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 Sujet du message : Engineer aviation battalion
MessagePublié : dim. janv. 02, 2011 16:35 pm 
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Inscription : ven. sept. 28, 2007 12:41 pm
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Bonjour je recherche toutes informations sur l'Engineer Aviation Battalion qui a oeuvré à Creil en septembre 1944, le 833rd EAB apparement. Merci amicalement jph


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 Sujet du message : Re: Engineer aviation battalion
MessagePublié : ven. août 17, 2012 17:45 pm 
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Inscription : jeu. mars 17, 2011 12:02 pm
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Localisation : Mercin et Vaux (Aisne)
Bonjour

J’ignore si le 833rd EAB était à Creil.

Commandant le Lt Col. E. A. Galt, il débarque le 30 juin à Omaha
La C Coy reçoit, le 3 juillet, la responsabilité de l'entretien de la piste en SMT de A-6 la Londe.
La Coy B reçoit, le 3 juillet, la maintenance de A-7 Azeville
le 12 juillet le Bn est envoyé à Tour en Bessin pour y construire l'ALG A-13, mise en service le 28 juillet
puis Bolleville A-25C et jouxtant l'ALG, le 164th GEN HOSP autre spécialité du 833rd EAB
après je ne sais pas :oops:
Source: http://www.flickr.com/photos/mlq/772423 ... hotostream

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Michel
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 Sujet du message : Re: Engineer aviation battalion
MessagePublié : jeu. août 30, 2012 14:28 pm 
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Inscription : jeu. mars 17, 2011 12:02 pm
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Bonjour

Oui c'est bien le 833rd EAB
On 14 September the platoon of Company A at A-52C was relieved and moved to Airfield A-81C at Creil (Oise) where it took over maintenance which continued throughout the remainder of the month. On 1 October French civilian labor was employed to assist with the work. On 3 October repairs were begun on the north-south concrete runway which continued until 17 October when the unit was relieved of its mission and moved to A-55.
source:
http://www.ixengineercommand.com/units/ ... tory04.php

833rd Engineer Aviation Battalion (EAB)
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833rd EAB insignia
Insignia of the 833rd EAB

The 833rd was activated at McChord Field, Washington, in April 1942, and arrived in the United Kingdom in August 1942, where they were engaged in construction of heavy-bomber bases. The Battalion landed at St. Clair, Omaha Beach on the 30th of June, 1944, then moved across the continent building hospital evacuation strips, fighter-bomber bases, and other high-priority airfield construction.
Aviation Engineers in Mobile Warfare


Unit History


833rd EAB Unit History
Forward
United States
England
France X
Germany
Maps
Roster
In Memoriam


Under Construction
FRANCE

Toward the middle of the afternoon land was sighted ahead; and in a short time the anchor was let go at “Omaha Beach, red” off the coast of Normandy near the little village of St. Laurent-sur-Mer some twelve miles northwest of Bayeux.

A multitude of ships and craft of all types filled the waters off shore. Rising abruptly to the interior behind a narrow strip of beach were steep bluffs at the crest of which C-47’s were landing and taking off from a temporary landing strip.

Fortified inside with K Rations, outside with gas protective clothing, and staggering under the weight of packs, the men went over the ship’s side into LCVP’s (Landing Craft, Vehicle-Personnel) by which they were put ashore at “Omaha Beach, Red.”

Once on land they were directed to Transit Areas 3 and 4 a short distance inland; but some reached the wrong areas, and the entire unit was not fully assembled until about 2200 hours that night.

The heavy equipment serials under Lt. Stauffacher and Lt. Vodrey embarked at Southampton late on the night of 28 June, reached France about 1900 hours, 29 June, landed at “Omaha Beach, Red” about 1100 hours, 30 June, and proceeded to Transit Area No. 4 the same day.

Inasmuch as the Battalion had landed in the area of the 922nd Engineer Aviation Regiment, the commanding officer of that organization was contacted for instructions. Assuming that the Battalion had been assigned to the 922nd Engineer Aviation Regiment, he [Lt Col Pat Little], therefore, on 1 July furnished trucks to move the marching serial of the unit to a site two and one half miles south of Isigny where a landing ground was to be constructed. The heavy equipment of the Battalion moved to that area the same day. Along the way were signs reading “road cleared of mines to hedges”; and one was relieved to know that at the next turn of the wheels he would not be blown to pieces by anti-tank mines. Small French flags flew above the doors of many houses with an occasional United States or British flag.

By 2 July it had been learned that the Battalion was still assigned to the 926th Engineer Aviation Regiment; so arrangements were made to move to the command post of that Regiment near Chef du Pont (Manche). The actual movement was accomplished the same day.

Meanwhile, the light motor serial under Lt. Dixon landed at “Utah Beach Sugar Red,” east of Ste. Mere Eglise, at about 1200 hours, 30 June, had moved westward to the Assembly Area, and had then proceeded to the command post of the 926th Engineer Aviation Regiment; so that on July 2 the whole Battalion was assembled near Chef du Pont.

On 3 July Company C was assigned the responsibility of maintaining Airfield A-6 at Beauzeville (Manche) consisting of one SMT (Square Mesh Track) runway 120 feet wide and 5,000 feet long and hardstandings for 75 aircraft. While there they also constructed ten hardstandings and a road net and installed two 250-barrel gasoline storage tanks.

The same day Company B was assigned maintenance of Airfield A-7 at Azeville (Manche) consisting of one SMT runway 120 feet by 3,600 feet and hardstandings for 75 aircraft. The Company also constructed gravel and hardcore roat nets and laid French drain.

