Navigation In Europe

by Lt. Richard A. Cawley

THE EUROPEAN theatre, with headquarters in England, includes missions over France, Belgium, Holland, Norway and Germany. Our outfit flew B-17Fs which were very satisfactory because of their ability to withstand some of the general conditions encountered. Flak was generally intense and accurate over the targets and along the flight route. Often there was very intensive fighter opposition. My opinion is that the German pilots are very skillful and courageous. Weather conditions are often bad. Ground fogs, complete over and undercasts and various frontal activities are often encountered in that geographic region.

Preparation for missions are complete and thorough. Most all of the crew members pay strict attention to briefing because it may or may not mean their safe return depending upon their application of the information which is furnished to them.

Navigation information is brought to the navigator by a printed "flimsy," with all the radio aids, wave-lengths and all signals both radio and flares indicated. A flight plan was dictated to all navigators and information as proper sectionals and mercators is given.

The weather is handled by the metro officer who gives a detailed report, using illustrated slides to show current weather activity and informing all as to the weather along the flight route.

Information about enemy defenses is given to all crew members by a thorough briefing as to probable number of enemy fighters stationed within 100 miles on each side of the flight route. Navigators also receive flak maps with anti-aircraft emplacements indicated.

Facilities for briefing are good. A briefing room is supplied with maps, camera slides, charts and diagrams. A very large amount of useful information is available at these briefings. The actual briefing is accomplished by various experts lecturing to the group.

Navigators prepare as much as possible before the flight. From the dictated flight plan he draws all his courses on the sectionals, and other maps that he may use. Then he compiles all the navigational information and gets it in readiness for use, then brings it out to the ship. After checking oxygen and guns he briefs the crew. In this briefing he covers the length, time, altitude, what opposition is expected, and when and where fighter escorts may be expected.

The lead navigator has complete responsibility for directing the wing on the mission. Navigation is his prime mission and he must know his exact position at all times. Pilotage is the best and most used means of navigation. It is vitally important to follow the briefed route as it is the quickest and safest. Often two navigators flew in the nose of the ship leading the wing.

It is also necessary for the navigators in other ships to know where they are at all times. The exact position is not as important as it is with the lead navigator, but each navigator must be able to give an immediate heading home in case it became necessary to return. Each navigator must make a note in his log of time, place and altitude of every observation of his crew. The ship designated as deputy leader, must know his position at all times and be prepared to assume the lead. Follow the pilot and pilotage are the best means for doing this.

Immediately after each mission all crew members are interrogated. The occurrences of the mission are covered and the navigator's log is the prime source of information. Many things are discussed, such as operation of en gines and equipment, enemy fighter tactics, amounts and types of flak, barrages, etc. Time, place, and altitude is necessary with all information, this aids in determining any new anti-aircraft emplacements.

Sectional maps of England and the continent are very accurate. In doing pilotage on the sectionals it is necessary, especially in England, to "walk" yourself along the map. Cities are very numerous and all of them look alike. If you lose your position it is extremely difficult to locate yourself again.

Radio aids are good and numerous. Splasher beacons are generally used most. They consist of stations broad casting on various wave lengths which are changed during the day. These changes are indicated on the "flimsy." In this way the enemy can not jam all the beams. It is best to check the readings on the radio compass on all wavelengths to ascertain whether the enemy is bending the beam to give a false reading. There are little stations scattered all over which will answer you if you are overhead and request aid.

Other aids which are very accurate cannot be disclosed in this publication. There are aids consisting of search light canopies over the base at night and occults and pundits to flash code signals and thereby identify the field. By flying a triangular pattern at night a search light will indicate the direction to a field. By following a chain of these lights a field can be located.

It is well that the navigator use care in handling all of his equipment. Plotters, dividers and watches are hard to get. Sectionals and log sheets are generally plentiful. The original navigation kit is hard to replace.

Generally the compass is the instrument most effected by combat conditions. Other instruments are rarely calibrated more than once. The compass is swung, compensated and calibrated once a month. Facilities for this are good. A compass expert is available and the navigator draws the curve. Very accurate results are obtained by ground swinging with a land compass.

Weather in general is on the not-so-good side. There is a great deal of ground fog and considerable frontal activity. It is not unusual to have a complete undercast when you are over the target and bombing must be made on instruments. It was often necessary to use all navigational aids to assemble the wing or return to the base.

From June 1944 LOG OF NAVIGATION
Vol. 2 No. 6

LOG OF NAVIGATION is the approved publication of the AAF Training Command. Permission granted to Army publications to reprint if credit line is given.

EDITORIAL OFFICES: Army Air Forces Instructor's School (Navigation) Selman Field, Monroe, Louisiana. Publishing Office: Gulf Publishing Company, 3301 Buffalo Drive, Houston, Texas. ADDRESS all correspondence concerning LOG OF NAVIGATION to Editorial Office.

Lt. Jack J. Wendell.................Log Director
S/Sgt. H. G. Congdon..............Ass. Director
Cpl. John P. Cowan................Art Director
Cpl. R. D. Schoenke...............Special Features Editor
S/Sgt. Arthur J. Daley.............Photo Editor