carrier personnel other than glider pilots were known to

have been killed; 4 were listed as missing and i6 were hospitalized.

The balance of the 746 dispatched on the operation returned to their

organization.

With respect to airborne units, a total of 434 United States airborne

personnel were listed as killed, captured, or missing in action by 20

August. In addition 292 were hospitalized. Early reports indicated

that the British Parachute Brigade listed x8i men as missing in action

and 130 men hospitalized. Later reports indicated that 52 parachute

troops of the British brigade had definitely been killed. Five hundred replacements had been requested by the United States parachute

units and 126 by the British brigade. In the first 2 days of action,

40
more than iooo prisoners had been taken by the American units and

nearly 350 by the British brigade. By 23 August, this figure was well

over 2,000. The total jump and glider crash injuries amounted to

283, or approximately 3 percent of the personnel involved.

Recovery of parachutes for personnel and cargo can be expected

to be very low. As of I September, it was apparent that not more

than I,OOO parachutes could be sent to the Rome base for salvage and

repair. Similarly, the number of gliders which can be used again

is always small. It was learned that fewer than 50 gliders of the 407

could be salvaged without excessive cost.

SUMMARY

Without doubt, this airborne operation was the most successful

attempted up to that time in the European theater. The commanders

of both the airborne and the troop carrier units and their subordinates deserve full credit for their excellent execution of the mission.

The results and experiences of this operation are believed to be of

value to all theaters in avoiding mistakes and improving techniques.

MAPPING AND RECONNAISSANCE

Mapping of southern France by the Mediterranean Allied Photographic Reconnaissance Wing (MAPRW), then the North African

Photographic Reconnaissance Wing, began in July 1943. At that time

the i5th Photographic Squadron (Heavy), a unit under the 3d Photographic Group, moved from Le Khraub airdrome, Constantine, where

it was doing routine cover and mapping of Sardinia and Corsica

for the North African Strategic Air Force, to La Marsa airfield in

Tunisia. Here the squadron was assigned the task of mapping the

Po River Valley, Albania, Yugoslavia, and southern France. A partial 6-inch and 24-inch cover was begun on southern France at that time.

During the fall of 1943, some survey mapping was accomplished in

the South France coastal areas. A careful check of existing maps

against these photographs proved the maps to be inaccurate, outdated,

and definitely unsuitable for combat use. Cloudy, winter weather

made continuous photography impossible. During these months,

however, more serious attention was given to the possibility of an

Allied attack in this area, and a planning staff, Force 163, was assigned

to the task.

41
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At a conference between officials of Force 163 and the commanding

officer of MAPRW, it was decided to assign to the 23d Photographic

Reconnaissance Squadron the work of providing the required cover.

On 2 February 1944 the unit moved to Alghero, Sardinia, ready to

begin the work, and on i6 February 1944 a liaison officer arrived in

Sardinia to coordinate matters between the 23d Squadron and Force

163. The first mission to be flown from the island was delayed by

weather conditions until 15 February.

The project of covering southern France was broken down into

several divisions. Phase one called for the completion of the original

survey (6-inch) mapping in an area bounded by the Italian border on

the east, Toulouse on the west, and 440 latitude on the north. Simultaneously, more survey mapping was to be accomplished in the block

bounded by the Italian border, 3' longitude, and 46' latitude. In

addition, detailed coverage was to be provided of points of military

interest within the latter area. Phase two required that certain lines

of communication should be covered in detail. Also to be accomplished was the detailed, 24-inch mapping of the area north from the

coast to the city of Orange. The east and west boundaries of this area

approximated those of Block i, Phase i. Certain repetitious cover,

including 36-inch photography, was provided as the schedule required.

Many attempts on the part of the 23d Squadron to mount satisfactorily

the 36-inch camera in an F-5 type airplane met with failure, and an

aircraft was borrowed from 682 Squadron, Royal Air Force, MAPRW

to accomplish this work. Completion of the basic program permitted

publication of accurate tactical maps of all areas named.

With this information in hand, definite plans began to appear.

