Republic P-47 Thunderbolt: The Final Chapter. Latin American Air Forces Service

By DAN HAGEDORN

~ircraft Illustrations

by Bob Boyd

THE REPUBLIC P-47 THUNDERBOLT: THE FINAL CHAPTER LATIN AMERICAN AIR FORCES SERVICE

by Dan Hagedorn

Front Cover Photo: Truly a priceless airplane and artifact if the serial number were to be believed. The real 44-20339/03 was shot down in Italy 13 April 1945. This aircraft, an MOAP 1953 delivery, is actually 45-49151. It is currently being restored to flying condition by Museu Aeroespacial in Rio. It will then be the world's only airworthy Thunderbolt still in the hands of a military air arm. (MUSAL) Front Cover Insignia: "Senta a pua" was the slogan on the insignia carried by aircraft of the 1st Brazilian Fighter $quadron. An expression of Brazilian cowboys, it translates literally as "give it the blunt spur". Its wartime adaptation was the equivalent of, "let 'em have it", or "give it the gun".

Edited by John W. Lambert

Copyright © by Phalanx Publishing Co., LTD. Library of Congress Card No. 91-62115 ISBN: 0-9625860-1-3 All rights Jeserved. No part of this work covered by copyright hereon may be reproduced or used in any form or by any means - graphic, electronic, or mechanical, including photocopying, recording, taping or information storage and retrieval systems, without the written permission of the publisher. Published by: PHALANX PUBLISHING CO., LTD. 1051 MARIE AVENUE ST. PAUL, MN 55118 USA

Printed in the United States of America

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INTRODUCTION

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The Library of the National Air and Space Museum in Washington, one of the finest aeronautical repositories in the w9rld, lists amongst its holdings not fewer than 21 titles dealing with the classic World War II fighter, the North American P-51 Mustang. The same library lists but eleven titles for the Republic P-47 Thunderbolt, the Mustang's cohort and, according to many, an aircraft which has not received its due in the journals of aviation history. Ironically, the Thunderbolt was selected as the standard post-World War II fighter type for distribution under various forms of U.S. aid to many allied nations, while the Mustangs were, with but few exceptions retained by the USAF for use in Korea and with Air National Guard organizations. This account records, for the first time, the extensive use of the much maligned Thunderbolt in what is commonly referred to as Latin America, where the airqraft type served out its useful life span, final.ly ending the type's first-line military active service anywhere in the world. Most of the Thunderbolts went South under one form or another of U.S. aid. Some arrived via less obvious circumstances, and details of these adventures (which: included the CIA and rather hazy aircraft "brbkers") is presented here for the first time. i Finally, it should be emphasized that the detailed aircraft tables annexed herein, while perhaps of little utility to the casual reader, should be of great interest to historians and potential "Warbirders" who may wish to establish the true lineage of a growing number of "Jugs" being reborn and preserved for the enjoyment and education of future generations. . Dan Hagedorn PREFACE

Like its World War II stablemate, the North Earlyshotofa 12GAvCaP-47D-25-REin./taly. ,The aircraft has fourteen bomb mission "hash" American P-51 Mustang, the immortal marks painted just aft ofthe unitinsignia, "Senta a Pua!" This is the only aircraft noted with the Republic P-47 Thunderbolt served out its mission marks displayed in descending order. (NASM) . final days of active service in the colors of Latin American air arms. . But contrary to many previously published ACKNOWLEDGEMENTS J. Schoppe, James H. Shea, Col John R. accounts, which have spawned wide!yvarying The author and publishers would like to Stell, USAF, Gen P.D. Straw, USAF (Ret.) reports on the Thunderbolt's service in Latin express their thanks to the following Frank Strnad, Jorge J. Suarez, Col Julius B. America, the similarities often quoted for the Ing Adolph two classic warplanes in South America, individuals who contributed photos and lor Summers, USAF (Ret), data to this book: Frank N. Aldrich, AI Villasenor, Nick J. Waters III and CMSSgt Central and Caribbean American use were in fact very dissimilar. 1 I Anderson, Col. L.W. Chick, Jr. (USAF, Ret), Noble C. Wyninegar, USAF (Ret.). To put the F-47s use in Latin A\Tlerica in Very special thanks to the following, lng Roberto Vargas Cruz, John M. Davis, Col Albert Fahy Cpt George Farinas, Col without whom major sections of this story perspective, readers familiar with the massive E.J. Fox (USAF, Ret.) Mrs. Lynn 0 Gamma, would be far less complete: Jesus Antonio USA fielding of the the post-war jetst F-84, FUS Air Force Historical Research Center, Aveledo, Gen Jesus Ramon Aveledo Penso- 86, F-100, F-104 and F-16) as "thl;l chosen Col W.R. Hardee (USAF, Ret.), Col A.J. Jaau, Commander, Venezuelan Air Force, instruments" for standardization .amongst Heintz (USAF, Ret) Foster M. Henderson, CPT, Carlos Dufriche, Sgt Santiago Flores, NATO and other US allied countries,may find Col Delmore E. John (USAF,Ret.), Col USA, Leif Hellstrom, BG Rui Moreira Lima, it convenient to think of the F-47 in this Delmore E. John (USAF, Ret.), Alfredo J. Brazilian Air Force (Ret.) MG Mario Lopez, context as it applied to Latin America from Jurado, MSgt John R. Kerr (USAF Ret.), Dr. Chilean Air Force, Francisco C. Pereira, 1944 through the mid-1950's. The evolution ofthe policy which ultimately James H. Kitchens, USAFHRC, Dr. Gary Brazilian MUSAL, Luis Santos, (warbird Kuhn, University of Wisconsin - LaCrosse, finder extraordinaire) Leslie Sargent and led to the selection of the F-47 for US Col Gary D. Lape, USAF, Bill Lewis, Tim Savage,LTC Dell C. Toedt USAF distribution to Latin America can be attributed NARAMMRB (Suitland NRC), William S. (Ret.)and his gracious wife, Gloria, Ing. Jose to the foresight and momentum of cine man Marshall, WW. Martin, Dale Mathis, Howard Villela and Sandra L Yacura, friend and co- General Henry "Hap" Arnold, wartime Moores, Jr., BG Jooao E. Magallaes Motta, worker who typed and edited the final Commander of the U.S. Army Air Forces. General Arnold, as the result of his own Brazilian Air Force,(Ret.)BG Alberto A. Nido, manuscript. Finally, my love and heartfelt thanks to observations and with the reoommendations Puerto Rican ANG (Ret.), Cpt Jorge Delgado Panchana, Ecuadoran Air Force, Dr. Ruben my wife Kathleen, who spent many long of key staff officers and theater.commanders, D. Pastrana G., Carlos Planas, James V. evenings alone listening to the sounds of a personally approved the almost daring Sanders (Small Air Forces Observer) Leland distant typewriter. decision to equiptwo wartime Latin American

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fighter squadrons (one each from Brazil and Mexico) with these massive aircraft. It must be recorded that there was considerable domestic and even foreign opposition to this move. The decision was a resoundingly successful one, as the Brazilian and Mexican units performed very well and their achievement eased the way for post-war plans that General Arnold championed. But before getting to the larger scale wartime and post-war deployments of Thunderbolts to Latin American operators, the reader should first be provided with at least a thumbnail outline of the terms and various acronyms used in our subsequent narrative. A HOST OF ACRONYMS Unlike its more diminutive cohort, the Mustang, virtually all of the P-47/F-47 aircraft (will be referred to according to the last official prefix assigned by the USAAF of USAF before hand-over to the respective operator) which reached Latin American users were acquired through direct Government-to-Government programs. The first of these was, of course, the well known Lend-Lease (we will observe it as LL throughout) program of the war years and the immediate post-war period. This highly successful, worldwide initiative was followed by a uniquely Latin American Hemispheric plan called the American Republics Project (ARP), which functioned from 1946 through the beginning of subsequent Mutual Defense Assistance (MDAP) and Military Assistance Program (MAP) developments. The MDAP and its many permutations followed the ARP, and has often been loosely referred to as the Rio Pact agreement, as it related to Latin America. This program was the umbrella forthe balance of F-47 deliveries (and sales) of F-47s to Latin America under its several sub-programs, including Grant Aid (GA), Reimbursable Aid (RAP), Foreign Military Sales (FMS) and variations on these. These aid programs were formalized by two specific regional diplomatic initiatives,

and these are important because they provided the framework that facilitated the delivery of F-47's (and other aircraft) to Latin America. The first of these, the Act of Chapultepec, signed in March and April 1945 by Argentina, Bolivia, "Brazil, Chile, Colombia, Costa Rica, Cuba, the Dominican Republic, Ecuador, Guatemala, Haiti, Honduras, Mexico, Nicaragua, Panama, Paraguay, Peru, the U.S., Uruguay, and Venezuela,was instrumental in guiding USAAF planners responsible for the American Republics Projects (ARP). The second, the Inter-American Treaty of Reciprocal Assistance, often called the Rio Pact, was signed in September 1947 by all of the parties to the Act of Chapultepec (except Ecuador and Nicaragua) and is often quoted as the more important legislation affecting aircraft deliveries to Latin America. While this is largely true, the Treaty has often been attached to deliveries that either did not occur - or which in fact were not connected to the "Rio Pact" agreements. General Arnold was, at the direct request of the President, primarily responsible for a comprehensive standardization plan which, with the Chapultepec Agreements as a basis, in effect implemented the Air Forces programs for Latin America. His classic book, Global Mission, has interesting passages describing, the diplomatic difficulties encountered, U.S. planners were ready to implement a comprehensiveplan that, had it seen fruition, would almost certainly have had far reaching implications on events that subsequently occurred in our neighbor nations of the Western Hemisphere. EARLY POSTWAR PLANS Aside from Lend-Lease P-47 deliveries, dealt with in detail in the Brazilian and Mexican chapters, the first operational mention of the American Republics Projects reached Continental Division, Air Transport Command ( the USAAF element responsible for deploying the aircraft lin late September 1945. At that time, a total of 750 aircraft, of