In view of the fact that all available battalions of the 922nd Engineer Aviation Regiment were already committed, on 12 July the 833rd Engineers were assigned the construction of medium bomber Airfield A-13 at Tour-en-Bessin (Calvados) to consist of two PSP runways each 120 feet wide and 5,000 feet long, taxiways, road net, and SMT hardstandings for 75 aircraft. The mission was to be completed in sixteen days. With the exception of one platoon of Company B (at A-7) and two platoons of Company C (at A-6), the whole Battalion moved to the new location. A reconnaissance had been made of the site for the field on 9 July; and an advance party consisting of one platoon of Company A and a surveying crew from Headquarters Company arrived on 10 July. Two days later layout of one runway was approved and at 1200 hours that day clearing and grubbing was commenced. Additional troops were assigned to the job to rush completion of the field. By 17 July the entire field was 25 percent complete, grubbing and clearing of runways, taxiways, and hardstandings being 65 percent complete and grading of same being about 33 percent complete. Three days later it was 50 percent complete, both runways having been finished except for welding. By the scheduled completion date, 28 July, the runways, marshalling areas, taxiways, hardstandings, and installation of two 250-barrel gasoline storage tanks had all been completed.
A-13 was the first two-runway airfield constructed by United States troops in France; it was the first field built there by United States troops with runways of PSP; and it was the first field constructed by United States troops in France on a site which had been reconnoitered from the air. The airfield is a special tribute to the Battalion in view of the fact that the site had been disapproved by the British who maintained that it would be impossible to build an airfield there. On 28 July the Battalion was relieved of its mission at A-13 and was assigned the mission of constructing Airfield A-25C near Bollenville (Manche) with a completion date of 14 August. This Evacuation Strip involved construction of one runway 120 feet by 3,600 feet of PBS (Prefabricated Bituminous Surfacing) and SMT, a parking area 300 feet by 3,000 feet of the same materials, and three tracked areas 42 feet by 3,000 feet of BRC. Movement from A-13 began at 2300 hours, 28 July; and construction of A-25C was begun at 1800 hours the following day. By noon on 31 July clearing and grubbing of the runway had been half finished and was completed at 1200 hours, 4 August. Grading of the runway was completed three days later. By noon on 8 August the field was 50 percent complete. On 7 August the 1250-gallon Bituminous Material Distributor was destroyed by fire while a batch of solvent was being mixed; as a result, operations were held up for four hours when mixing was resumed by hand. On 10 August word was received of modifications to the field which cut the parking area to 200 feet by 2,000 feet; but lack of exact details delayed operations until a revised layout of the parking area was received at 1800 hours, 12 August. These modifications necessitated moving the completion date to 19 August. An extremely high wind on 14 August delayed laying of PBS for twelve hours; and it also ripped open temporarily sealed joints. The same day a soft spot 100 feet by 120 feet in the runway where an old roadway crossed was taken out, recompacted, and re-laid during the night of 14-15 August. By 17 August the field was 99 percent complete; and the following day the 877th Airborne Engineer Aviation Battalion. was assigned the mission of maintaining the field. With its runway and apron of PBS and SMT, A-25C was the first airfield of its type constructed by United States troops in France. As the United States Third Army swept southeastward across France, the Engineer Aviation Battalions of the 926th Regiment were rushed forward to construct the airfieldsso that the Air Forces could coverthe drive. On 4 August the 833rd Engineers reconnoitered twelve possible fighter strip sites near Villedieulas Poeles (Manche); and on 8 August two reconnaissance parties were sent to the advance headquarters of the Regiment near Fougeres (Ille-et-Vilaine). Having been instructed to move to the forward area, on 15 August advance elements of the Battalion, composed of Company C and a serial of Headquarters Company moved out of Bolleville and went into bivouac near Landean in the Forest of Fougeres. Three days later Company A and the remainder of Headquarters Company moved to that location. Company B remained behind to seal cracks on the parking lot at A-25C. On 19 August the Battalion was assigned the mission of repairing Airfield A-39, an existing concrete airdrome near Chateaudu n (Eure-et-Loir). Company A moved to A-39 and began repairs on 20 August. On 22 August work was suspended due to the higher priority of A-40 at Chartres (Eure-et-Loir) and A-50C at Bricy (Loiret); however, when Company B arrived at Chateaudun the evening of 22 August they were assigned the mission at A-39, and work was resumed the next day. Repair of the main runway progressed satisfactorily: by 0900 hours, 26 August a strip 120 feet by 4,500 feet was operational; and at 1220 hours the first tactical mission was flown from the field. On 29 August the north taxiway loop was operational with by-passes around areas under repair; and on 31 August three 15,000-gallon gasoline storage tanks were in operation while four more such tanks were being repaired and cleaned. By 1 September a strip 120 feet by 7,375 feet wasoperational. On 3 September 42 French civilians were engaged to rush completion of repairs on the taxiway. Repair and maintenance were proceeding satisfactorily when the Battalron was relieved of their mission at the field on 6 September. At 2400 hours, 20 August the Battalion was assigned the mission of repairing Airfield A-40, an existing concrete airdrome at Chartres (Eure-et- Loir); and Company C began this work the following day. Repair of the runway and taxiway moved forward rapidly: at 0800 hours, 26 August a strip 260 feet by 4,000 feet was operational; and a 130 foot extensron was completed two days later. Grading was delayed by rain; but by the end of the month grading of a 450 foot over-run and a 2,320 foot extension on the runway had been completed. Unloading of PSP was begun at Jouy on 30 August; by 4 September 30 percent of the PSP had been laid on the runway; and 75 percent had been laid when the Battalion was relieved of their mission at A-40 on 6 September. At 1600 hours, 21 August the Battalion was assigned the mission of repairing