Interested army units asked questions which appeared in the form

of specific demands, forwarded to the unit through the operations

officer at MAPRW Headquarters. One question asked, for example,

was: "Where would be suitable location for the landing of paratroops

and other airborne units?" That was answered by photographs.

The Strategic Air Force became interested in manufacturing centers,

roads and railroads, marshalling yards, and similar targets; the Tactical Air Force in bridges, dams, and road junctions. Target charts

were made of each desired pinpoint, and strips were flown of lines

of communications.

43
The question of the selection of the proper beaches for the landing

of troops was brought forward. Experiments by the squadron had

made color photography a thing of tactical value, and this latest development was added to the preparation. A study of water depth

and underwater obstacles was also accomplished through the medium

of aerial photography. Strategy demanded a photo map of a definite

area, so a 12-inch focal length mosaic was produced. More detailed

information of a beach section was required and the squadron produced 4o-inch focal length photographs. It might be noted that

while these photographs were acceptable, the definition was not so

clear as would be desired. However, that much had been accomplished. Closer view of beaches and other points were required.

Consequently low altitude or dicing missions were flown of these

areas. The work of the squadron in this regard was more successful

than were the experiments with color photography. After much experimenting and remodeling, three 12-inch focal length cameras, two

side obliques and one forward-pointed oblique, were installed in an

F-5 and successful missions were flown. A shield was devised for

the forward camera port to prevent salt spray from obscuring the lens.

The resultant photographs possessed detail and clarity and were of

important service.

In addition to the preceding assignments, periodic cover was required of airdromes, harbors, and marshalling yards for the purpose

of keeping a close check on enemy activity. Several times during the

winter and spring of 1944 bomb damage assessment sorties were

flown.

From the schedule outlined, it was obvious that one squadron

could not hope to complete the necessary work in the required time.

Other units, therefore, were attached to the 23d Squadron for operational purposes, to assist in obtaining the essential cover the 2/ 33d

Squadron, French Air Force, MAPRW covered the northern sector

of the survey mapping and photographed some of the enemy lines of

communication. A flight from 682 Squadron, Royal Air Force,

MAPRW photographed most of the roads and many of the target

chart areas.

Enemy opposition to photo operations steadily increased over

southern France. Weather conditions were another hampering factor. The actual flying itself demanded skill and accuracy beyond

normal requirements. Other troubles introduced themselves. For

44
instance, on one flight a pilot discovered intervalometer trouble in his

camera- but. continued on course, taking pictures manually with such

a degree of skill that the photo interpreters were unaware of the

mechanical failure.

Flying and aerial photography by no means sums up the work of

the 23d PRS organization. Each mission was plotted by members

of the unit, and first phase interpretation was given of all suitable

targets. The squadron's photographic laboratory processed over a

half million prints for this operation alone, some of which were

turned out in such record time that immediate use was made of certain sorties. Members of the engineering and camera technician

staffs introduced variations and inventions which improved the quality of the photographs and the serviceability of the aircraft. The

close cooperation which existed between communications, operations,

and intelligence permitted the flying of all new demands and the return of the information to the demander in record time. The ground

echelon's efficiency is demonstrated in the fact that the base of operations was changed in the middle of the preliminary operation, without the loss of a single flight. In spite of the move, a full day's operation was carried out. The move took place on i2-17 July 1944 when

the squadron left Alghero, Sardinia, for Borgo Airfield near Bastia,

Corsica.

In preparation for the Seventh Army operation, the 3d Photographic Group, including group headquarters proper and the 5th

Combat Mapping Squadron, moved to Borgo Airdrome, Corsica,

12-18 July 1944. The 5th Combat Mapping Squadron, from its new

location, continued bomb damage assessment cover for the Tactical

Air Force, while the 23d Squadron was assigned to tactical reconnaissance for the Seventh Army. A detachment of the 23d Squadron

was assigned to the Seventh Army to go into southern France with

the first forces, while the remainder of the squadron was scheduled

to go in on D plus 4 and D plus ii.

A first and second phase and bomb damage interpretation section,

set up in 3d Photo Group headquarters, began to operate entirely for

the Tactical Air Force. TAF headquarters, located only a few miles

away, made speedy requests and coordination possible. Sorties flown

in the morning and early afternoon were processed immediately by

the laboratories, and by late afternoon the interpreters began to send

out their reports.