all types, was the operative number, and these were to be selected and stored at various points in the U.S. for later use in filling commitments to Latin America. The ARP, unlike Lend-Lease, under which aircraft were shipped or flight-delivered by recipient nation aircrew, entailed a different sort of pioneering for USAAF planners and executive commands, and an account of it is surely a story in itself, sounding like a Latin American travelogue. By October 1945, following the lead of General Arnold, and less than a month after the term "ARP" had been coined, the Aircraft Distribution Office, Air Materiel Command, had requested that Air Transport Command (ATC) shift not fewer than 595 P-47D aircraft from various Continental Air Force locations to Independence, Missouri, for storage pending distribution. The ATC set plans in motion to station Control Officers along the Central American route, as far as the Panama Canal Zone, in order to monitor and expedite the movement of ARP aircraft, ultimately extending this service into South America proper, with a total of 18 officers detached. The first of these left Dallas 26 December 1945, and the first P-47s were expected to be ready to depart Kelly Field, San Antonio, Texas, a scant two days later. Ferrying Division Control Officers were ultimately stationed, during ARP, at Brownsville, Texas; Veracruz and Tehuantepec, Mexico; San Jose, Guatemala; Managua, Nicaragua; Albrook Field, Canal Zone; and at authorized refueling stops at Turbo and Cali, Colombia; Salinas, Ecuador; Talara and Lima, Peru; and at Arica, Antofogasta and Vellanar, Chile. Deliveries of P-47s (as they were still designated by the U.S. atthis point) slowed to a halt almost immediately, however, as it was quickly learned that not all of the required political and diplomatic niceties had been observed, and USAAF staffers and State Department veterans exchanged some heated words until things were smoothed out in February 1946. In several cases, aircraft earmarked for a specific country got no further than Kelly Field, and, at most, Albrook Field in the Canal Zone. Others were stopped altogether until more detailed State Department involvement redefined the "actual" requirements of a number of Latin American governments. Maintenance enroute of such large numbers of aircraft soon presented problems. The Panama Air Depot at Albrook Field, which had initially been looked to for support, could not accommodate such a variety or volume of aircraft. To answer this need, ATC dedicated a Douglas C-47, outfitted as a "flying machine shop", with a highly qualified Engineering Officer on board, to literally fly the delivery route, trouble-shooting aircraft anywhere enroute. WHAT MIGHT HAVE BEEN

When General Arnold and his planners ordered large numbers of Thunderbolts into temporary storage at the end of the war, with a view towards ultimate distribution under the 2d L T Jorge E.P. Taborada, from Rio de Janeiro, a four-year FAAB veteran, prepares to depart on ARP, the proposed delivery scheme (as of31 a mission in January 1945. Note the crudely applied unit insignia. (USAF) August 1945) looked like this: 2

Country

Number of Aircraft Subtype Condition

Brazil Mexico Chile Peru Argentina Venezuela Colombia Uruguay Bolivia Ecuador Paraguay Guatemala Nicaragua

131 30 80 55 100 45 30 30 30 30 15 12 7

TOTAL

595

P-47D-30 P-47N-25 P-47N-25 P-47D-30 P-47D-30 P-47N-20 P-47D-40 P-47D-30 P-47D-30 P-47D-30 P-47N-20 P-47N-5 P-47N-5

Used New New Used Used New New Used Used Used New Used New

This scheme intended to standardize on variants of the Thunderbolt throughout the Hemisphere,came close to realization in some instances, while in others it simply never happened. The plan is interesting for several resaons. For one, it included virtually every established air force in Latin America, save EI Salvador, Cuba, the Dominican Republic and Haiti (Costa Rica and Panama did not have air arms at this time). It also made a statement viz-a-viz the relative importance, in the planner's eyes, of each of the nations in their perceived ability to contribute to hemispheric security. By October 1947, this situation had stabilized and clarified considerably, and at last, the military planners and State Department professionals had reconciled and refined the original August 1945 plan, mitigated by some deliveries which had already taken place. It now looked like this:

Needing no translation, this 500 pound iron bomb is chalked "umsouvenir de FAB!" complete with evil eyes and devilish grin. 2~E Marcos Obelho Magallaes, 21, had been in th~ FAB four years when this photo was taken in Feb1954. (Hagedorn collection)

whom are named herein) and the USAAFI USAF flight personnel and crews who delivered them, a number of whom were interviewed in preparation of this book. Most MDAP deliveries were carried out by the 1737th and, to a lesser extent, 1739th Ferry Squadrons of the 1708th Ferry Group headquartered at Kelly Air Force Base. These movements were carried out by Project Numbers, according to the country receiving the aircraft (e.g. 2F-766, 2F-767, 2F-268, 2F738, and 3F504). Since there were no ferrying routes already established (the ARP experience had been expedited by the remnants of the early postwar infrastructure still largely in place), and Total 88 very little information was available on route This outline came very close to the actual facilities and flying conditions, route surveys Country Number Subtype ARP deliveries accomplished, and was gen- were conducted prior to actual delivery. On 10 January 1953, a route survey team, Brazil 25 P-47D erally referred to as the Interim Program, With ninety more approved by the USAF but' although in the final analysis, some nations headed byColonel Tarleton H. Watkins, Group not yet by the recipient government, twenty- listed received no ARP aircraft deliveries at . Commander, departed Kelly to study five P-470s had already been delivered un- all, due primarily to political impediments. conditions along the West coast of Central der Lend-Lease and no further deliveries These nations were Argentina, Bolivia (ex- and South America for the forthcoming were planned. cept for several C-47s), Paraguay, Haiti, the missions. Stops included Mexico City, Veracruz, Guatemala City, Managua, Albrook Mexico 0 Dominican Repuiblic, and Honduras. Field (Canal Zone), and back via Guantanamo Twenty-five had already been delivered unBay NAS in Cuba and Miami, Florida. der Lend-Lease and no further deliveries Colonel Watkins conducted another survey DELIVERY were planned. on 12 Februarywhich studied conditions along Chile 12 P-47D All P-47 aircraft delivered under ARP were the East coast, traveling via Miami to San All delivered fully combat equipped, including gun mounts, Juan, Puerto Rico, Trinidad, British Guyana, Peru 25 P-47D cameras, bomb racks, drop tanks and French Guyana, Belem, Natal, Salvador and All delivered standard navigational equipment. Wartime Rio, taking the opportunity to deliver a C-47 to Argentina 0 P·47D camouflage, if any, was removed and rocket Brazil in the process. Twenty five approved by the USAFbut not by The surveys concluded that delivery of Frails and associated equipment were not the recipient government. 47s via either route was workable; that support installed in the ARP aircraft. Venezuela 6 P-47D With the exception of the early post-war aircraft (B-25s, B-26s, HU-16s or C-54s ) Nineteen more approved by USAFbut notby Brazilian and Mexican Lend-Lease "make- would be necessary to carry spares and recipient government. up" aircraft, and some of the Peruvian, maintenance personnel; and thatflying would Colombia 8 P-47D Venezuelan, and Ecuadoran MSP/MDA be restricted to mornings only, due to freakish All delivered. aircraft, which were flight-delivered by host afternoon weather almost universally along Uruguay 0 country aircrew, all subsequent P-47/F-47 the routes. A final point was that drop tanks Opted for P-51 Os instead deliveries under the various aid programs would be mandatory (two 165 gal underwing Bolivia 0 P-47D Twelve approved by the USAF but not by the were performed by regular USAF aircrews. tanks on each aircraft). These epic ferry flights, mostly conducted Bolivian government. under the auspices of ARP, RAP, GA and LIFE CYCLE Ecuador 12 P-47D MDAP, are truly a story unto themselves, and All delivered or in country. were this history to be dedicated, such tribute Many readers will probably be surprised Paraguay 0 P-47D Twelve approved by the USAF but not by the would have to be shared between the Latin by the comparatively short service lives American pilots who flew the aircraft (many of experienced by most of the Thunderbolts that Paraguayan Government. Guatemala 0 P-47D Eight approved by the USAF but not by the Guatemalan government. Nicaragua 0 P-47D Seven approved by the USAF but not by the Nicaraguan government. Cuba 0 P-47D Four requested but not approved; eight had been identified for possible future commitment, however. Haiti 0 P-47D None requested nor approved, but three had been identified for possible future commitment.

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reached Latin American nations. Many previous accounts have led students of the subject to believe that Thunderbolts survived in service in substantial numbers well into the 1960s. This simply did not happen. As early as 1952, Lieutenant General T.D. White and Major General R.L. Walsh, USAF, of the Inter-American Defense Board, questioned the continued viability of supporting F-47s in Latin American inventories. Fortunately, General Walsh bought some time for the investment already made in the type in Latin American service, and the First and Second Line Aircraft Board approved the retention of 311 F-47s (194 F-47Ds and 117 F-47Ns), including at least 194 estimated as required for Latin America. All other F-47s in storage at the time - a considerable number - were reclaimed for support purposes, accounting for the relative scarcity of Thunderbolts surviving in this country, as compared with Mustangs. But acknowledging the growing obsolescence of the type, General Walsh noted, "there are no plans to support the aircraft indefinitely, only until such time as more modern types can be made available." As it developed, most F-47 users received MDAP replacements in the form of Lockheed F-80Cs and/or T-33As, or, in a few cases, North American F-86s, during the period 1955: 57, effectively sound ing the curtain call for the Thunderbolt in Latin America. The advent of jets - and not just American made examples - speeded the demise of the Thunderbolt more than any other factor, although, in May 1955, USAF officials announced that, after furnishing "Iife-of-type" spares for F-47s in countries in which the type was supported under Grant Aid, "items peculiarto F-47s would no longer be available in USAF stocks" although items common to F-47s and other types could still be requisitioned - supply allowing. Spares shortages and maintenance difficulties plagued the Thunderbolt's service in Latin America, and in some instances, earned the type a reputation that it did not deserve. In several cases the problem was so severe as to cause the complete withdrawal of the F-47 from service, in favor of less capable types.

