J Lippard Old, Bold Pilots

The basis of our training was rather unique. The CO and a small group of older, higher ranking and experienced C-47 pilots formed the nucleus from which Operations Officers, Squadron Commanders, etc. had been selected. Next Flight Commanders were selected and trained on the basis of rank, hours flown and types of airplanes they had previously flown. These were not textbook procedures but even to his dislike, were one the CO had to abide with because of the time constraints he had been given. First Lt. Benson was the Flight Leader of Flight Five of the Fourth Combat Cargo Squadron and thus became my immediate superior. He had previously flown twin engine bombers. In only a few hours he had been checked out by our Squadron Operations officer. Lt. Benson took another pilot and me on an orientation flight where we alternated between observing and flying co-pilot. After we had changed positions between flying the most elementary maneuvers and observing for less than an hour he proceeded to demonstrate an approach and landing. I was an observer at this time and was standing between the pilot and co-pilot. As you might know this was clearly a violation since during all take-off's and landings all on board were to be seated in buckled in with a seat belt. This was my first time in a C-47 but I knew from flights on other aircraft that we were approaching the runway too high and too fast. I decided he was going to make a touch and go landing but that was not the case because he put it on the ground and started braking. We ended up going through a chain link fence at the end of the runway and came to a stop on a golf course adjoining the runway. Even though I was standing it was not too difficult to hold on preventing any injury. The damage to the airplane was minimal with the propellers suffering the worst damage. There were some scratches plus some antenna being removed. I later learned the Lt. Benson had been checked out only the day before and that consisted on only two or three short flights and landings

The next day I was taught by our Assistant Operations officer, Capt. Sprague, who followed through as I did, requested maneuvers. I shot several touch and go landings before practicing some full stop landing. This flight gave me a feel for the airplane with both its capabilities and limitations. While parking the airplane, Capt. Sprague bumped the wing tip of a parked plane doing only minor damage to both aircraft. Capt. Sprague was a Command Pilot indicating that he had many flying hours and had served as a pilot for some time. The captains home town was Memphis, Tennessee and had served several years as a C.A.A. inspector, who tested and licensed private and commercial pilots in that area. He, like many others did not realize just how much room it took to park an airplane with a wingspan exceeding one hundred feet.

Two days, two flights, and two accidents was not the best beginning in probably the safest and most durable aircraft ever made up to that time. Late that same afternoon I again flew with another Squadrons Operation officer and after reviewing exercises covered on previous flights I shot several touch and go landing. It was getting dark enough so that the runway lights had been turned on and we were using landing lights on the airplane when the instructor told me to so some night landing. When we got to Operations he congratulated me and told me I was checked out for day and night flying in the C-47 airplane. In three days I was checked out, as was the case with many of the newly arrived pilots. We learned much about our airplanes in ground school but this was actually the last regularly scheduled training flight most of us ever received in C-47.

Even though we were all soon checked out and qualified to fly first pilot, many of us being younger and least experienced, on most exercised the older, and senior ranking pilots signed in as pilots. Some of these pilots would divide pilot and co-pilot time with us. This procedure continued when were later flying overseas. Those of us who had arrived from Mather Field, (Sacramento) were the least experienced and had served the shortest time as commissioned officers in the group. With the exception of the older former airline pilots the Sacraments pilots were soon recognized as the best instrument pilots in the group which pleased our commanding officer. Looking back after we completed our combat tour this contingent proved to be a very essential and vital cog in this Group's many accomplishments while overseas. We became a highly decorated unit for doing what our CO called "getting the job done".

Lt. James F. Lippard (From original manuscript made available by James F. Lippards widow, Clara Lippard, which was written after his retirement.) Ed. Note: Old Air Force Motto. There are Old Pilots and Bold Pilots, but there are no Old, Bold Pilots. S/Sgt. Herb Patton

I am looking for former members of the 3rd Combat Cargo Group, 1st, Combat Cargo Group, 2nd Combat Cargo Group and the 4th Combat Cargo Group. In fact I would like to hear from anyone who flew over the Hump during WW II, or flew any Combat Cargo Missions at any time (Berlin Air-Lift, Korea, etc.)

Please e-mail comment, suggestions, corrections,etc to: bill@comcar.org

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