45
THE AIR COMMAND POST AFLOAT

Offensive air activity during the invasion was scheduled and controlled from the U. S. S. Catoctin, Amphibious Force flagship for the

over-all operation. Here XII Tactical Air Command (Advance)

operated, charged with air protection of the Fleet and the beaches in

the assault area, as well as with the continuation of its fighter-bomber

and reconnaissance work against enemy ground forces. Its aircraft

were based in Corsica, 150 miles away.

The Catoctin was a stand-by fighter direction ship for air defense.

FDT No. 13 (fighter direction tender), a British LST, was responsible

for control of defensive fighters on patrol over the assault area.

HMS Ulster Queen was another stand-by fighter direction ship.

The 2d Air Combat Control Squadron (Amphibious), activated

as an amphibious fighter control squadron to serve aboard headquarters ships, handled air control for the Air Task Force commander

aboard the Catoctin during the assault phase. This unit reported on

16 March 1944 to the Commander of the U. S. Eighth Fleet, when

invasion plans were already under way.

For the control of the numerous land-based aircraft necessary to

the program, the communications and air control equipment on board

were enlarged into a Joint Operations Room (JOR), where both naval

officers and those of the 2d Air Combat Control Squadron were able

to perform their various functions, including: control of air cooperation

missions as directed by the air commander; standby control of fighter

defense of the assault area as directed by the air defense commander;

issuance of air raid warnings as directed by the naval commander;

collection, evaluation, and dissemination of air information to all

responsible officers.

The flexibility obtained by modifying the original JOR facilities

was demonstrated by the fact that the exercise of control of air cooperation missions was assigned as an additional duty less than a week

before D-day, while the further duty of issuing air raid warnings was

assumed during D-day. One week before D-day a full scale exercise,

placing particular emphasis upon those communications which would

be available to the air commander, proved highly valuable.

The decision to assign the control of offensive fighter-bomber missions to the flagship, while control of defensive fighter patrols remained

46
with a fighter direction ship, proved to be sound. In the almost

total absence of enemy air opposition, the supporting aircraft so conATTACK ON TOULON HARBOR. While the prime objective of operations against Toulon was the destruction of submarine pens and submarines

afloat, additional widespread damage was inflicted upon harbor installations

and naval vessels which, while rendered unseaworthy by the French when the

fleet was scuttled at Toulon, could be used as a platform for heavy naval

guns. Outstanding among such vessels was the battleship Dunkerque, shown

in this reconnaissance photograph.

47
trolled were able to give welcome aid to the quick establishment of

the beachhead and the speedy advance of the ground forces.

The duties of the JOR as outlined above were operationally, and

more specifically, broken down into four main subdivisions: control

of tactical reconnaissance and fighter-bomber missions; furnishing information on movements and status of aircraft; air raid warning and

ATTACK ON TOULON HARBOR. This photograph, taken during the attack on the Dun kerque, shows direct hits being scored on the vessel, with

another cluster of bombs on its way.

48
alerting the fleet; stand-by for fighter direction. How these duties were

discharged, and what they involved, may be briefly noted here.

Control of Tac/R and fighter-bomber missions

Tac/R flash reports were furnished by pilots of two Tac/R squadrons flying Corsica-based Spitfires and P- 5 i's, by carrier-based Spits,

and occasionally by returning fighter-bomber missions. These missions, scheduled by XII TAC, reported name and mission number to

the Catoctin when entering the area. This information was placed

on the Tac/R status board and the flight told to proceed with its next

assignment.

When flyers spotted anything of interest the information was immediately called in to the deputy controller, who made out a standard

report and passed it to the XII TAC operations officer for action. If

accepted, the attack order number of the fighter-bomber mission to

which the new target was assigned was placed on the report, which

ATTACK ON TOULON HARBOR. This is what the bombs did to the

Dun kerque. It also exemplifies the tremendous damage resulting from

direct hits on naval vessels by heavy-caliber bombs. The entire drydock area

had been rendered unserviceable, and extensive repairs were necessary before

any appreciable activity could be resumed.