SUBTYPES

With relatively few exceptions, the vast majority of Thunderbolts reaching Latin America were of the"non-razorback", bubble canopied P-47D-30, 0-35, or 0-40 blocks. In some cases (notably Brazil), a very diverse mix ofserial number sub-blocks were in service, mainly due to varied sources and length of service. In others, such as Cuba, Mexico and the Dominican Republic, virtually all of the aircraft were of the same serial block, many of them in sequence off the production line and direct from storage. Likewise, many of the post-war deliveries were essentially brand new aircraft, devalued only in that some had sat in open storage in less than ideal climate, for a number of years prior to IRAN-type overhaul and delivery, mainly by the Hensley Field-based TEMCO firm of Greenville, and Dallas, Texas. Others had seen ANG service prior to overhaul and distribution. On at least one occasion, the choice of sub-block became a rather heated issue (see Peru) , therefore it may be useful to examine the basic differences between P-47D-30 and P-47D-40 aircraft, the two most numerous major blocks delivered to Latin America. Some of these are key to recognition, chief amongst these being that P-47D-30s had facilities for installation of the Type AN/ARN-G Radio Compass, while the P-47D-40 did not. Other differences may be seen in Appendix A. BRAZIL

Unquestionably the first Thunderbolt to grace Latin American skies - and the only one of its subtype - was also very possibly the first P-47 to ever operate in regions south of the Continental United States. This aircraft RP-47B-RE 41-6037, which was flight delivered to Brazil by a young First Lieutenant of the Forca Aerea Brasileira (FAB) whose name has escaped the record, arrived at Camp dos Afonsos Air Base in November 1944. Unique in many respects, this already well-worn early model Thunderbolt was intended for ground instruction with the 1QGM I at a mechanic's training school at Sao Paulo. It was flown there by Captain J.E.M.

P·47D-25-RE 42-26756, later coded A4, at Tarquinia shortly after arrival in Italy - this aircraft flew over 100 missions and survived to go home postwar as FAB 4105. (Hagedorn Collection) 4

Motta in December 1944. The first truly modern fighter of any type to actually reach a Latin American country, and the first eightgun fighter South of the Rio Grande, this aircraft remained with the 1QGMI (later renamed Escola de Especialistas da Aeronautica or EEAer) until struck-of-charge (S.O.C.) in September 1967. Strictly speaking, Brazilian Air Force personnel had actually received the FAB's first Thunderbolts earlier - in October 1944but not in Brazil. This unusual turn of events resulted, of course, from the fielding of a Brazilian fighter unit in Italy during World War II, one of the brightest moments in the history of a proud and distinguished branch of service. Brazil, indeed, can lay claim to perhaps the most cosmopolitan aviation heritage in all of Latin America - dating from the great contributions of native son and aviation pioneer Alberto Santos Dumont. Her branches of service launched aerial sections on virtually the same historical timetable as the great powers, and incorporated worldclass ideas and equipment throughout. Fighter (or chasse/pursuit) aviation in the Brazilian Army led a markedly Francoinfluenced course through inception to the early 1930s, when U.S. influence began to be felt. Although relatively small in terms of numbers, especially when viewed against the sheer enormity ofthe country, the Servico de Aviacao Militar included French "chasse" class aircraft in its inventory as early as 1919. By 1922 it had organized its first dedicated fighter unit, la Esquadrilhade Caca, a unit of the Grupo de Esquadrilhas de Aviacao, with nine SPAD S.Vlls, at Santa Maria e Alegrete, Rio Grande do Sui, where it remained until disbanded and absorbed by the Escolade Aviacao Militar (EAM) in March 1928. By this time the Army aviation branch had been renamed the Arma de Aviacao do Exercito. . Between 1927-1930, virtually all Brazilian Army tactical aircraft were of French manufacture, from training and transport through observation, bombardment and combat, and the Nieuport-Delage NiD-72 was the standard fighter mount. No specific fighter unit was in being, as tactical types were grouped together at French Mission suggestion in the Esquadrilha Mista and all others in the EAM. The revolution of 1932 had far-reaching effects on Brazilian service aviation, perhaps chief among these being the introduction of U.S., British and German aircraft types. Besides the NiD-72s already cited, some U.S. built Waco Model CSOs, outfitted and intended from the outset as two gun fighter bombers, saw action in a ground attack role as part of the Grupo MistodeAviacao. Oddly enough, the revolutionary Constitucionalista forces were equipped with the same types, seized at Sao Paulo's military airfield at the outbreak. As a result of this bitter and divisive revolution, Brazil acquired a number of U.S. aircraft types which, had they arrived in time, might have been instrumental in ending the fighting - or preventing it in the first place. These included Boeing Model256 and Model 267 fighters (similar to the U.S. Navy and U.S. Army F4B-4 and P-12 series then

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standard in the U.S. services) and versions of the Vought Corsair biplane series. By 1933, these equipped Regimentos de Aviacao of the again renamed service, now simply Aviacao Militar. Th~ Boeing fighters equipped the I Grupo, 1QReglmento de Aviacao at Rio, 2 consisting of two Equadrilhas, the only dedicated ''fighter'' unit in the service by 1933-34, and in January 1934 they started sporting the distinctive stardevice national insignia still in use today, having previously carried athree color roundel. Between the time of the arrival of the Boeing biplanes and the start of WWII, the Brazilian air arm was renamed again becoming Aeronautica do Exercito, Forcas Aereas Nacionais, and, finally, Forca Aerea Brasileira (FAB) in May 1941. During this nine year period, the sturdy Boeings, never more than 19 in service, constituted the entire deployable fighter strength of Brazil. S~ve,ral fighter types were evaluated by Brazil pnor to the outbreak of WW II, including Seversky, Curtiss, Vought and North American designs, but the only pre war purchase of a type near fighter capability were 30 North American NA-44s - armed export variants of the classic AT-6 design. The NA-44s in fact never served as a fighter type with the FAB, being employed as"general purpose" aircraft. Brazil's entry into the war did not become official until a declaration of hostilities on 22 August 1942, although cooperation with the United States and other Allied nations had been polite and proper since 1939. Hitler, in effect, pushed Brazil into the war through indiscriminate submarine warfare practiced in the South Atlantic and inside the Brazilian Security Zone. The declaration of war had been preceded by a gradual buildup of the Brazilian armed forces, and especially the FAB, atfirstthrough commercia:! purchases and domestic license production of some foreign aircraft types, and then later through Lend-Lease Defense Aid deliveries. . The United States had a keen appreciation for Brazil's strategic position with regard to the defense ofthe Caribbean (and the Panama Canal) and of mainland South America itself, not to mention its vast raw materials, riches needed for the Allied war effort. There was also considerable concern over Axis influence and the possibility of subversion and espionage. But these fears proved to be largely unfounded. Lend-Lease brought new life to the FAB. U.S. concern over a possible Axis leap across the South Atlantic to the" hump" area of Brazil resulted in the rapid dispatch of a token force of fairly effective aircraft for the FAB to aid in the defense measures being taken. This force, consisting of 10 Curtiss RP36As, two Douglas B-18s and six North American B-25s, formed the equipment of the Agrupamento de Avioes de Adaptacao a kind of operational training squadron charged with defensive operations from Fortaleza Air Base. This was the first modern "fighter" unit in the FAB, and its personnel later served as cadre, as the service expanded rapidly. The RP-36As and other modern types were soon followed by six Curtiss P-40E-1 s in April 1942, 10 P-40Ks in Novemberfollowed by 20 more in the first three months of 1943,

Fueli~fJ at Ta.rquin!a, .thi~ view of a 1!!GAvCa P-47D shows the application of the overpainted BraZIlIan natIonal Inslgma to good advantage. (USAF)

and 10 P-40Ms in February. These were supplemented through the end of the war by two more P-40Ks in October 1944 and 41 P40N-1 s between September 1944 and March 1945. These Curtiss fighters served long and faithfUlly in FAB service, and constituted the primary air defense tool forthe country through the end of the war. With this experience on Curtiss fighters it is not surprising that the FAB had progressed to the point of assuming responsibility for coastal defense of its territory, a task borne in part through mid-1943 by U.S. forces, and it found itself strong enough to seek a more active role in the war against the Axis. Cooperation between Brazilian and U.S. diplomatic and military organs grew by leaps and bounds, aided in no small measure by the enthusiasm of the Brazilian Foreign Minister, President Vargas himself and various key U.S. officers and organizations. This very positive climate climaxed in an' agreementto select, train and field a Brazilian fighter unit for the European theater of operations. Decree No.6, 123 of 18 December 1943 created the 1QGrupo de Aviacao de Caca, followed nine days later by the decision to head up this bold undertaking under the command of MAJ Nero Moura, a former personal pilot to President Vargas and a very able young officer. Major Mouraand FABstaffersimmediately launched a service wide call for volunteers and by 3 January 1944 32 airmen wer~ enroute to the USAAF Tactical School at Orlando, Florida, for cadre training in USAAF tactical operations. Training included 60 hours of instruction in Curtiss P-40s, a type with which some of the pilots were familiar although the officers were stillynaware

Panama Canal at a place called Aguadulce, at that time a rather primitive sod field with very limited facilities. The 30th FS was special in several ways. It had been designated as, amongst other things, the fighter unit to which all new fighter jocks arriving from the States to Sixth AF were temporarily posted - for 30 days - for operational training. This unusual squadron was organized by Lieutenant Colonel (later General) G. P. Disosway, who was specially assigned to the Command from the CONUS forthat purpose. Its special status was the basis for its selection as the parent unit to train the Brazilian 1QGAvCa (as the unit designation was abbreviated). It was during this period that the 1QGAvCa could be said to have two identities. U.S. per~onnel.' ,as they completed the training of their BraZilian cou~t~rpa~s were po~ted out t~ other USAAF Units I~ Sixth AF, leaVing only Lleu~enant Colonel Dlsosway and Captains Ch,alrsell and John,as the U.S. element of the unit. For all practical purposes, for several weeks after being activated, the 1QGAv~a and the 30.th. FS wer~ one and the same u.nlt, and participated In normal defenSive operations for the Panama Canal, mounted on a, rather large number of (more than 30) CUrtiSS P-4~B, C? and E models. U~ to thiS pOint, none of the ~embers of the ~ -GA:,Ca had any concrete Idea where destinY '!lIght lead them, although the Brazilian Expe:dl~lonary Force (F~~ca Expedi~i~~aria ~rasllelr 35

From left to right, CPT Pedro B. Rodriguez, L T Radames Mejia, L T Harold Rivero and CPL Ariel Aviles load the guns of a 198th FS, PRNG F-47N during Exercise PORTREX in February 1950, the photo giving good detail of the starboard wing. (USAF via Ed Fox)

Beautifully restored ex-PRANG F-47N-25-RE 44-89320/N345GP flies over the lush island in the hands of MAJ Gabriel Penegbaricano. PRANG F104C-5-LO 56-914 just manages to stay with it long enough for a classic picture. (Luis Santos).