Airfield A-50C, an existrng concrete airdrome at Brrcy (Loiret) which wasto be used as aTransport and Evacuation Strip. Repairs were commenced by Company A at 0700 hours the following morning; and at 1200 hours, 24 August a strip 120 feet by 3,600 feet was operational. All repairs to the runway were completed the following day; and the first tactical missron was flown from the field at 1030 hours. On 27 August work was rushed through all daylight hours to repair patches which had settled under the heavy traffic. Repairs continued on craters and on patches on the taxiway which had been done previously by the Germans. On 7 September all of Company A moved to the freld; and repair and maintenance continued until 14 September when the Battalion was relieved of their mission at A-50C. As the Allied drive across France slowed down and came to a stop during the latter part of the summer, IX Engineer Command inaugurated a program to marntain the airfields which then stretched all the way across the country. It was decided that the necessary maintenance work should be carrred on under a system of rotation whereby battalions at the front would be rotated to the rear areas while those in the rear would move to the front. The Battalion was assigned the mission of maintaining Airfields A-35 at Le Mans (Sarthe), A-36 at St. Leonard (Sarthe), A-37 at Lombron (Sarthe), A-38 at Montreuil-le-Chetif (Sarthe), A-43 at St. Marceau (Sarthe), A-44 at Peray (Sarthe), A-45 at Lonrai (Orne), A-50C, and A-52C. On 7 September advance parties from the Battalion were sent out to locate bivouac areas in the Le Mans region; and the following day serials moved out and set up Company B command post at A-35, Company C command post at A-43, Headquarters Company command post in the outskirts of Le Mans, and the Battalion command post in the Chateau de Vaux at Yvre I'Eveque some five miles northeast of Le Mans. On 11 September Company A was assigned the responsibility of maintaining A-50C and A-52C; Company B, A-35, A-36, and A-37; and Company C, A-38, A-43, A-44, and A-45. This responsibility involved maintenance of the following listed items on these fields in this order of priority: Runways, taxiways, hardstandings, airfield markings, gasoline storage installations, road nets, and general improvements. Operators and equipment from Headquarters were to be distributed among the fields according to needs. At 0800 hours, 29 August one platoon of Company A began the repair of the turf runway at Airfield A-52C near Etampes (Seine-et-Oise); and at 1200 hours the field was declared operational. The following morning the first planes landed. Construction was commenced on a 450 foot over-run, and airfield markers and signs were erected. On 5 September 105,000-gallon gasoline and 15,000- gallon diesel storage were available. Filling of craters continued along with general maintenance until 13 September when the Battalion was relieved of the mission at A-52C. The runway at A-35 was in a very rough and rutted condition as a result of which on 10 September planes tore upabout 1,000 square yards of PBS so that the field was declared unsatisfactory. Company B endeavored to repair the cloth, but to have put the field in good shape would have required several days' work involving a re-grading and relaying of surfacing on the runway. Surplus materials were removed from the field and loaded on railway cars at Le Mans for shipment to IX Engineer Command. Maintenance was continued until 27 September when the field was abandoned. A-37 had not yet been completed, was not operational, and was not ready for maintenance when the Battalion was assigned the mission of maintaining it. On 10 September one platoon of Company B began to assist the 834th Engineers in the repair of soft spots in the runway; but on 13 September the platoon was withdrawn and moved to A-35. On 23 September surplus materials were collected from the field and loaded for shipment from Monfort. The field was abandoned two days later. A-36 was maintained without'incident from 9 to 25 September when it was abandoned. A squad from Company C began maintenance of A-38 on 9 September; however, when Company A was relieved from their assignment at A-50C on 14 September, they moved to A-38 and carried on necessary work. Surplus materials were collected from the field on 23 September and loaded for shipment from Le Mans. Maintenance was continued until 15 October. Maintenance of A-43 was commenced by Company C on 9 Septernber and continued without incident. On 23 September excess materials were collected and loaded for shipment from Le Mans. The field was abandoned on 25 September. Maintenance of A-44 by Company C commenced on 9 September and continued without incident until 25 September when the field was abandoned. Excess materials were collected and loaded for shipment from Montfort on 23 September. The runway at A-45 was in very poor condition when the field was taken over by Company C and would have required considerable work to put it in good condition. On 23 September surplus materials were collected from the field and loaded for shipment from Lonrai. Maintenance continued until 25 September when the field was abandoned. On 14 September the platoon of Company A at A-52C was relieved and moved to Airfield A-81C at Creil (Oise) where it took over maintenance which continued throughout the remainder of the month. On 1 October French civilian labor was employed to assist with the work. On 3 October repairs were begun on the north-south concrete runway which continued until 17 October when the unit was relieved of its mission and moved to A-55. On 26 September Company B began maintenance of Airfield A-42D at Villacoublay (Seine). French civilian labor was engaged to assist with the work. On 24 October the using units requested construction of a new taxiway connecting the runway with No. 5 Hangar. This request was approved four days later; and it was estimated that the job would require 7,000 cubic yards of hardcore placed at an average depth of twelve inches over the 4,700 foot strip and that forty 2%-ton dump trucks would be required for four weeks to haul the material. Investigation was made for suitable fill material and hardcore; and on 1 November work was begun with civilians laying coarse rock by hand and loading and unloading trucks by hand. On 3 November troops and civilians began to rebuild craters on the runway at night under carbide lights. Work on the taxiway continued; but the heavy rains created such a sea of mud that trucks had to be towed through it by D-4's. Laying of drain tile was commenced, and the trunk drains had been