49
was given back to the deputy controller for transmittal to that mission

when it checked in.

Fighter-bomber missions were flown by P- 47's and P-38's based

in Corsica and by carrier-based Hellcats and Wildcats. These missions, laid on by XII TAC, were given both a primary and an alternate target. They reported in to the Catoctin on Channel AC- 3, giving

name and attack order or mission number, which was immediately

placed on the Fighter-Bomber Status Board. They were then told to

attack either their primary or their alternate target, or to proceed

on a special mission. This was necessary because the speed of the

advance sometimes placed either or both of the briefed targets inside

the bomb safety line. On other occasions, the special mission was

given priority over the regular mission.

These special missions were usually against enemy transportation

and were targets called in by Tac/R planes or received by XII TAC

from the ground forces or other sources. The targets were given to

the airborne planes in the clear since, due to the speed of operations,

security did not demand encoding. Locations were given in Army

grid, air grid, or by geographical references. On some occasions, if

the Tac/R flight which reported the target was still in the vicinity, it

was directed to lead the bombers to the target.

Here are a couple of examples of how this system worked. Spurtle

Red Leader checked in and was told to proceed on his mission of

armed recce. Three minutes later, Parkland Red Leader, returning

from a bombing mission, called in a target of 20-plus boxcars and

engines near Pertuis, which he could not take himself. This target

was given at once to Spurtle Red Leader, who was told to call Parkland Red Leader on the same channel for directions. This was done

and the target was successfully hit.

Alpaca Red Leader, a carrier-based Tac/R mission, called in a

target of 20-plus armored vehicles east of St. Maximin which was

given to Mallard Red, a carrier-based Hellcat mission of fighterbombers just reporting into the assault area. Result-65 armored

vehicles and troop carriers shot up. Confirmation of this was received a few minutes later when another Tac/R flight reported

between 50 and 6o vehicles destroyed in that locality.

If any doubt remains about results from these missions against enemy

transport, consider what happened on io other such attacks:

50
2o-plus M/T destroyed near Digne

i5-plus M/T bombed, one flamer, near Aix

150-plus RR cars hit

20 cars bombed, 3o-car train strafed, north of Lake Bret

30 RR cars hit outside Avignon

45 boxcars left burning, two engines destroyed, near Cavaillon

i turntable and 15 RR cars destroyed on D-9

2 barges bombed and strafed 20 miles west of Marseille

RR bridge and train bombed, 2 M/T hit north of Tarascon

io-plus M/T hit southeast of Avignon

During the four and one-half days the Catoctin was in control,

approximately 300 fighter-bomber missions operated in the area. Of

these, about 50 were antitransport missions given out by the controllers at the order of the Commanding General, XII Tactical Air

Command.

Furnishing information on movements and status of aircraft

The JOR acted as a clearing house for all information concerning

air operations in the assault area. This included movements of hostile

aircraft; status of patrols, fighter-bomber, medium and heavy bomber,

Tac/R, carrier-based aircraft, and night fighter missions; and results

of these missions when they could be obtained through R/T interception. This information was obtained from six principal sources:

i. Monitoring of Operational Channels. All operational channels

were manned by deputy controllers or monitors, and movements of

aircraft were recorded on various status boards or in logs. A list of all

call signs to be used in the operation was prepared in advance and

aided in identifying missions.

2. Movements Liaison Officer. The MLO had advance information on most friendly missions entering or passing through the area.

This included attack order number, time, number and type of aircraft, and objective. This information was supplied by XII TAC

Operations aboard for the missions they scheduled, by signals received from the Strategic Command based in Corsica and Italy, and

by the courier liaison officer.

3. Aircraft Carrier Liaison Officer. This officer advised the senior

controller of the status of carrier-based aircraft, missions entering area,

and the results of completed missions. He also passed back to the

carriers requests for additional missions or the assignment of new

targets. He was in constant HF/RT contact with the carrier task

5'
force. This was invaluable, as carrier-based operations have many

problems not common to land-based aircraft.