5

Department (see the Nicaraguan chapter for further details). Several of these veteran aircraft survived to return to the U.S. as late as 1963. One F-47 was retained initially for ground training, and later passed to a trade school, subsequently being rebuilt to become N345GP marked in the WW II colors of the USAAF unit that had inspired most of the PRNG units' markings (see photos). Another went to the USAF Museum, one to the Museum of Speed, another to Sampson AFB in New York and one other is believed to have languished as a crash crew trainer at San Juan International for some time after the jets arrived. Rumors persist that other PRNG F-47Ns went to Guatemala (see joint Guatemalan/ Nicaraguan chapter) which was at least partially true, and that one even went to Haiti for static display, but this last has not been substantiated and awaits confirmation. Like most Latin American operators, the PRNG quickly surrendered its Thunderbolts when the first of the jets arrived, and most were returned to the U.S. for disposal, exceptions being those that joined a CIA adventure and those that went to Central America. Total PRNG service spanned some seven and one half years.

The solitary Bolivian TP-47D-2-RE, in service at La Paz circa 1951, still bearing its last US civil registration under the port wing (NC 75640). Although bearing roundels in two wing positions, on the fuselage and the standard rudder stripes (plus a red cowl), the aircraft was otherwise

Bolivia's air arm, indeed, her armed forces in general, were in an extremely chaotic state at this time, and the small corps of regular FAB officers who survived the purges and political infighting of the time endeavored to modernize their crippled force as best they could, with the help ofthe frequently frustrated and exasperated U.S. Mission. BOLIVIA And help was definitely needed. Although Contrary to many published accounts, benefited greatly by Lend-Lease, with fairly the Fuerza Aerea Boliviana (FAB) did not generous shipments of North American AT-6 operate Thunderbolts in "squadron strength" variants and Curtiss Wright SNC-1 s, which and in fact, only one solitary example even had become primary tactical mounts, and a reached the country and it never flew in FAB pitiful handful of mainly Curtiss-Wright types (including Hawk lis, Falcons, CW-14 Ospreys marks. The single aircraft which actually made and CW-19Rs left over from the Chaco War the trip, the only "razor-backed" "0 model in and its aftermath), maintenance was more all of Latin America, was acquired through the than an on-again off-again government (and Texas Railroad and Equipment Company: budget) could or would cope with. The political climate simply did not· and had been flown from Clinton, Oklahoma to Washington, D.C.'s Bolling Air Force Base encourage ARP or early MDAP allotments. Not only was the FAB not able to utilize or arriving there 5 October 1949. The Bolivian Embassy then contracted care for such aircraft at the time, but there with former USAAF pilot Norman Todd, was no Iittle concern over what wou Id become reportedly then a Pan American Grace of such shipments even in token amounts, Airways pilot on furlough, to ferry the aircraft with corruption running rampant during the to Bolivia via Lima, Peru and other turbulent years in question. However, small steps were taken during intermediate stops. This Thunderbolt carried the close of the1940s and Lockheed P-38s, U.S. civil registration NC 75640. LW. Chick, Jr., who was with the USAAF North American P-51 s in small quantities, Mission to Bolivia at this time, remembers the and the single P-47 were acquired. The Bolivians attempted, with the backing rather unheralded and inauspicious arrival of this somewhat ragged Thunderbolt at EI Alto; of one group of FAB officers in particular, to "It arrived at La Paz with oil all over it and one "standardize" on P-47s and following the flat tire on one of the main gear," the shaken arrival of the ex-Texas Railroad and ferry pilot proceeding directly from the aircraft, Equipment example, negotiated with Harry "before the prop had even stopped C. Webb and Associates ("WASCO") for at windmilling," to the commercial terminal, least three more P-47s. This deal apparently was extremely frail, where he boarded the next flight out without however, and by February 1950, the Bolivians so much as a word to anyone. According to Colonel E.J. Fox (USAF,Ret.) were complaining to the U.S. State also with the U.S. Mission at the time, "He Department that they had been "gypped" by even refused to taxi it any further than off the WASCO, some down payment money having end of the runway." Todd was allegedly apparently disappeared. The three WASCO never paid for his services, which also involved P-47s have not been identified, nor has any further trace of the company been found. An ferrying in a P-38 for the Bolivians.

application for export had been processed for one of the three aircraft in question, but was never followed through. And so the single FAB Thunderbolt sat at EI Alto for years serving as a kind of instructional airframe for mechanics who were not exhausted trying to keep the other aircraft flyable. It also served as a convenient and "macho" backdrop for photos of FAB flight personnel in WW II style flying togs, but did not gain its ferocious shark's mouth (although it did sport a red cowl) nor its completely spurious (and James Bond inspired) serial number,"FAB 007" until much later when it was staked out on display in front of the entrance to the FAB section of EI Alto. Oddly, there was apparently some question (and perhaps another story) about the legality of the aircraft's transit through Peru enroute to Bolivia, as a court case was still in progress as late as December 1954, involving the sale of the P-47D to the FAB by an aircraft broker living in Lima. Numerous attempts were made on behalf of the USAF Museum to recover this aircraft fordisplay at its Wright-Patterson AFB facility, dating from 1964 through 1970 with various trade arrangements suggested, but the F470 donated by Peru finally ended that quest and the flurry of messages and correspondence between USAF, FAB and Museum officials. In one of the classic warbird rescues and rebuilding undertakings of our time, "FAB 007" was finally purchased from Bolivia (by which time the FAB had roughly painted the aircraft in a completely extemporaneous three tone camouflage paint scheme) to become NX 14519, "Big Stud". Since 1973 this beautiful and thorough restoration has thrilled air show crowds. Little would Norman Todd have thought as he turned final at EI Alto twenty-seven years earlier that his "s.o.b. of an airplane" would once again grace U.S. skies.

37

CUBA

This island nation, nestled in the shadow of the United States, had a surprisingly rich and varied military aviation heritage, having launched an air service much earlier than most other Caribbean and Central American governments. This development was aided in no small measure by U.S. benevolence toward its former protectorate in the form of an air mission during the 1920s and early 1930s (one of the very first such efforts), and the contributions of some talented mercenaries and native gentry, notably Len Povey, credited as inventor of the "Cuban Eight" aerobatics maneuver. Although equipped by 1929 with multipurpose, two-place aircraft, including versions ofthedeHavilland Boeing D.HAM and Vought Corsair, the Cuerpo Aereo de Ejercito (Army Air Corps) had acquired three Curtiss P-6S Hawks, followed by four Curtiss Hawk lis in January 1933, to establish the first purely fighter element of any air arm in Central America or the Caribbean. The Hawks, which remained in service through at least September 1937, were augmented by a single classic Waco S3HDA two place fighter/attack aircraft in August 1935 (it was lost to a crash by July 1938) and five examples of the Curtiss-Wright CW-19R light combat aircraft in July 1937. With these and supporting types, the CAEC entered the war years. During that time it benefited rather generously from Lend-Lease, although the only "combat" types received were a batch of North American AT-6Fs (the only examples of this subtype to reach Latin America). Post war plans for expansion and modernization of what eventually became known as the Fuerza Aerea Ejercito de Cuba (FAEC) were somewhat grandiose, but were inhibited by budget considerations. The first "modern" fighters acquired only came as a windfall in August 1947. The aircraft in question were a mix of six Lockheed P-38/F-5 Lightning variants which had been spirited out of the United States and flown into Cuba with the connivance of certain Cuban Government and Cuban Navy personnel, for use by mercenary pilots of a branch of the legendary Caribbean Legion, which was planning an anti-Trujillo invasion of the Dominican Republicfrom Cayo Confites in Cuba. The plot was foiled, mainly due to exceptionally poor security on the part of the insurgents, and the Cuban government quickly seized the considerable fleet of aircraft and arms amassed, including the airworthy Lightnings. The Lightnings were something of a mixed blessing. The FAEC had never operated anything remotely as "hot" as these large twin-engined fighters, and of course had no parts, manuals or pilots trained on the type. Several were lost in accidents and the plane did not remain operational with the Cubans much past October 1950. Cuba had been tentatively allocated eight P-47Ds under the ARP Interim Program, but decided not to take them, opting instead to acquire several North American B-25s, a Convair OA-1 0 Catalina, and examples of the Beech AT-7, AT-ii, and C-45, which the force could use more effectively. 38

Chilean bound F-47D-40 45-49209/FE-209 brought in semi-successfully by 1L T Bill Morris at Havana following loss of power on take off. He broke his back but survived, in spite of raw fuel pooling around the wreckage. The hulk was transferred to the Cubans and may have been used as a trainer. (LTC Dell C. Toedt)

As a member state in the MDAP program, however, and with the eventual degeneration of its P-38 "freebies", the FAEC quickly realized that modernization was overdue, and that the MDA programs offered an avenue to correct this. Cuba's 50th anniversary as an independent state was to fallon 20 May 1952, and the FAEC and its leadership very much wanted to be able to celebrate the occasion in a big way. Attempts to re-open the earlier ARP offer of eight P-47Ds, even on an "as is/ . where is" basis were declined on the advice of Colonel Fred J. Hook, Jr., Chief of the USAF Mission, who cautioned the FAEC to get the best deal they could on any aircraft acquired. . As the 50th anniversary celebration approached, the Cuban government pressed for sale of twenty five F-47Ds under the Reimbursable Aid (RMSA) program, plus a 1,000 hour stock of spares, with delivery to commence "as soon as possible". The transaction received the blessing of the U.S. State Department on 29 February 1952 and the Cubans were left feeling confident that the aircraft would be on hand by 20 May. The Cuban Military and Air Attache signed the final USAF Letter of Offer for sale of the aircraft on 5 May 1952, bureaucratic paper pushing having slowed the process considerably, and it was only through the personal intervention of the U.S. Ambassador and Colonel Hook that the first five aircraft reached Cuba, almost on time for the celebration on 21 May. Colonel Hook, in a letter to Headquarters, USAF, complained bitterly about the treatment handed the Cubans, especially considering the condition of the aircraft when received. Purchased under DIR (DissassembledInspected-Repaired) condition, Colonel Hook reported "Inspection upon arrival revealed numerous discrepancies that indicated improper DIR to parts of each aircraft." He went on to state, "I realize that considerable pressure was exerted by this Mission, at the request of the FAEC in an effort to receive the planes in time for the celebration," but the final blame was visited once again on TEMCO, which had performed the work on the first eleven FAEC F-47s. Following delivery of the first five (USAF records show official handover dates of 18 and 19 May 1952), the next aircraft did not arrive until September, followed by another in December and four more in January 1953. The remaining fourteen aircraft were all overhauled in Oklahoma City under Case No.