completed on 29 November. On 17 November they began to set up a civilian tarmac plant on the field. On 22 November the Air Corps requested a new lighting system and a taxiway about 450 feet long from the runway to the 42nd Air Depot Group area. Work on the base course and tarmacadam surface of the taxiway was progressing satisfactorily as well as laying of hardcore and installation of drains. From 1 December onward construction of the taxiway was slowed up due to a lack of gravel for tarmac which was caused by high water in the Seine River where the gravel plant was operating. Troops and civilians continued work on drainage and repair of ring access road, building of taxiway to the hangars occupied by the French forces, and on airfield lighting until 12 December when the job was taken over by the 937th Engineer Aviation Camouflage Battalion. On 27 September the Battalion command post was moved from Yvre I'Eveque to Bretigny where Headquarters Company already was established in a chateau formerly used as a school by the Jesuits. On 27 September Lt. Strieby and a platoon of Company A, operating from A-38, began dismantling of aviation petrol storage tanks and assemblage of surplus equipment at abandoned airfields in the vicinity. By 30 September those at A-37, A-44, and A-45 had been crated ready forshipment to IX Engineer Command at Paris; on 3 October those at A-41 were loaded; and the following day those at A-36 were loaded at Le Mans. The platoon moved to A-4 at Deux Jumeaux (Calvados) on 11 October to close the fields in Normandy; a second platoon followed four days later, and work went forward on A-2 at Cricqueville (Calvados), A-3 at Cardonville (Calvados), A-4, A-13, and A-22C at Colleville (Calvados). On 20 October one platoon and the Company Headquarters moved to A-55. The remaining platoon moved to A-14 at Cretteville (Manche) on 28 October and carried on its work until 12 November when it was relieved from this mission and moved to A-55. Dismantling had also been accomplished on the following fields: A-6, A-7, A-8N at Picauville (Manche), A-9D at Le Molay (Calvados), A-15 at Maupertus (Manche), A-16 at Brucheville (Manche), A-17 at Meautis (Manche), A-18 at St. Jean de Daye (Manche), A-19 at La Vieilie (Calvados), A-20 at Lessay (Manche), A-21C at St. Laurent-sur-Mer (Calvados), A-24C at Biniville (Manche), A-26 at Gorges (Manche), A-30C at Courtils (Manche), and A-43. Company B took over maintenance of Airfield A-55 at Melun (Seine-et-Marne) on 27 September. French civilian laborwas employed to expedite the work which proceeded satisfactorily. By 18 October, however, concrete repairs to craters on both runways were settling and causing considerable trouble. The concrete, which had been reinforced with German steel grid, had to be removed from the craters and the craters re-filled and surfaced with tarmac. One runway was closed for these repairs, and the other one was expected to go out at any time. Two days later craters had also settled in the taxiway. On 22 October a French mud jack was secured and employed to repair settled spots in the north-south runway. Commencing on 27 October repairs were effected on the drainage system, bombing of which had resulted in flooding of small areas. On 4 November maintenance was turned over to the 937th Engineer Aviation Camouflage Battalion. On 27 September a detail of Company C men from A-40 began maintenance of Airfield A-41 at Dreux (Eure-et-Loir). French civilian labor was employed to assist in the work which continued until 18 October when the using unit moved ahead and all services were terminated. On 27 September a detail of Company B men from A-42D began maintenance of Airfield A-48 at Bretigny (Seine-et-Oise) and planes were operating from the field three days later. On 1 October personnel of the Battalion S-3 Section took over from Company B; and French civilian labor was employed toassist with the work. Maintenance and construction were turned over to the 937th Engineers on 3 November. On 27 September Company B began maintenance of Airfield A-58 at Coulommiers (Seine-et- Marne). French civilian labor was shortly employed to assist in the work. Due to hasty repair of bomb craters in the beginning, by 18 Octoberabout three fourths of them had settled and had to be re-excavated, re-filled, compacted, and re-surfaced. This operation continued for some time. The drainage system also required constant attention. One motor fuel area fortrucks was gravelled; and on 3 November construction was commenced on a one-way road around field Headquarters at the Chateau. General repair of the east-west runway continued until the unit was relieved of its mission on 9 November by the 937th Engineers. On 17 October a platoon of Company A arrived at A-55 and the followrng mornrng began construction of a Tactical Air Depot. Delay in construction was caused by a re-siting of the hangars which also necessrtated moving of materrals for two Butler hangars, two Romney huts, and 400 tons of PSP for floors, aprons, and approaches to the new site. A second platoon and the Company Headquarters arrived on 20 Octoberto assist with the work which was being hampered by shortage of particular items of supply. On 15 November one Butler hangar was completed except for Sommerfeld stakes for holding down the PSP; and the second hangar was turned over to the Air Corps two days later. When the 937th Engineer Avlatron Camouflage Battalron took over the mission of construction on 23 November, the Company had completed two Butler hangars with floors and approaches, six Romney huts with floors and three approaches, and 90 percent of the hardstandings. On 21 October one platoon of Company C moved to Alrfield A-74 at Cambrai (Nord); the field, however, was not taken over for malntenance until 1 November. The two runways and taxiways were In fairly good condition except for some craters. French civrlran labor was employed to assist with the work of repair. On 17 November the Air Corps requested construction of 20 new PSP hardstandrngscompletron of whrch was delayed until the end of December due to lack of materials. The taxiways were wldened with hardcore; the bomb fuse building, the control tower, the water system and water supplygravrty tank, the approach lights, the access roads, the supply buildings, and the fence around the field were repalred. A road was built to the control tower; the PSP hardstandings were connected to the taxiway with a tarmac roadway; and the Air Corps was assrsted in the erection of BRC Hessian huts A grader and a sweeper were employed in removal of snow from the runways and taxiways. On 21 January orders were