4. Radar. All information on air movements, both friendly and

hostile, received on the filter table was passed to and displayed on the

operations table and was available to all officers in the JOR.

5. Radio Intercept Service. Due to light hostile activity, there was

little information from this source. However, more activity was reported than actually came into the area, despite considerable interference from W/T circuits.

6. Visual Observers. One visual controller and a recognition officer

were located on the visual platform topside. They had a direct line to

the senior controller and kept him advised of the movements and

identity of all aircraft within visual range.

The information obtained from these sources was posted on various

status boards in the JOR, entered in various logs, and furnished to

interested persons as requested, or as conditions demanded.

Air raid warning and alerting the Fleet

This duty, originally assigned to FDT #13, was assumed by personnel aboard the Catoctin on D-day evening. Twenty-five red alerts

were called in all. On nine of these alerts, hostile aircraft were known

to be in the area, although only three of them attempted attacks.

Alerts were kept at a minimum to avoid delay in unloading the ships.

Alerts and warnings of approaching flights, both hostile and

friendly, were called to the Fleet over TBS by the naval air officer,

whose position was next to the senior controller where he could overlook the operations table. All air information was available to him,

and he in turn could keep the senior controller advised of all pertinent

naval information. Through his familiarity with the ship, its officers,

and the flag officers, he gave advice and help in many problems which

arise when Army and Navy work together.

Stand-by for fighter direction

Since the USS Catoctin was second stand-by director, all information concerning the status of defensive patrols was kept current on

the patrol status board. All operational channels were manned and

monitored by controllers sitting in front of the operations table, where

the complete air picture was always displayed. Thus fighter direction could have been taken over without disruption of control. In

52
fact, on several occasions control of certain channels was actually

taken over while the FDT was temporarily off the air on these

channels.

At 1400 on D plus 4, the control of Tac/R and fighter-bomber missions was turned over to XII TAC Advance ashore. At i2oo on D

plus 7, control of fighter patrols was turned over to the 64th Fighter

Wing SOR ashore by FDT # 13, and the USS Catoctin ceased to be a

stand-by.

Simultaneously the responsibility for air raid warning was also

assumed by the 64th Fighter Wing ashore. The rebroadcasting of these

warnings to ships in the harbor was made the duty of the Combat

Information Center of the USS Catoctin.

It is of interest that, even though the USS Catoctin could have

handled fighter direction as well as fighter-bomber and Tac/R control in an emergency, it was evident to all concerned that the separation of these activities was beneficial to the smooth working of the

plan. The mobility of a separate fighter direction ship and the value

of the possible additional equipment must be recognized.

On several occasions there were more transportation targets than

there were aircraft to take them, for the following reasons:

i. Bad weather at base prevented missions from arriving in the

assault area as scheduled.

2. Carrier-based aircraft, although in close proximity, were all out

on other missions or otherwise unavailable.

3. The speed of the advance made the distance involved too great

to employ patrols which came up with bombs for transportation

targets. Their fuel would have been inadequate for both the mission

and the patrol.

FILTER

Air opposition was very light and at no time afforded a fair test

of the air defense system. From D-day through D plus 6, the following tracks appeared on the filter table:

Total number of tracks ............................ 1, 538

T otal hostile tracks ................................ 9

Total unidentified tracks .......................... 503

T otal m ade hostile ............................ 2

Total m ade friendly .......................... 203

Total remaining unidentified ................... 298

Total friendly tracks .............................. 1,231

53
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N ,, 1%-- j ,

Planes of two fighter groups assigned to XII TAC for this oper- ation did not carry IFF equipment and were frequently plotted as

unidentified tracks, which caused unnecessary alarm and alerting of

the Fleet. On every occasion that hostile planes were known to be

in the area, some indication of their presence was passed by the Radio

Intercept team. Information reached the filter table from: Radar

(USS Catoctin), Naval Radar Guard, FDT #13 Track Broadcast,

54
Ground Control Intercept Reporting, Ops #2 Ashore Track

Broadcast.