OMN25 at a total cost of $463,903.14. Early in 1953 for reasons that are not clear, the FAEC bought four more F-47s under RMS, possibly as a spares source, although the aircraft were in fact placed in line service and were not (so far as can be determined) used for that purpose. Soon after arrival, the FAEC took great pride in creating its first fully-equipped, combat ready fighter unit, the Escuadron de Persecucion "10 de Marzo" based at Campo Colombia near Havana. Air-Order-of-Battle reports of this period (circa· April 1953) show this unit with twentyfive F-47s - and one TF-47 two place trainer, a truly rare aircraft, the acquisition of which has not been traced, although it could have been one of the four subsequently purchased machines. Former FAEC members do not recall this aircraft, although one thought it might have been a locally modified aircraft, perhaps the aircraft bound for Chile which crashed at Campo Colombia while on delivery and which was subsequently turned over to the Cuban government. By December 1953, the squadron was still fully up-to-strength, although one aircraft had been lost to an accident. The FAEC used a unique method of calculating utilization atthis time - through measurement of 'air miles flown'. These figures, which would seem rather difficult to calculate, were as follows for the first three years of FAEC Thunderbolt service: 1952 1953 1954

390 2,265 13,260

This dramatic increase in utilization, mainly due to the influence of the USAF Mission, was not without cost. By 30 June 1954, the unit still had twenty-six F-47s (including the TF-47) on hand, but only twenty-one were judged combat ready, the others being down for parts and repairs from minor accidents. Late delivery of some of the parts originally purchased as part of the overall program inevitably contributed. Anxious to show off their new mounts and obvious competence, two FAEC F-47s flew from Havana to San Juan, Puerto Rico, on 15 July 1953, visiting with the F-47N equipped PRNG squadron at Isla Grande. They then accompanied Curtiss C-46 CU-C434 (then under FAEC control for some obscure reason) on the 3 August return flight, via Guantanamo Bay Naval Air Station. As noted in the Chilean chapter, an MDAP aircraft (45-49209) bound forthatfar Southern

Photo of a Cuban F-47D-30-RA, FA EC-464, prior to being camouflaged, but bearing late Batista-era FAEC star and bar type Cuban national insignia. (Jorge J. Suarez via George Farinas)

Latin American nation, crashed on take-off from Campo Colombia in Cuba while on its delivery flight, and was "damaged beyond repair" (see photo). It was administratively, transferred to the Cuban project (No. 974) and turned over to the FAEC for whatever parts could be salvaged. The aircraft had lost power on take-off and bellied in, sliding directly into alow, cement block wall, injuring the U.S. officer pilot. USAF Mission guidance had been instrumental inthe FAEC reorganization along the lines of a USAF Wing/Base organization, creating one Composite Tactical Group (including the fighter squadron) by April 1953. Training emphasis also progressed, initially limited to security patrols in small elements, but advancing by July to groundattack gunnery. By August 1953 considerable flying was being accomplished, and the fighter squadron pilots averaged between 150-200 hours on F-47s. The Mission Chief commented, "ail are extremely confident in themselves and in their F-47s." A by-product of the U.S. Mission influence was the lesson to the FAEC that reliabillty and maintainability were entirely dependent on a good source and use of spares. Accordingly, Cuba initiated an RAP request in October 1953 for a five year spare parts program, total charge amounting to some $726,267. This program was approved, in part, in January 1954, for support of twenty-one aircraft but was abruptly terminated in 1955 when spares supply for the type in the USAF Logistics system dwindled. Only about 50% of the parts ordered ever arrived. Total AOB strength still reflected twenty three aircraft by September 1955 ,but with the creeping spares problem manifesting itself, had dipped to seventeen by December 1956. By th is ti me the F-47s had donned a chocolate brown Cuban "khaki" paint scheme. The Cuban leadership realized by this juncture that replacement types should be sought, and, in fact, Cuba had very boldly taken a step in this direction in June 1954, when she purchased the first two of eight Lockheed T-33As under RAP, the others being delivered in August 1954 (two) and August 1956(four). The jets were a portent of things to come, but FAEC leadersh ip wanted to replace the F47s without mortgaging the investment made in the T-33s, and so a deal was struck for fifteen Hawker SeaFury F.B. Mk.11 s (as well

as two dual seattrainerversions) which arrived at the Havana docks at the height of the Castro insurgency. The dock workers who unloaded the aircraft were stripped and searched following off-loading for fear of sabotage. On 5 September 1957, an attempted revolt by Cuban Navy elements at Cienfuegos was crushed by FAEC aircraft, including most of the airworthy F-47s loyal to Batista. Practically the entire Cuban Navy had apparently planned to launch the revolt simultaneously. However, the hapless men at Cienfuegos did not receive word when the other Cuban Navy installations decided at the last moment to postpone the attempt. The Cienfuegos base and parts of the city were bombed and strafed and a number of civilians were killed. Some FAEC pilots refused to bomb civilian sectors, dropping their ordnance instead overthe bay or sparsely settled outlying areas, but they paid for their compassion when later court-martialed and imprisoned. This episode did little' to aid the Batista cause or endear the FAEC to the public and further debilitated FAEC aircraft and ordnance stocks considerably. By 1 June 1958, total FAEC F-47 strength' stood at ten aircraft, although dangerous conditions involving the turbocharger exhaust tubes, the Achilles Heel of the F-47 in Latin America, limited utilization to all but "do-or die" flights. Apparently at least two (and perhaps more)FAEC Thunderbolts survived to pass, nominally into the Castro-era Fuerza Aerea

Revolucionaria (FAR). CIA reports indicated at least one such being on hand at Havana (where one was apparently destroyed on the ground by attacking Liberation/Bay of Pigs aircraft) and Santiago at the time of the Bay of Pigs invasion attempt. None are known to have survived beyond thattime, although the fate of the one at Santiago is ponderable. DOMINICAN REPUBLIC The rapid development of military aviation in the Dominican Republic during the late 1940s and early 1950s outlined in considerable detail in North American F-51 Mustangs in Latin American Air Forces Service, can be attributed to three prime factors: 1. The paranoia of dictator Rafael Trujillo and his extraordinary efforts to create a powerful military establishment; 2. The ambivalence towards these efforts displayed by various key U.S. government agencies and 3. The willingness (and ability) of other countries to act on the resulting opportunities. The primary fear motivating Trujillo was the anti-totalitarian Caribbean Legion, which had declared among its chief goals, the eradication of his dictatorship, one of the first active steps in that direction having been the abortive, but potentially potent Cayo Confites invasion force which was to have set out from that remote Cuban coastal region in 1947. Dominican interest in acquiring Thunderbolts first surfaced in conjunction with the foregoing background, circa mid1949, when Major RamonPeralta, brother-inlaw of President Trujillo was dispatched to

FAEC Thunderbolts at one point sported colored cowls and similarly colored horizontal bands on the lower fin. Here, in order from nearest to furthest, they are green, golden-yellow, red, white and blue with the unit emblem superimposed. (Jorge J. Suarez)

39

and replaced by their own" The balance of the twenty-five aircraft however did not arrive until June and July 1953. Trujillo, somewhat mollified, and realizing that the prices (and condition) of the RAPsupplied aircraft would be hard to beat on the open arms market, immediately turned in a further request for RAP supplied equipment, this time for forty' F-51 Mustangs "if more F47s are not available." Doubtful that the AMD could effectively utilize the additional aircraft and fearful of upsetting the balance with rival Cuba, the U.S. disapproved the additional aircraft and Trujillo promptly concluded his deal with the Swedes for the initial batch of thirty- two P51 D Mustangs. The U.S. Mission Chief, learning of these events, and apparently unaware of the U.S. concern over the Cuban-Dominican balance, fired off an angry report, stating "Not only have they purchasea thirty-two F-51 s from Sweden, they are considering purchasing up to twenty-two more. These procurements are due to U.S. inability to deliver. Typical of our transaction management are the Thunderbolts, paid for in advance by the AMD in May 1952, with a contract that implied ninety day delivery - and only sixteen had shown up by 23 June 1953." AMD strength thus, in spite of everything, took a dramatic jump in the closing weeks of 1952, going from ninety to 126 aircraft, including the F-47s and the first of the exSwedish P-51 sY , Initially, the F-47s, which were fully MDAP supported, and which enjoyed the support of the small U.S. Mission, were the favored AM 0 aircraft, the Mustangs at the time bein~ serviced by a group of U.S. "contract' mechanics who had rather let things go. According to an account by Lennert Engerby, one of the Swedish contract mechaniCS who arrived at San Isidro in early 1952, "The new base had only recently been occupied, and there were no hangars yet, aircraft being spread out all over the field. A 2,000 meter runway had been built, but there were no hard stands for aircraft, and the exSwedish Mustangs stood, or in some cases, lay in a long, untidy line hacked out of the bush, having been haphazardly unpacked, with parts laying spread out over a large area. ' By contrast, the U.S. Mission reported in March 1954, by which time the F-47s and P51 s had been segregated into two distinct units, that "There appears to be a strong esprit de corps among the pilots rated on the MDAP-supported F-47 unit (the Escuadron de Caza Bombardero but referred to in this report as the 1QEscuadron de CazaBombardero) and P-51 (nonMDAPsupported) Escuadron de Caza Ramfis., TheYd'ealOusly guard their own prerogatives an it is felt tfJat each can be developed into efficient forces. The F-47 unit is now considered 50% effective." In April 1954, training on the aircraft continued, although at a modest rate (a total of eighty- two hours flown), confined mostly to touch and goes and formation flying. An accident occurred when one aircraft caught fire in the aft section, a harbinger of things to come, and almost certainly an early manifestation of the turbo-charger exhaust tube problem noted elsewhere in this narrative. The squadron by now had twenty-eight pilots, of whom twenty-three were rated on F-47s and was the only AMD unit conducting am: training atthe time, and was watched jealously by the P-51 unit. It was the opinion ofthe U.S. Mission Chief Although poor in quality, the earliest known photo of Dominican Thunderbolts shows that atthetimethat, "The P-51 personnel, although colorful markings came later. This lineup of at least eight bearing only standard national marks more highly favored, were not as well qualified as the F-47 unit". and serial on mid-fuse/age. (Jorge J. Suarez)

