Part II
Growing pains?--hell, no, they wouldn't dare; there wasn't time. There were administrative and operational and professional requirements by the hundreds to be mastered but no growing pains as we normally know them. Christmas 1943 had since gone by and what little breather we had was a thing of the past. Believe it or not, however, even in those early days there were positive signs that things were starting to fall into place; a team was actually beginning to develop. Some personnel attrition, of course, was necessarily experienced but the melding of the 34th was rapidly becoming an actuality. So much so that our "P.O.M." (Preparation for Overseas Movement -- field maneuvers which you may remember took place in part at Gainesville, Texas) -- evaluation was advanced several weeks ahead of the original schedule.
An outstanding team effort gave us an exceptionally high mark. The Washington and "Recce Group" professionals rating us said "We were ready". I can't say that all we amateurs were in complete agreement....Yes, we were beginning to put it together but, after all, it had just been a matter of days since we all got together initially and this was "big, big business" upon which we were about to embark--and our necks were on the line as well. At any rate the net result found the 34th movement status advanced three slots to number one on the training group's alert board. This apparently meant the "ETO"--not the "MED".
It was at this point that fate first intervened; it was to be a most important moment for the future of the men of the 34th Reconnaissance Squadron. As it turned out the 34th--originally slotted for shipment to the Mediterranean--due to its change in alert status, was to join the 30th and 31st supposedly already in place in the United Kingdom. The 32nd which subsequently took over our spot for the "Med" was doomed to disaster. Major John Zeugner, its CO, all the flying personnel and the bulk of the enlisted corps--all on one troop ship which also carried a heavy cargo of explosive ammunitions in convoy to the Mediterranean--were torpedoed by German "U-boats" and all lives were lost. All I can say is that the all-out team effort in the early presentation of our squadron most certainly played an important role in the lives of the members of the 34th. I know that coin-toss in the "Boss' office" back in December was a "beaut". It did happen.
We were ready, all right--but, I think our status was best exemplified one evening by the cogent remarks of corporal "Pop" Kerr. It was a clear, cold afternoon outside our temporary headquarters building at Will Rogers where I had called the squadron together to announce that the 34th was officially alerted for Overseas Movement. Unfortunately, in one case at least, it was also "pay day". With money in his pockets Corporal Kerr was off for an evening of lighter life in "Oak City" and after a few (?) turned in a fire alarm directly in front of the Black Hotel. Fire equipment along with the MPs responded almost immediately and queried "Pop" who had remained staunchly at his post--the alarm box.
"Where's the fire, soldier". "Pop" without hesitation, retorted: "Haven't you heard, the 34th's hot". Well, Corporal Kerr was soon a private, but yes, the word was out the "Thirty Fourth was hot". A few days at a more leisurely pace were most welcome. Self-satisfied that each had done his part (in actuality, the squadron almost to a man had demostrated exceptional preparatory team effort) found most members momentarily somewhat overawed with their early accomplishments. All well enough, realization of actual existance in a combat zone and production as a unit "under fire" was yet to come. Even so the first challenge had been met and the 34th was alert and ready for the more critical challenges which remained to be faced.
Personnel leaves and furloughs up to six days were the issue of the moment. Those of us living in the West and Midwest took advantage of this last opportunity to visit our homes, families and/or girl friends...while those living on the Eastern Seaboard anxiously anticipated the squadron's arrival at the Port of Embarkation to reap similar benefits. Our spies had informed us that both the 30th and 31st had been recipients of lengthy furloughs as well as passes while at the port. Great...but it just wasn't to be for the 34th.