received to construct one Butler hangar with PSP floor and approaches and to construct a metal cover on the existing Butler hangar. (The latter one was damaged the followrng day by a heavy snow fall and high wind.) On 6 February a platoon of Company B began to haul materials from A-70 for the metal cover on the hangar On 8 February the platoon of Company C was moved to A-72; and Company B took over the missron at A-74. One barracks was constructed for the Arr Corps; and on 18 February a second one was begun. On 24 February Company B was relreved of the mission at A-74. On 21 October a platoon and the command post of Company C moved to Airfield A-72 at Perrone (Somme). The field had not been taken over for marntenance, but a survey showed the runways to be in excellent condition, there being only two or three holes in the main runway. Reparr of the craters was begun; and French civilians were employed to assist with this job. Roads were constructed to the ammunitron dump and from the control tower to both runways; while roads to the combat crew quarters, the bomb disposal area, and rn the Mons en Chausses were repaired. Hardcore parking areas were constructed at the control tower and for vehicle parking at the 1st Pathfinder Group area. A shooting-in-butt was commenced; a sump was excavated for drainage of the taxiways; and 40 additional hardstandings were constructed with rock base and PSP surface. The Battalion received a letter of commendation from the Commanding Officer, 2nd Airfield Maintenance Regiment (Provisional), for the fine work done on these hardstandings which were constructed during very bad weather. The transformer building and the approach lights were repaired; while new power lines were erected to replace the underground system which was giving trouble. A 250-barrel gas storage tank was erected; a mixing plant was set up to provide concrete for repairs to the runways and taxiways; an existing damaged hangar was contracted for repair; and brick-work was done on supply buildings. During the latter part of December night work was discontinued due to enemy straffing. At this time also all available men and equipment were used to keep the runways and taxiways free of snow. A second platoon of Company C arrived at the field on 8 February. Civilian labor was used to advantage on maintenance of runways, taxiways, and roads; on the central mixing plant for concreting operations, and on unloading of cement. Some , 25 civilians were employed at night loading hardcore so as to enable troops to have full use of vehicles for daytime operations. Two civilian power brooms were employed sweeping runways and taxiways; and one French roller and two M-yard mixers were used. The Battalion was relieved of its mission at the field on 24 February. On 26 October Company C took over maintenance of Airfield A-71 at Clastres (Aisne). Two runways of the field were in good condition, but the third one was useable only as hardstandings. The taxiways were mostly good except the southeastern portion which required frequent repairs. Rain was a constant source of trouble. During its tenure of the field the unit constructed SMT-PBS hutsat the Group motor pool, a BRC-PBS mess hut, a house for the Link Trainer, a shooting-in-butt, revetments with hardcore floors for bomb storage in each squadron area, and twelve hardstandings requiring about 24,000 square feet of PSP A Group motor pool hardstanding area was built of rubble from demolished buildings as well as a road from the taxiway to the MP gate and a turn-about at the bomb dump. Gas tanks were drained and sealed. A central mixing plant was set up for concreting operations. Civilian labor was employed on repair of runways, taxiways, and other projects. On 18 February 1945 materials were received for construction of one Butler hangar; but the unit was relieved of its mission on 24 February when the field was taken over by the 843rd Engineers. Having gradually moved forward from the area of the 1st Airfield Maintenance Regiment (Provisional), the Battalion on 27 October was relieved from attached to that organization and was attached to the 2nd Airfield Maintenance Regiment (Provisional). Due to the fact that the Jesuits were anxious to reopen their school in the chateau at Bretigny, on 27 October the Battalion command post moved to Le Francport near Compiegne (Oise). Headquarters Company moved into German Barracks at Rethondes nearby. This arrangement did not last long, however; for Headquarters, United States Strategic Air Forces in Europe, wanted the site; and on 10 November the command post and company moved to the Chateau de Mailly at Urcel, near Laon (Aisne), where they remained during the remainder of the maintenance period. A platoon of Company C arrived at Airfield A-69 at Laon (Aisne) on 31 October and began maintenance of the field. The east taxiway was badly cratered. Fifty Polish civilians were secured to assist with the work. Three mixers were set up and craters in the taxiways and runway were filled and surfaced with cement found on the site. The rain was a constant source of trouble and caused many drainage problems. The unit was relieved of its mission at the field on 19 December. On 24 November the main body of Company A moved to Airfield A-64 at St. Dizier (Haute Marne) and began maintenance of that field. On 4 December they began to set up a central concrete mixing plant to pour patches on the runways, taxiways, and hardstandings. French civilian labor was also employed, and work moved forward on roads, drainage, and power lines. General maintenance continued until the job was taken over by the 825th Engineerson 12 December. During the latter period the Company was using twenty tons of cement and twenty cubic yardsof tarmac daily in its repair work. CompanyAbegan maintenanceof Airfield A-66 at Orconte (Marne) on 27 November. The following day the field was declared non-operational due to the softened condition of the subgrade and water on the runway. A "runway non-operational" sign was put up and the windsock removed. The field was dismantled and some of the construction material shipped to IX Engineer Command. On 18 December the unit moved to A-83. On 5 December Major Tracy was relieved from assignment to the Battalion and was returned to the United States to assist in the "implementation of the VHB (Very Heavy Bomber) program:' The same day Captain Krawitz, the Battalion Executive Officer, assumed command of the unit. Having been assigned to the Battalion as commanding officer, Major Edward A. Galt, formerly Executive Officer of the 924th Engineer Aviation Regiment, assumed command of the 