Miami to seek between thirty to thirty-five small USAF Mission, local U.S. officials aircraft with which to equip the Cuerpo de recognizing that this, at least, would ensure Aviacon (as it was then known). some measure of U.S. influence over the He initially attempted to obtain twenty late- course of events in coming years. model Curtiss P-40 aircraft, but the Miami Encouraged by this sign of U.S. support, based LBS Corporation (headed by L.B. Smith Trujillo, hara on the heers of the summary and also known as AERODEX), found it rejection of his attempts to purchase Mexican impossible to locate such numbers of P-40s. P-47Ds, immediately (on 22 March 1951) AERODEX suggested that it could requested tne sale of an identical number of probably locate P-5fs or P-47s in similar F-47Ns from U.S. government surplus, quantities. Mr. Ben Terry of LBS was the complete with armament and equipment. General Manager conducting the Buton the advice of some house guests at negotiations. However, the Dominicans the time (some of whom had U.S. Navy ultimately settled on several other options backgrounds) Trujillo canceled the request when details of the proposed sale could not for F-47Ns on 17 April 1951 and requested be agreed upon, some Mustangs being sales of thirty-two Chance Vought F4U-4 Corsairs instead. acquired instead, in smaller numbers. lO The fate of this request is not known, other About a year later, in early January, 1951, a Mr. Solomon Lesnow, a U.S. citizen residing than the fact that it did not happen. By June in Mexico, was actively negotiating the sale of 1951, Trujillo had forgotten about the thirtyFuerza Aerea Mexicana's (FAM) seventeen two Corsairs and instead had submitted an P-47-Os to the Dominican Republic. The sale application for thirty-two F-47s under Section purportedly had the blessing of the U.S. State 508 (d) of RAP. The request was left pending Department and was being brokered by Iba approval by the U.S. MDAP officials as late as Trading Corp. of Miami. 3 March 1952. In the meantime, twenty- five F-47Ds, The cost per aircraft of this deal, which had reached quite an advanced stage, was which had already been rehabilitated by $15,500 each flyaway ( rather high for the TEMCO "for a NATO country" (probably time), and included full armament "and France, possibly Yugoslavia) but not painting on the Dominican insignia" a nice accepted,becameavailableandwereoffered but inexpensive, touch. ' to Peru, although they were not the exact President Aleman of Mexico had block number (D-40) that Peru had requested. purportedly gone so far as to approve the The aircr~ftyvere diverted to resolve the Cuban neces~ary export licenses, which had been and Dominican RAP requests. expedited by Lic. Fernando Cortez de la' Th~ U.S. Depart~ent of Defense Peza, w~o had peen retained by Major Peralta, recognl~ed the very dellcat.e. nature of the purchasing officer for Trujillo. competing Cuban and Dominican requests, Peter Ethier a wartime USAAF both of which centered around "drog dead" Thunderbolt pilot, had been retained to direct delivery dates for .political. reasons ( uba to the ferrying of the aircraft to the Dominican cele~r~te her 50th ye~r of 1nge~e~~ence and Republic, via Miami, three at a time. in Dominica to take part In Trujillo s Inaugural" company with two other pilots. parade schedule9 for 16 Augus.t 1952.) In fact, the Mexican Government had ~pprovalwasflnallyf0r:thcomlng, and RAP !'ldvised the U.S. State Department of its P.roJect 2F-738 was assigned ~o ~over, ~he Intent to "sell" the aircraft, but the reported alrcr~f~ for the now renamed AVlaClon MIII~ar buyer had been listed as the Mitchell Mobile Domlnlcana (AMD), a separate arm of service Hangar Corp. of New York. When the actual no longer subordinate to the Dominican Army. buyer became known, the State Department When it became obvi~us that the U.S. verypolitelyinformedallpartiesthattheaircraft would not be able to deliver even a token were Lend-Lease supplied and that the number of Thunderbolts by 16 August the account for them had not been settled and decision had been made at a high level to that until such time as it was no such'sale divert DIR aircraft to try and meet the even shorter Cuban deadline of May 1952. Trujillo, could be condoned.' Thus, as it happened, Trujillo, after being furiou~ at. being snubbed once again sty~ied at every turn in acquiring quantity (especially In ~avor of Cuba) t~reaten,ed to deliveries of combatant aircraft via the U.S., cancel the e.ntlre arrangement If the aircraft turned elsewhere, and the rest is history. The were not delivered by November. ll significant quantities of ex-Royal Swedish Air . U.S. MI?AP chan~els.strain~d to meet. this Force Mustangs and de Havilland Vampire fina;l deadline, and SIX aircraft In fact arnved jets acquired during the next five years formed dUring November, followed by eig~t more in the bulk of post-war Dominican military air December. Former USAF ferry pilot Ernest strength for almost two decades to come. D. Dav.is, who flew i~ one of these aircraft to Meanwhile, due to the efforts of U.S. S~n ISidro, recalls, It .was only a matter of diplomatic personnel on the spot in Ciudad mlnu~es after our, arnval before the U.S. Trujillo, approval was finally gained for a markings on the aircraft had been removed

40

Training picked up in May 1954, with 122 hours flown and with this tempo (and Mission instruction) many of the squadron's pilots were also functioning as instructors in the AMD's Cadet Program, the unit having seven AT-6s for this purpose. The unit commander was consciously attempting to place more reliance on native AMD ground crews, hoping to forgo the expensive (and sometimes troubling) contract employees (mostly U.S. nationars). By the end of June 1954, the AMD's F-47s had flown a total of 1,175 hours, had suffered three accidents (one of which was repairable) and were still rated 50% effective. The unit also had four Convair PBY-5A Catalinas, seven AT-6s, one Beech C-45, one Curtiss C-46 a Beech AT-ii, two Boeing B-17Gs, eight Bristol Beaufighters, eight deHavilland Mosquitos and a Hiller 360 helicopter (all in various states of repair). It could still only muster twenty-three F-47 rated pilots, in addition to the fifteen contract mechan ics and fifty-three AMD personnel. The tempo and thrust oftraining continued to increase into July and August 1954, when 156 hours were flown in tactical formation and attackproblems, although actual gunnery and bombing drills had not yet commenced. One of the chief predicaments according to the Mission Chief, was the large and diverse number of aircraft in the squadron, which diverted time and energy away from the Thunderbolts. By September, the unit put eighteen F-47s in the air at one time (believed to be its maximum one-time effort attained) for the long-awaited aerial gunnery and simulated mission training. According to the U.S. Mission Chief, " it took a forced draft of maintenance personnel from the other miscellaneous types." Five Thunderbolts had been lost by the close of 1955, and another had been seriously damaged, and the AMD entered the year 1956 with nineteen still on hand, of which eighteen were "combat ready" a figure that remained unchanged through the ena of 1956 and into June 1957. Butthe winds of modernization had caught up with the F-47s. Trujillo's son, Ramfis, had gradually swayed attention and funding as well as key personnel assignments toward' "his" unit the Mustang equipped Escuadron de Caza Ramfis. This unitwas also benefiting greatly from the attention of the extraordinary group of Swedish engineers. In 1954-55 following on its highly satisfactory purchase of Mustangs and maintenance services from Sweden, the Dominicans also purchased a significant number of ex-Swedish deHaviliand Vampire F.1 s followed by a batch of Vampire F.B.50s which were destined to re-equip the Escuadron de Caza-Bombardero. With the arrival of the first of the Vampires, it was all but impossible to get an AMD pilot into a Thunderbolt, and so, from mid-1955, the aircraft sat virtually unused on the line until finally, in November 1957, the now (renamed) Fuerza Aerea Dominicana (FAD) initiated action to have its nineteen remaining F-47s declared surplus, formally requesting U.S. Mission guidance in December as to disposition of the aircraft. The Dominican Thunderbolts thus served only five years with the service, of which almost the last eighteen months they were idle. The P-47 had been preceded -and succeeded - by their old WW II stablemate the Mustang, but owed their demise in Dominican skies, as elsewhere, to ever mounting spares and maintenance problems, and the advent of first-generation jet aircraft. The remaining nineteen Jugs were pastured for a long penod and then scrapped.

NICARAGUA, GUATEMALA AND 'OPERATION SUCCESS' Undoubtedly the most complex, yet fascinating use of the Thunderbolt in Latin America involved a relatively small number of very well traveled aircraft and the governments of Nicaragua, Guatemala, the Puerto Rican Air National Guard, and the Central Intelligence Agency. The seed for a series of events which ultimately led to the introduction of F-47s into the region was the 1950 election of Jacobo Arbenz Guzman, a former Army officer, to the Presidency of Guatemala. President Arbenz set out on a stated policy of, "transforming Guatemala from a dependent nation, having a semi-colonial economy, to an independent country, replacing feudal arrangements with modern capitalism." These ambitions, probably nationalistic and earnest, were viewed by U.S. officials (including Allen Dulles, Director of the CIA under President Eisenhower) as anti-U.S. and, more specifically, anti-United Fruit Company, a powerful entity in Central America. It is also significant to note that Dulles had, for several years, served on the Board of Directors of United Fruit Company, as had the incoming Assistant Secretary of State for Inter-American Affairs, John Moore Cabot. These advisors sold President Eisenhower on the need to include the alleged Communist oriented Arbenz regime in his avowed policy of "containing Communism," and steps were set in motion to depose the

Guatemalan leadership and replace it .with those more amenable to U.S interests. This plan, dubbed "Operation Success" by the CIA was headed by a Colonel Haney, operated out of Opa Locka Airport, near Miami. The project, still regarded by the CIA as ona of its covert action "successes", was very ambitious and involved, as key elements, an aerial unit detailed to make propaganda and leaflet drops; interdict key installations and political centers; perform signals activities; and conduct internal subversion. Arms, including aircraft, were transferred to the area via a number of channels, one of which, International Armament Corporation,(lnterArmco) was a "front" company, set up by former CIA employee Samuel Cummings, to expedite acquisition and positioning of arms and aircraft. Another larger undertaking, was the December 1953 transfer of up to thirty aircraft of various types to a Miami based "charitable foundation" (frequently cited in U.S. Government documents as an unnamed "Medical Institute"). The "Institute" then sold the planes to a variety of firms engaged in aerial survey, crop dusting and recreational aviation throughout the Caribbean area. This odd assortment of aircraft included a Beech C-45, a Cessna 180, a Convair PBY-5A, at least one Lockheed F-5 Lightning recon version, several North American AT-6s and six F-47Ns. The six Thunderbolts were, ostensibly, on "loan" to the CIA from the Puerto Rican Air National Guard, which in turn rented them to the Nicaraguan Government for $1.00 each. At this point they were by no means being

This Nicaraguan F-47N (ex-PRANG) sports a very faded anti-glare panel and, not surprisingly in view of its background, almost complete lack of identifying stenciling. Pilot and crew chief are Nicaraguan and Sergeant in foreground is member of USAF mission.