But, right now we were still at Will Rogers and it was "damn" the packing cases, let's let off steam and have a party. Utilization of expendable squadron funds found a useful purpose. The 34th "going-away party" with most personnel in attendance took place at the Towers Hotel in Oklahoma City. It was a "beaut" with all the trimmings--including a name band. We even invited a few of the Training Group Headquarters personnel as guests--I guess we always had a tendency to overdo a good thing. One overly efficious Major ("a ground-pounder" if my memory serves me correctly) after enjoying our hospitality until the wee hours brought forth charges of a few instances of "mixed drinking" between enlisted men and officers (remember in those days the "book" strongly suggested that this was a "no-no"). At any rate, yours truly, per special request visited the Group Commander's carpet the following morning. Thank goodness, he was a recent returnee from an extended combat tour and his approach to the matter was short and sweet. In an atmosphere of complete seriousness "Hayes" was officially confined to the post for ten days--that was during "daylight hours only" (except when carrying out my flying duties)--and then dismissed from his office. (Thank you, Colonel Dunn. Sorry you couldn't make the party but consider yourself an honorary member of the 34th--always, you really would have fit".)
During the last few days of our stay at Will Rogers time was spent in last-minute packing preparation and other final accomplishments. Pilots, particularly those of us newly checked out in the F-5 spent all the time possible getting acquainted and trying to master the equipment and procedures we would be using in combat.
Winter 1943/44 - John Fox prepares to go out on a training hop from a snow covered Will Rogers Field, Oklahoma City. This shot of the ramp shows an interesting collection of F-4s, F-5s and F-10 Mitchells in a variety of camoflage schemes which include haze, synthetic haze and olive drab over grey. Notice the way the canopy of the early Lightning opens to the right -- not straight back as with later models. (Eugene Brewer)" Of course, there's always a "curtain closer" and after all the trouble I had stirred up during the past few weeks I guess it was appropriate for the "old man" to play the role of "goat". Returning from a five-hour-plus photo training mission to New Orleans, St Louis and back home (somewhat bored with it all), I thought it prudent to practice some single-engine procedures. This was fine but for some reason (pilot stupidity, no doubt) I was unable to restart the "feathered engine: (Well, no problem, after all, these "birds" were built to bring you home on one engine). While on my final approach I noticed an airliner at the end of the runway. Mistakenly, believing he was in-process of taking off I tried to go around for another pass but "no soap". I couldn't keep her on line and wound up chasing our own John Fox--tower control officer that day--and the regular Will Rogers tower personnel from their "roost" while I hurdled the tower, hopped over the main highway south and with a life-saving assist from the "almighty" bellied the aircraft to a "routine landing" in a neighborly ranchers lower forty. ("Stupid" you're suppose to land these things on the runway and leave the cattle-rustling to the cowpokes and their ponies".)
The "Day" finally came. Per paragraph 5 of special order #65 "the flying echelon of the squadron would proceed without delay to Hunter Field, Savannah, Georgia for the final processing and equipping upon completion of which we would then proceed without delay (of course) to Camp Kilmer, New Jersey for overseas embarkation." The Ground echelon, per similar order, "would proceed without delay (naturally) direct to Camp Kilmer." We had all been prepared for this action and were rarin' to go. Our shipment number was "5254-Y".
Five days later via the Central of Georgia railroad the pilots lumbered into Hunter Field, Savannah, Georgia and received their final processing, flying equipment and subsequently again entrained for direct and rapid movement (without delay, that was) for New Jersey. As our entrepid engineer turned into each and every siding to enable the Miami-bound "high-balls" loaded with waving tourists to speed past southward for the winter season, we proceeded northward towards our destination without delay! Patience and determination won out, however, and we finally "streaked" (the last 10 or fifteen miles in reverse--no less) into the marshalling yards of Camp Kilmer to join our beloved compatriots already in place. Well, now, at any rate, while awating our ship assignment, final leaves, furloughs and passes to visit "the Big City" city would be in the offing. After all, "our spies" had given us the good word.
Our "Admin" section had all the works in the mill. Good Old Stu Moss and Hal Vaughn (our 19-year old squadron clerk and the 34th's answer to M.A.S.H.'s "Radar") had all the leaves and furloughs all ready for signature for those who had not been home yet and passes on a rotational basis to the "Big Apple" for those wanting them. It really looked like this would all "gel" on the morrow.