833rd Engineers on 16 December. On 12 December Companies A and B were assigned the repair of Airfield A-68 at Juvincourt (Aisne) and began unloading PSP at Guignicourt nearby for taxiways and hardstandings. Two of the runwayswere in good condition while the third one was useable only for hardstandings. Before much had been accomplished on 19 December the Battalion was relieved of this mission which was taken over by the 825th Engineers. On 13 December the Battalion was assigned the mission of repairing an existing concrete airdrome, Airfield A-83, at Denain (Nord); and the main body of Companies A and B arrived on the site the following day. Work was begun immediately on a 375 foot extension to the runway, widening of 2,450 feet of existing taxiway from 33 to 40 feet, construction of 55 new hardstandings, and erection of three 250-barrel gas storage tanks. About 100 civilian laborers were employed on the field. Ten trucks from the 834th Engineers assisted the Battalion in hauling base course materials some seven miles from near Valenciennes. Despite the rain, snow, fog, and generally unfavorable conditions, all of the work was completed on schedule except for that requiring PSP which could not be secured in time. The Battalion also assisted the 876th Engineers in repairing the runway. On 16 January 1945 orders were received to set up TAD facilities including one Butler hangar with PSP floor and approaches, an additional apron 100 by 350 feet, 30 medium bomber hardstandings, and installation of electric power in three existing hangars. A short time later construction was ordered on another Butler hangar with PSP floor and approaches as well as the erection of a metal cover on the first Butler hangar. By 15 February TAD facilities were 72 percent complete, and all work was proceeding satisfactorily including construction of SMT-PBS huts and a three-lane access road when the Battalion was relieved of its mission on 24 February by the 862nd Engineers. The construction of the new hardstandings and extension of the runway during such adverse weather conditions received commendation from the Commanding Officer, 2nd Airfield Maintenance Regiment (Provisional). About all that can be said for life in France is that it was France instead of England. In Normandy it rained for days; and the mud was of a very superior type. After rising from the ground in the mist and rain, rubbing the kinks out of their backs, and dining heartily on a K Ration following their first night in France, the Battalion already took a dim view of operations in the field. A pup tent was found to be an extremely cozy place-by the time two men had put their blessed equipment inside there was no room for them; and it was just a bit provocative for one to sleep with a gas mask or a pair of big, muddy shoes in his face. Being "seasoned veterans" insofar as bombs were concerned, the men immediately set about digging in under the apple trees; but they soon discovered that slit trenches were damp, had no inner spring mattresses, and usuallywere half full of bugs of all varieties, not to mention the mosquitoes. At Chef du Pont the latter would almost eat a person up; and if one pulled his feet under the blankets to get away from them, his head protruded from the other end and was immediately subjected to the vicious attacks of those pesky, little rascals. Meals during those early days were one continual round of K Rations with an occasional 10-in-1; while at Bolleville later on it was an unending procession of C Rations. At Tour-en-Bessin it was lovely to sit under an apple tree eating dinner while the rain filled one's mess kit before he could finish. Medical attention, as usual, was confined to prescription of a couple of aspirin tablets with an added extolling of the virtues of halizone tablets and insecticide powder. The facilities for personal toilet were in keeping with the surroundings: a man secured a helmet full of cold water-wouldn't think of using hot!-from the nearest source and set to work. Shaving under those c~rcumstancesw as like being sklnned by an English barber. One took a bath In the good old helmet too and had an audience of French men, women, and children to boot. At Chef du Pont the fields were covered with smashed gliders in which the airborne troops had come over during the invasron; and the rows of white crosses in newly made cemeteries showed the price at which the beachhead had been established. The churches throughout the region were shot up as though the Nazis had srngled them out for use as special points of resistance; and the men had occasion to confirm earlier rumors when they ran across a German machine shop in a truck on the sides of which big red crosses had been painted. It was In Normandy that the unit encountered about the only real foe it ever met, namely, calvados. As a matter of fact, the Battalion had hardly hit the beach before some of the boys were I scrounging about for something to drink. They soon discovered that calvados was considerably more potent than the brew which they had found in England. I I Sleeping at Tour-en-Bessin was somewhat of a problem: after working from daylight to dark, a man hit his sack only to be annoyed by an intense antiarrcraft barrage which opened up about 2230 hours every night as regular as clock work. As the Krauts came overhead the ack-ack batteries nearby laid \ down a barrage just above the tree tops; and flak rained all over the place. With War Department Technical Manual 30-602 (French Phrase Book) In hand and sounding like a German who had lived among the French- Canad~anst,h e men attacked the French language with sanguinity and were soon astonishing the natives with such shrewd expressions as "Est-ce-que vous avez des oeufs?" "Je vous donnerai cigarettes pour calvados, monsieur;" and "Geeve me zee beefsteak rawr mit zee oniyon:' Meantime, those with darker desrgns approached the women with D Rations and: "Voulez-vous coucher avec moi, mademoiselle?" The French children were soon coming back at them with: "Cigarette pour papa, chocolat pour mama.. :' Undaunted by the sight of US helmets full of bullet holes lylng about in the ditches, by the tales of French cows and families being blown up by mines, or by warnings about the country being alive with enemy agents and snipers waiting for a chance to fall upon the unwary GI, with rifle at the ready the I men combed the region round about for souvenirs of any description. Not only did they find souvenirs, but they also found the bodies of US soldiers, unburied, alive with maggots, rotting in the open fields, and raising a stench that could be smelled for a mile. These