41

operated by the Fuerza Aerea de la Guardia Nacionale Nicaragua (FAN). These aircraft, according to Puerto Rican Air National Guards (PRNG) pilots who took part in the delivery to Puerto Cabezas, Nicaragua 13 (which served as one of the primary airfields for aircraft involved in the Operation), were stripped of all U.S. markings, painted black overall, with white registration or serial numbers. In addition to the aircraft mentioned, "Operation Success" also could count on at least twelve C-47 type aircraft as available for its use, fifteen helicopters and the PRNG's 198th Fighter Squadron, which was on low profi Ie alert to assist the operation if it got into real trouble. The consequences of such an eventuality can only be conjectured. The CIA managed to gradually move this conglomeration of aircraft into the area of operations, most of them moving through Honduras, Nicaragua or U.S. bases in the Canal Zone, some under the guise of U.S. assistance to the nations of the area. Crews for the aircraft were a truly Bohemian lot, some of them former Civil Air Transport and Flying Tiger Airlines employees fresh from adventures in China and the Far East, while others were adventurers from the region. At least ten have been positively identified. Of varying experiences and background, they included "T-bone" Williams and Bob Wade, friends and former U.S. Marine Corps pilots; Joe Silverthorne, a bush pilot with wide experience in Honduras; Fred Sherwood, who atone time had been the U.S. Air Attache in Guatemala; Ferdinand Schoup, former Deputy USAF Mission Chief in Guatemala; Leo Crutcher, a U.S. citizen living in Colombia; (and hisson-in-Iaw, Douglas McLean); Carlos Cheeseman, a WW II U.S. Navy pilot who had become a Guatemalan citizen; and Jerry DeLarm, another ex WW II Navy pilot. Of these, Jerry Fred DeLarm, formerly of San Francisco, was one ofthe key performers. This slender, hardened adventurer always carried a .45 cal. pistol on his hip and had, until early 1954, been living in Guatemala

City where he gave private flying lessons and owned an automobile dealership. Code named "RoseLinda" by the CIA, DeLarm flew via PanAm from Guatemala City to Honduras only a few days before "Operation Success" was formally launched into its final phase. IroniG-ally, he had done some skywriting and aerial broadcasting for President Arbenz' election campaign in 1950, but claimed he had never been paid for the work. Leaflet flights had been flown over Guatemala City as early as January 1954. The leaflets demanded the ouster of Arbenz and threatened of the Liberation to come. The actual invasion by Castillo Armas 14 and his Army, and associated air operations, did not get under way until 18 June, when Jerry DeLarm piloted a C-47 low over the city, again dropping leaflets announcing that the invasion was imminent. At about 1600 hours the same day, two F47Ns, without marks of any kind visible from the ground (although observers could not agree on their coloring), approached the city from the south, fired a few rounds as they passed over houses near the Guardia de Honor barracks (one of five cuartels, or small forts in the city) and dropped small fragmentation bombs. . One of the F-47s then swung around and strafed the National Palace, dropping more leaflets after circling unchallenged. The pair then roared off to the Pacific coast, where they proceeded to' work over the port of San Jose, Guatemala. DeLarm is alleged to have flown one of these two aircraft, his second sortie of the day. About midnight the 18th a C-47 harassment flight over Guatemala City, from the west, received some light machine gun fire from Guatemalan Army units on the outskirts, and 20mm Bofors gun bursts from near city-center. The following morning a single F-47N flew overthe city at about 0800, strafing the Fuerza Aerea Guatemalteca (FAG) section at La Aurora airport, inflicting damage on an FAG Beech AT-11.

It should be noted that the FAG, considered unreliable by Arbenz, was largely grounded during this entire period, aside from some reconnaissance, liaison and transport flights flown by pilots known to be loyal to the government. It is just as well, perhaps, since by this date the only "combatant aircraft the FAG could muster were two Boeing P-26As (of seven obtained under Lend-Lease in 1943), four Beech AT-11 s configured as light bombers (of six acquired under ARP in 194647) and eight armed AT-6C and 0 variants. These would not have fared well against the F-47s, even in experienced hands. Government radio reported that nine citizens were injured as a result of the La Aurora strafing, including a three year old girl killed, but later found to be alive and wounded. After its attack, the lone aircraft (possibly, again piloted by DeLarm) headed off, flying over the town of Chiquimula on its way back to its secret base - attacking this small town in the process, and then continuing on to strafe the nearby provincial capital of Zacapa. Guatemalan press reports alleged that the strafing of Chiquimula had hit a girls' school. Action continued on the 19th, with the "Liberation" Cessna 180, piloted by Cheeseman and DeLarm, attacking Puerto Barrios by dropping a hand grenade and stick of dynamite out of the cabin windows on the fuel stprage tank there, while an F-47 strafed the Army barracks at Jutiapa. Air attacks on Sunday, the 20th, were aimed mainly at small southern Guatemalan towns, to give the impression of ground support to the invading Armas forces, and Although included an attack on Coban. reported by newsmen as an F-47, the Coban attacker ran out of fuel a short time after the attack and force-landed just over Guatemala's northwestern border in Mexico, near Tapachula. Two crew were rescued by Mexican authorities, one of them wounded, lending evidence that the aircraft involved was an armed AT-6. The pilot, William A. Beall, 31, ofTyler, Texas, told the local press thatthe "Liberation" airforces had lost another aircraft two days earlier (probably a C-46) in

Known as 'EI Sulfato " (the Sulphur), Jerry DeLarm's F-47N at La Aurora Field, Guatemala City, following the Castillo Armas victory, with some FA G personnel. The aircraft is in pristine condition and absolutely devoid of any markings, as of late 1954. (MAJ Rick Ibarguen) 42

the Pacific, the two crewmen having been rescued by a U.S. Navy vessel. During the attacks on the southern towns, two of the F-47s absorbed some anti-aircraft fire that rendered them unflyable, a third was hit and grounded on the 21 st. The damage was disabling in that maintenance and spares support for the aircraft was nonexistent, only fuel, oil, ammunition and ordnance being available for what was, for all intents and purposes, a "disposable" air force. By the 21st, CIA planners were acutely aware that the outcome of the operation would evolve on continued air support and widespread "hit and run" attacks, which were indeed confusing Arbenz' intelligence sources and making the Armas invasion forces, aided by some ingenious signals deception broadcasts, appear much larger and more insidious than was actually the case. The CIA executives wanted to invoke the provisions of the plan which would bring in the 198th FS, PRANG, but cooler heads realized the hazards in this, and settled on sending two ex-Texas ANG F-51 Os down instead, flown by regular USAF pilots. One of these, then Lieutenant Del Toedt, recalls the episode vividly, and although they primarily flew escort to DeLarm and others in the remaining F47Ns and other types, the Mustangs proved crucial to the show of force that toppled Arbenz. In a deal approved by President Eisenhower himself, the pair of Mustangs were "sold" to Nicaragua for $150,000, the money having been fumished to Somoza by the CIA. Meanwhile, Bob Wade in one of the F-47s sent on a mission to bomb the main Guatemalan Government radio station, hit anearby missionary station by mistake. Attacking the fuel storage tanks at nearby La Aurora airport on the same strike, he only managed to hole one ofthe tanks with machine gun fire. Guatemalan Army gunners at San Jose, alert to the possibility of air attack, scored their only "shoot down" of the entire affair on June 22,1954. Unfortunately, the aircraft downed· was a civilian Chilean Beech 35 Bonanza being ferried new to Chile from the factory, on a leg of its flight from Mexico to El Salvador. The two fliers on board, fortunately, survived. On the assumption that his resignation would end hostilities and preserve the status quo,Arbenz went on the air on the 27th, announcing that he was stepping down and relinquishing the Presidency to Colonel Carlos Enrique Diaz, Army Chief of Staff. However, the change of leadership did not satisfy the goals of Operation Success, and the approach of the British freighter, Springfjord, to San Jose harbor was the signal for further action by the mercenary air force. Somoza, through his own intelligence and that provided by his CIA contact, Rip Robertson, believed that the Springfjord was carrying arms and or aviation gas to Guatemalan forces. Robertson dispatched Ferdinand Schoup at 0700 on the 28th to attack the ship. He circled the vessel once, dropping a message to the crew warning that he was going to attack (this has not been substantiated), and then proceeded to drop his 500 pound bomb "down the stack," putting the "Springfjord" on the bottom of San Jose harbor. Only moments before the skipper had been waving cheerfully to the circling Thunderbolt.