Sure 'nuf the morrow came, the sun rose but then everything stopped. The roof literally fell in and the scenario was radically changed: "no leaves; no furloughs; no passes". The 34th was placed on alert and informed to prepare without delay, of course, for early if not even immediate departure for the "port" for final embarkation.
What a festive overseas departure for the 34th: a time consuming journey by rail across half the United States; anticipated farewell festivities in the "Big City" scrubbed; and now the way things were going, probably a slow boat via the "scenic route" to China. Actually, it was just, "get the lead out, grab your socks and get with it; we're movin' out."
After the trials and tribulations of the past several weeks we were all cocky enough to feel that the 34th was ready to face any challenges yet to come. But this one was totally unexpected. A last-minute meeting to announce the news officially and hopefully to soften the blow of all the rumors in circulation was a complete failure--even a few welcomed-remarks from Ray Beckley, our only seasoned "European", helped little. There was just no way to equate the advantages of a wintry North Atlantic "cruise vacation" to the comparable few days of fun and frolics in New York City--particularly to those, and there were a good many, who could practically see their homes from the rail of our "cruise ship" to be.
This time they really meant it though; we finally had run across someone who knew what they were talking about when the words "without delay" came from his lips. Within hours--it seemed like minutes--we were off for the "Port".
Under cover of darkness on 21 March 1944 "Shipment 5254-Y" bedecked in full battle dress, detrained once again and marched aboard our "North Atlantic Cruise Ship". And would you believe it! We had drawn the "Pride of the Seas", the Queen Mary. Approximately 350 strong we represented the finishing touch to some 17,000 other warm & crowded bodies already aboard and waiting. We were the last full unit to board. Our enlisted men were immediately escorted directly below to the bowels of the ship, "E Deck"! And as one of the newly appointed "E Deck" commanders I had the honor of joining them.
Cunard Line's RMS Queen Mary proudly steams into New York Harbour 20-June, 1945. Known as the "Grey Ghost", because of her wartime grey paint scheme, she carried the 34th PRS to Europe coincidentally on her 34th eastward voyage -- departing New York the night of 21-March, 1944 and arriving in Gourock, Scotland 27-March. (Naval Historical Foundation Service) With "no delay" the "Queen" steamed from her berth out of the narrows of New York harbor during the night hours and was well to sea by the time we saw daylight once again. It was a rough but rapid crossing. With 17,000 plus troops aboard there was little time or room for parading the upper decks. It was a mass of mankind in a relatively confined area. Even the seasick, and there were many, had to elbow their way to the rail--few making it. But I assure you, the "Limey" outfit running this "show" really knew what was going on and what had to be done. It was organized to a "T".
Other than the gales and continuous high seas the only incident occurred on the third night out. Rumor had it that a German "wolfpack" was hard on our tail. At any rate during the night the "Queen" did make a sudden 90 degree turn to the North and drawing full steam must have headed direct for the "Ice Pack" before turning eastward once again. If one dared stick his nose out for a bit of fresh air it was cold, cold, cold. (Incidentally, one of the least publicized but also more reliable post-war secrets attributed that Hitler had posted a $1,000,000 reward for the "U-boat" skipper and crew that nailed the "Queen" on one of her fully-loaded east-bound crossings--Pleasant Dreams.)
No matter how fast or uneventful our crossing was it wasn't fast enough. It was, indeed, a great relief when we heard the rattle of anchor chains running out on the morning of the sixth day in the Firth of Clyde just outside Glasgow, Scotland. The disposition of the 17,000 troops was executed expeditiously. With minimum delay the 34th had said good bye to the "Queen of the Seas" and boarded English Coaches for a final train ride south. There wasn't time for a quick eighteen at St. Andrews in fact all of the Scottish historic golf courses, like those in England, had been "extra-well trapped" to discourage any extracurricular activity by the German Luftwaffe and "friends".