facts were brought to the attention of persons responsible for taking care of such things. While constructing A-25C, the boys, occasionally in the evening, drove to the beach west of Bolle- I ville for a swim in the ocean or to Barneville to take In a movie and have a cup of coffee at the American Red Cross rest center there It was also whrle at this site that they began to buy sabots, wooden shoes, from the French to send home as souvenirs. In compliance with instructions from higher headquarters, on 19 July the Battalion began reorganization in accordance with a new Table of Organization and Equipment issued by the War Department on 15 May, 1944. The over-all changes between the TI0 of 1942 and the one of 1944 are as follows: The Battalion engineering officer was raised from captain to major; the Medical Detachment lost a captain for a first lieutenant; a chaplain with the rank of captain was added; and an assistant Battalion supply officer was added with rank of second lieutenant. A staff sergeant was added to each company, and each lost a sergeant; two technicians third grade were added to Headquarters Company and one to the Medical Detachment; six technicians fourth grade were added to Headquarters Company and four to each line company; nineteen technicians fifth grade were added to Headquarters Company, nine to each line company, and two to the Medical Detachment; twelve privates, first class, were cut from Headquarters Company, five from each line company, and two from the Medical Detachment; sixteen privates were cut from Headquarters Company, eight from each line company, and two from the Medical Detachment, including three basics from Headquarters Company and two from each line company. The main changes in equipment were as follows: Three D-4s and 3%-yard scrapers were replaced with D-7s and 8-yard scrapers and the total increased to eleven D-7s with angle-dozers and seven 8-yard scrapers. Three 12-yard motorized scrapers (Tou rnapul Is) were added. Two %-yard cranes were replaced with two %-yard cranes. The 8-ton trailers and 16-ton trailers were replaced with fourteen 20-ton trailers. Command and reconnaissance cars were replaced with %-ton weapons carriers. Three 6-ton prime movers and sixteen %-ton trailers were added. Having filled the apple orchards of Normandy with slit trenches, the Battalion abandoned that singular form of life and moved on to the stage of German barracks and chateaux. Moving out of Bolleville the Battalion proceeded through La Haye du Puits, Lessay (by-passed Coutances), Granville, Avranches, and St. James and went into bivouac for a couple of days in the Foret de Fougeres. The weather had been fine for travelling; but since the rain had stopped and the ground had dried out the almost unbroken line of military vehicles which streamed down the road in both directions raised a magnificent cloud of dust which hung over the entire countryside and made riding in the backof a truck a most delightful affair. While there was considerable wrecked and burned-out enemy equipment lining the road, it appeared as though the Krauts had been moving too fast through the region to do much fighting, and the towns were little damaged. It also appeared as though the MPs were working twenty-four hours a day or else the Germans were hanging up "OFF LIMITS" signs as they retreated; for every town through which the unit passed was so labelled. Having been assigned the mission of repairing airfields in the region south of Paris, the Battalion pushed on through Fourgeres, Laval, and Le Mans and completed the movement ending up with equipment scattered over the entire 250 miles from La Haye du Puits to Chateaudun! After this rapid hedgehop to the forward areas the Battalion set up camps at Chateaudun, Chartres, and Bricy and watched the Third Army move up. As a matter of fact, the unit had got so far to the front that they actually succeeded in coming into contact with the enemy. On 21 August a Reconnaissance Team from Company C ran into an enemy patrol near Chartres (more likely a few enemy stragglers), opened up on one with a cal .50 machine gun from the half-track, and succeeded in wounding and taking him prisoner. The following day a 6x6 full of Headquarters Company men executed a tour de force near Chateaudun by "capturing" half a dozen Krauts who had already been subdued by the FFI (French Forces of the Interior). Being fairly close to Paris the Battalion got in to have a look at that famous metropolis. They found it full of smiling, cheering, waving, hand-shaking people who seemed so different from the Limeys. Once a US vehicle stopped on the streets it was hopelessly stalled; for to get away from the crowd that assembled was about as difficult as trying to take candy away from a kid. And the women-after having been out in the sticks fora couple of months the men almost thought themselves in paradise when they saw the women of Paris. (Confidentially, the fact that many of the women were riding bicycles and the wind was blowing seemed to have something to do with it, n'est pas?) They tripped down to the Eiffel Tower where the black market was flourishing and where for a pack of cigarettes a person could get almost anything from a hundred francs on up; they visited the Cathedral of Notre Dame; they went up the Champs Elysee to the Arch of Triumph; and they bought perfume and souvenirs for the girls back home. When the Battalion was assigned to the menial task of maintaining airfields in the rear areas, the other activities of the unit seemed to take a similar downward trend; and the ensuing period was significant solely for its insignificance. It was just a period of moving from one field to another. At Le Mans they had a couple of rather good US0 shows "through the courtesy of their Special Services Officer, Lt. Raffa:' who informed them of a working agreement he had made with the chaplain where the chaplain would put the Bible on top of the table while he (Raffa) would put the bottle underneath. The latter part of September a group of the boys rode from Bretigny to Villacoublay in a 6x6 to see Bing Crosby; but being seated about three quarters of a mile from the platform they couldn't see a lot of what was going on. As winter approached the weather became cold; rain fell incessantly; and the mud grew deeper. It was then possible to go to Paris and other cities on pass; but eventually it became more pleasant to toast one's toes by a fire than to be out on pass. For their "exemplary service and efficiency" as automotive mechanics or as drivers of track and half-track vehicles or wheeled vehicles, on 22 December28enlisted men of