There were sufficient radar and reporting facilities, but land echoes

caused by the rugged terrain often made it impossible to obtain continuous tracks and at times even to detect targets. One GCI, the

FDT # 13, and two or three Navy ships were the effective radar

sources during the initial phase of the operation. Ample radio channels were allotted to make the radar reporting system work. Although the effectiveness of the channels varied from time to time,

there were always enough usable channels for reporting. If the

channels became unsatisfactory as the assault progressed, information

was passed over prearranged stand-by channels, which worked very

well. There were three main reporting nets.

Naval Radar Guard net

There were i6 ships in this net, of which four were appointed guard

ships and four were stand-bys, the others being ready if called upon.

The FDT # 13 passed unidentified and hostile tracks over this channel

when difficulty was experienced on the track broadcast channel.

Ground Control Intercept Reporting

Four GCI stations were scheduled to report on three VHF chan.

nels and one HF channel. Only two receivers and one transmitter

were available for the three VHF channels, so the receivers were

changed from time to time among them to get the best radio reception and information. There was too little traffic to demand separate

VHF channels for each GC. Indeed, better liaison could have been

maintained if all the GCI stations had been on the same channel. The

station scheduled to report on HF channel had difficulty getting set up

ashore. When it did, contact was not good, so that the less satisfactory

W/T had to be used in place of R/T.

Track Broadcast

Due probably to an unfortunate allocation of frequencies rather

than to poor radio discipline, a number of stations blocked the HF

track broadcast channel, rendering it useless much of the time. In

one 5-minute period, nine station calls were heard, some in French,

that did not belong on this frequency. After the FDT #1I3 began

to call tracks over the FM and VHF frequencies, this channel was no

longer necessary and was secured.

55
CONTROL OF DEFENSIVE PATROLS

As has been said, the FDT #13 was the fighter control ship, its

duty to control defensive patrols over the beaches and to broadcast

all unidentified and hostile tracks. An air-sea rescue team was highspeed launches was attached to this ship. For lack of space in the

control room they operated from the visual platform topside. However, since the controllers were in constant contact with the aircraft

and had a better over-all picture of the situation, they usually handled

the operational matter themselves.

The FDT #13 was a British-manned, converted LST with a mixture of U. S. and British equipment. The radar equipment consisted

of a CGI and a Type i i, the presentation of which could be remoted

to the air control room. The VHF transmitters and receivers were

BG-639 and BC-6 4o with RM 26-A control boxes. However, the

toggle switches were disconnected and press-to-talk handsets were

used, which proved better. The ship had no SG radar or surface

search radar capable of picking up low-flying aircraft. Had this

equipment been at hand, the one night attack experienced might have

been detected in time. Fortunately no damage resulted.

Daytime control was handled primarily by 64th Fighter Wing personnel. The number of aircraft on the four patrols varied from

28 to 32. However, after D-day the schedule was not adhered to and

at times there was a shortage of aircraft. Night fighter activity was

handled by British personnel, with one U. S. controller on duty to

handle all other matters. There were four to six night fighters on

patrol, and some of these were handed over to the various GCI stations whenever conditions permitted.

An AAA liaison officer on the ship maintained radio communication with his batteries ashore. Information on hostile raids and

friendly flights was passed by him to his shore batteries, which in

turn gave him any information they had. In a few cases where our

own night fighters entered the Inner Artillery Zone they were fired

upon. Except at dusk, when identification was difficult, the control of

AAA fire was good, and no friendly aircraft was shot down.

It is obvious that a decided change has taken place in the tactics

used by the AAF in amphibious operations since the summer and

autumn of 1943.

56
In the invasion of southern France, fewer than 30 fighter aircraft

on an average were kept over the assault area for protection of the

Fleet and the beaches. This is in contrast to the 6o to 8o aircraft

protecting the landings at Salerno, a smaller operation in a smaller

area.

The answer lies in the tremendous air supremacy the Allies built

up in that year through effective offensive air warfare. Thus, offensive air warfare was conducted from the USS Catoctin, in contrast to

defensive air warfare controlled from headquarters ships in previous

operations.

The excellent cooperation and coordination among the several

services and forces involved, along with the ample facilities of the

joint operations room, made a success of the Air Command Post

Afloat.