Company C were authorized the Motor Vehicle Driver and Mechanic Award. On 19 January, 1945, the Good Conduct Medal was awarded to 213 enlisted men of the Battalion; while on 27 January 38 enlisted men of Headquarters Company were authorized Motor Vehicle Driver and Mechanic Awards. The latter Award was also authorized to 38 men of Company B on 4 February. When von Rundstedt launched his offensive through the Ardennes in the fog and snow of late December and succeeded in chewing up many US troops, there was more trouble for the Aviation Engineers, notfrom the point of view of being overrun by the enemy-although some men of Companies A and B went about with anxious faces and saw that their weapons were ready for action when the drive rolled to within a few miles of the French frontier-but rather from the effects of the program shortly inauguarated by higher headquarters. Due to the critical man-power shortage resulting from this campaign it was decided to draw replacements from all available sources in the theater to replenish the combat forces. Consequently, on 7 February a group of 43 enlisted men from the Battalion was transferred to the 12th Reinforcement Depot for training and assignment to combat units. A second group of 23 men was transferred for the same purpose on 25 February. Instead of packages from home for Christmas- (a plague take that rascal Saretsky!)--the Battalion received a letter from Colonel Schilling, commanding IX Engineer Command, concerning future employment of Engineer Aviation units. So long aswe have an Air Force which is increasing in striking power-so long will our aviation engineersfind themselves at the base of the pyramid, unable to get out from under, even if they wished. I am certain that when it is made clear to our men to what extent our ground and naval forces in the Pacific are dependent upon air power, and to what extent the growth of power of the air forces will depend upon our efforts, they will respond as Americanswill always respond-griping at the inevitable, but with adetermination not to let their companions down, and a fierce desire to contribute to the utmost in the destruction of our enemies.. . But it is practically certain that engineers, and particularly aviation engineers, being "in short supply" will not fare so well as some others. On 22 February the Battalion was relieved from maintenance work and was assigned the mission of constructing an advance landing ground for the French Air Forces in the vicinity of Colmar (Haute- Rhin). The exact location for the field was not known until two days later. On 26 February an advance party reached the area and began to lay out a strip about a mile and a half north of Colmar. A heavy equipment convoy which arrived the same day began stripping and grading at 1500 hours. Company C arrived the following day; Company B and the Battalion command post, on 28 February; and Company A, on 29 February. The work involved construction of one PSP runway 120 by 5,000 feet, 14,750 feet of taxiways 35 feet in width, 100 SMT hardstandings 42 by 60 feet, 16,000 feet of gravel-surfaced access roads 22 feet in width, and erection of two 250-barrel gasoline storage tanks. The field was to be operational on 21 March and complete on 31 March. Stripping and grading proceeded rapidly; but by 8 March rain had fallen to such an extent that all heavy equipment ceased operation due to the mud. The excessive amount of moisture in the soil and the roots remaining from the vineyards which had been on the site made compacting of the subgrade extremely difficult. Heavy gravel and sandy clay had to be spread to a depth of six rnches on the north 1,400 feet of the runway. The nearest railroad siding was some 25 miles to the south at Mulhouse from which place materials were trucked to the srte. Although the field was still spongy, grading proceeded; and with civilians carryrng to the laying crews the laying of PSP went forward. By 15 March the field was 50 percent complete, and work was progressing satisfactorily. The field was operational at 1200 hours, 21 March; and complete at 1800 hours, 27 March; and was turned over to the 71st Engineer Aviation Battalion (French) at 0800 hours, 28 March, for maintenance. This field was one of the first built with the new Christmas tree typeof hardstandings; and it was the only field constructed by US troops for the French Forces. Every pilot who landed there said it was the smoothest runway he had used. The entire project had been prosecuted wrth vigor and dispatch; and the Battalion received special commendation on their work from Colonel Smyser of the 2nd Engineer Aviation Brigade (Provisional) and from General Newman of IX Engineer Command. During the construction of Y-53 the Battalion suffered two casualties from enemy sniper fire: On 21 March Tec 4 Maddock of Headquarters Company was wounded while greasing a D-7; and the same Day T Sgt Burns of Headquarters Company was fatally wounded while standing in the "chow" line and died that night. On the night of 17-18 March the area northeast of Colmar was shelled by long-range enemy artillery; the following night these guns fired on the Colmar area for five hours with several 240mm. shells falling In the town. The night after the Battalion moved to Hagenau the enemy opened up and shelled the area for seven hours. The field was not hit, but the Battalion water-pornt and the barracks across the street were under fire. On 20 March Company C moved to Hagenau (Bas-Rhin) to repair Airfield Y-39 which had been abandoned by US forces during the German offensive. After shrapnel had been cleaned from the freld, the runways and taxrways, which had been cratered by demolition, were repaired through the pouring of approximately 300 cubic yards of concrete. Cement had to be hauled from Brumath. Repairs were effected to the control tower and airfield markers were put up. After five days had been allowed for curing of the concrete, the field was declared operational at 1800 hours, on 28 March. On 29 March the unit began haulrng PSI? SMT, and stakes from the railhead at Vendenheim, south of Brumath, to Y-64 at Ober Olm, west of Mainz, for the 832nd Engineer Aviation Battalion. On 1 April the unit was relieved of trucking materials to Y-64 but remained responsible for unloadrng all materials at the dump. A platoon of Company B remained in charge of this dump until it was finally relieved on 3 May.
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Bonjour, merci pour cette somme d'informations :shock: Bon, il me reste à ouvrir mon dico d'anglais :D Amicalement jph


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