SUMMARY OF MASAF OPERATIONS

Air operations by the Mediterranean Strategic Air Force in cooperation with the successful landing by Allied troops on the southern

coast of France, 15 August 1944, commenced on 19 May and continued through i6 August. During this 3-month period the Fifteenth

Air Force dispatched 12,451 aircraft by day, 205 Group (RAF) sent

33o aircraft by night, and between them they dropped more than

i8,ooo tons of bombs on n13 specific targets, not including numerous

fighter attacks on rolling stock, M/T, and targets of opportunity.

MASAF's air attacks in conjunction with the landings may be

divided into three general categories-lines of communication, counter

air, and close cooperation; although as D-day became imminent

there was a certain amount of overlapping, as in the case of bridge

targets close to the coast attacked just before, during, and on the day

after the actual landings, which may be considered as both close cooperation and communications targets.

The great weight of effort from 19 May to D-day was directed

against the enemy's lines of communication, and included effective

attacks on marshalling yards as far north as Lyon, key bridges carrying north-south traffic in the Rhone valley, shipping, oil storage facilities, and actual wire communications centers. More than 13,000

tons of high explosives were dropped during the course of these

attacks.

57
Bombers and fighters operated on a smaller scale against the several

air bases in the general Marseille area, where the enemy had dispersed his bomber force. From these bases, reconnaissance flights and

antishipping attacks were carried out, principally by Ju-88's.

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58
Commencing on 12 August, 3 days before the landings were to

be made, an intensive aerial assault was launched in an effort to knock

out the enemy's coastal defenses and to reduce as far as possible his

ability to inflict serious losses on the assault troops and materiel. On

12, 13, and 14 August, 1,652 heavy bombers dropped 3,839.2 tons of

bombs on 40 gun positions in the Marseille-Sete-Toulon-Savona-Genoa

area in a series of attacks coordinated with the Tactical Air Force.

Fighters swept the area, attacking coast-watcher and radar

installations.

N t~'~ • -.-. .

S59
Accomplishing the first heavy-bomber mass night take-off in

Fifteenth Air Force history, close to 400 B-17's and B-2 4's dropped

500 tons of xoo-pound bombs on the beaches in the Toulon-Cannes

region. The first wave attacked between 0700 and 0730 hours, half

an hour before the ground troops landed and secured the beachheads.

The success of these operations may be measured in terms of gun

positions knocked out and the notable lack of resistance, ground and

air, met by the assault waves, enabling them to gain assigned objectives rapidly and with minimum loss of life and materiel.

COMMUNICATIONS

In 3 days, 25-27 May, 14 strategically located marshalling yards in

the Marseille-Toulon-Lyon area were successfully bombed by 1,393

Fifteenth Air Force heavies. These yards served rail traffic from

Paris, the upper Rhone Valley, industrial centers of western Germany,

and Toulouse and other parts of western France-traffic which passes

through them en route to southeastern France and Italy, and westward

into the littoral zone of southern France.

Highly successful attacks at this time inflicted severe damage upon

repair facilities and locomotive roundhouses, particularly significant

because the bulk of southeastern France depends upon these yards.

To carry out essential repair and maintenance activities after these attacks, yards in other areas of France had to be used at a time when

intense Allied bombardment from the United Kingdom had rendered many of them completely or partially inoperative and had

seriously disrupted the entire French rail net. These blows also

served to impede the flow of military supplies within France proper,

as well as two-way movement between France and Italy.

By D-day it was apparent that coordinated attacks by MASAF and

MATAF had all but isolated the beachhead area (Cannes-Marseille)

from every direction. The only available route from the west was

over the one remaining bridge across the Rhone from Lyon to the sea

at Avignon, while direct traffic from Lyon was blocked, as were the

routes across the French-Italian frontier. The only other way open

was the line Grenoble-Marseille. The enemy found it all but impossible to bring reinforcements into the newly secured and rapidly

expanding Allied beachhead, and our troops surged forward at a rate

made possible by the bombardment of German communications.

6o U.S. GOVERNMENT PRINTING OFFICE, 1945