Although not an aircraft subject per se, these worthies, Castillo Armas' bodyguards during "Operation Success", probably witnessed the F-47N's last use in anger, during the CIAorganized invasion of Guatemala, and may give a clue to the kind of company they kept. (LTC Dell C. Toedt)

U.S. Ambassador John E. Peurifoy, one of the key players in the entire operation, ordered the Liberation air force to turn up the pressure on forces loyal to Colonel Diaz, notably Fort Matamoros and the Escuela Militar Polytechnic garrisons. DeLarm, escorted by the two "Nicaraguan" Mustangs, took off from the Honduran base on the 29th and attacked these installations at 1500 hours, going on to completely destroy the Government Radio station missed by Bob Wade several days earlier.'s Ambassador Peurifoy then orchestrated the final act, persuading Colonel Diaz to accept Colonel Armas as the new head of government. Final negotiation took place on 1 July in San Salvador, the new President' arriving back in Guatemala City on board the USAF Mission's C-47 on the 3rd. On 8 July Castillo Armas formally became President in a large outdoor ceremony which, appropriately, was honored by a f1yover of an FAG C-47, escorted by two P-26As and a truly memorable low level aerobatics display put on by DeLarm in Armas'F-47N. An extension of the overall Operation Success plan was to expedite arms deliveries, including aircraft, to Guatemala's neighbors. The idea had been to further erode Arbenz' support within the Guatemalan armed forces which had always been regionally dominant. The plan included the armed forces of Honduras, El Salvador and Nicaragua - and specifically Nicaragua's Guardia Nacional. Nicaragua's Air Force, named the Fuerza Aerea de la Guardia Nacional, had been immersed in the CIA project to overthrow Arbenz from the beginning, and has added to the historical confusion which has surrounded these multi-national F-47Ns for years. Nicaragua's ambassador to the U.S., Sevilla Sacasawho was apprised of Operation Success and the primary combatant aircraft involved, found it necessary to dance around the issue with U.S. State Department officials,

when it came time to lend legitimacy to the aircraft. In a memo of conversation dated 28 May 1954, between Sacasa and Mr. Charles R. Borrows, MID, the latter quite unaware that the aircraft in question were probably already earmarked by the CIA for this plan, stated, "This Government [the U.S.) is in a position to make available, on a direct purchase basis, eightF-47Naircraftatapriceofapproximately $25,000 each." Ambassador Sacasa replied that his government considered, "the situation to be in the nature of a temporary emergency and would prefer to borrow the aircraft." He then spoke vaguely of Nicaragua being, "given some and sold others". On 1 June, puzzled that Ambassador Sacasa hadn't gotten back to him, Mr. Burrows called him, receiving the information that 'he hadn't heard from Somoza yet". No doubt Somoza was thoroughly enjoying the humor of knowing more about the situation than the U.S. State Department itself. Finally, details of the transaction were ironed out. Somoza knew he would get the survivors of Project Success [the F-47Ns and other types) once the project was concluded (although one remained in Guatemala), the first three of these having arrived in Nicaragua from Puerto Rico on 17 June. In sum, this amounted to two flyable aircraft and (probably) one other airworthy. Four more aircraft, also ex-PRNG, arrived in Managua on 17 June - one of which was for Operation Success use (DeLarm) and three" to remain as property of the FAN." Three mechanics were to be temporarily added to the USAF Mission to Nicaragua to service the aircraft. By 21 June, Colonel Holmberg, Borrows' contact at the U.S. Department of Defense, was distinctly ill at ease about this whole arrangement, and sensing perhaps that all was not as it appeared to be, insisted that "the Department of Defense (and the USAF) 43

require the following assurances before the By 1948, with various anti-totalitarianism final three F-47Ns can be delivered to the movements afoot and surplus equipment FAN: readily available, the FAN managed to acquire (a) that legal requirements for the two Lockheed P-38 Lightnings, although transfer to title of the aircraft have manning and maintaining them caused no been met.. end of trouble, the service at the time having (b) that USAF/ANG pilots have only one qualified pilot for the type. As early as April 1954, with Operation permission to overfly Nicaragua while delivering the aircraft from San Juan, Success planning well advanced, Nicaragua Puerto Rico. seized the opportunity to modernize and (c) that the USAF/ANG pilots and F- expand its forces. It had informally requested 47s have permission to land at Las twelve F-47s and up to four North American Mercedes. B-25 bombers. The State Department, (d) that the USAF has the permission unaware of the CIA/SomozaiNicaragua of the State Department to attach three connection, responded that neither type was maintenance personnel to the USAF then available, the USAF suggesting to the Mission TDY" State Department that it offer Lockheed FWithin forty eight to seventy two hours 80s and Douglas B-26s instead. following receipt ofthese assurances, General By this time Somoza had initiated steps Koen of the USAF promised delivery. to acquire 26 ex-Swedish Mustangs, but The last three aircraft in question were, in these did not arrive until after the fact, the only F-47Ns that Nicaragua "paid" Thunderbolts cited earlier had been for,15% down in cash, remainder in sixty nominally in FAN service for some months. days and with immediate delivery of titles, The F-47s were favored by both the USAF (total flyaway cost$14,620 each) under terms Mission (initially) and by FAN personnel, of the RAP who had been impressed by the type's These aircraft were sold with only six .50 performance during Operation Success, war caliber machine guns on each (complete with stories having run rampant for a while after 1,500 rounds per gun) and were accompanied the last shots were fired. on the flight from Puerto Rico by a Lockheed The enmity between the Somoza dynasty C-121 carrying spares. . and neighboring Costa Rica, however, which In the final analysis, it appears that had been stewing intensely since at least Nicaragua and Operation Success (it is difficult 1948, was intentionally brought to a boil by to separate the two) accounted for a total of Nicaragua in late 1954, aided and abetted by eight PRANG F-47Ns although only six of Perez Jimenez of· Venezuela and Trujillo of these (but possibly seven) ever bore FAN the Dominican Republic, the trio of dictators markings. seeing in Costa Rica, home of the Caribbean The saga of the these eight well traveled Legion, the seed of their undoing. aircraft becomes even more complicated. Under the pretext of opposing what they As noted earlier, Jerry DeLarm more or crudely termed the "Communist" regime of less resident in Guatemala, w~h business and Costa Rica President Figueres, the dictators fraternal connections, became, w~h his F-47N, provided material assistance to Costa Rican an adjunct to Castillo Armas' personal band of exile Rafael A. Calderon, a powerful political bodyguards, and a gray zone auxiliary to the exile, and his followers. FAG. In fact, this sol~ary F-47 was shown on On 11 January 1955 several hundred FAG AOB strength reports for eighteen months, "Calderonistas", members of the so-called, until it was finally traded to Nicaragua (read Authentic Anti-Communist Revolutionary Somoza) for an Ex-Swedish Mustang. Army, supported by aircraft, invaded Costa In Nicaragua, meantime, the Thunderbolts Rica from bases in Nicaragua. Moving quickly, had become first line equipment, although they captured Quesada, about 50 km from initially, only four of the aircraft were actually San Jose, and occupied positions in painted in FAN markings. 16 Guanacaste.

Just the day before Costa Rica had noted with alarm that ten fully manned Venezuelan Air Force aircraft had arrived in Managua. The flight had been billed as a good will and training mission. On the Twelfth, rebel planes, including an unmarked F-47N and at least two AT-6s (on which some observers claim to have seen Venezuelan markings) strafed wide areas from Puerto Limon to Liberia, one AT-6 boldly striking at defenseless San Jose itself. No one was hurt and damage was slight. Another AT-6s was downed by the small Costa Rican Civil Guard defenders at Los Ahogados while it attempted to destroy the Turrialbary bridge. On the thirteenth, USAF officials in the Panama Canal Zone received reports of Venezuelan aircraft, believed to be AT-6s, over Panama, although their direction was not noted, and this strange sighting has remained unexplained. The Costa Ricans reported rebel aircraft (an F-47 and an AT-6) bombed Liberia and Grecia the same day, and were last seen headed in the direction of San Jose. On 15 January Costa Rican ambassador Faci invoked the terms of a security agreement with the U.S., requesting the supply of four F47s to answer the rebel intrusion. On the very next day the U.S. sent four Mustangs to Costa Rica from Kelly Air Force Base.. They were flown on patrols almost immediately by four seconded regular USAF pilots. The American service pilots gave cockpit checks to several Costa Ricans and made a hasty departure. Meanwhile, on the 16th the Organization of American States (OAS) Commission sent to investigate the invasion, reported thatthree rebel planes had been spotted at La Cruz, including an F-47, adding that "the rebels still controlled the air over combat zones with planes from an 'unidentified' country". The F47 was in action again that same day, hitting Santa Rosa and Liberia again. A support C47 was lost at La Cruz the same day to a landing accident. Costa Rican ground forces, rallying to meet the invaders near Liberia, were attacked on the 17th by rebel aircraft, and, during the melee, an OAS observer's aircraft, carrying U.S. Navy Commander Luce, was hit by ground fire. One of the Costa Rican F-51 s flown by the ill-trained Costa Rican pilots, was lost to enemy action in uncertain circumstances. The plane crashed killing its pilot. It bore several heavy caliber bullet holes. While no one witnessed the fatal action, and it may have been caused by ground fire, there is a school of thought that says that Jerry DeLarm and his P-47N may have bushwhacked the Mustang. Somoza, still indignantly disclaiming any part in the invasion, urgently bid to the U.S. on 17 January for four additional Mustangs for the FAN, ''to match the sale to Costa Rica", claiming incredibly, that ''the transaction posed a threat to Nicaragua". By the 18th, the invasion was all but licked, mainly due to the timely and morale boosting arrival of four Mustangs, and OAS observers were able to report that two rebel AT-6s were "interned" at Rives, Nicaragua, A well traveled F-47N-20-RE, 44-89131, seen here with the Pennsylvania Air Guard (147th FS) although "the F-47 could not be located". about 1948, it passed to the PRNG that year and in 1954 to the CIA-backed Castillo Armas forces Thus ended perhaps the only known instance in Guatemala, finally becoming GN 73 with the FAN (Collect Air Photos) in which the two old comrades - Mustangs

44

and Thunderbolts - faced off against each other in the air, and coincidentally, the last known action in which an F-47 fired its guns in anger. Subsequent FAN use of its rather motley collection of F-47Ns was, by comparison, anticlimactic, although it is worth pointing out that the FAN pilots much preferred the Thunderbolts overthe ex-Swedish Mustangs, "the sorriest of which", as noted, was traded to Guatemala around December 1955 for its sole F-47N. It is a safe bet that this aircraft was the one in Costa Rica, flown by DeLarm. By December 1956, FAN AOB still included five Thunderbolts, all at Managua, these five remaining in"fair" condition as late as August 1959, when wear and tear and new pilot inexperience began to be felt. Colonel W.R. Hardee, who arrived as the new USAF Chief in March 1961 recalls that, "the FAN didn't fly the jugs as much by this time" - concentrating on the Mustangs, which were more numerous "until after the Bay of Pigs". They simply changed the oil religiously, ran them up about once a month, and pressed on, "the engines working even though they had been sitting stationary for some months". He recalled one rather major accident which reduced FAN F-47 strength to four - the result of a young, inexperienced pilot placing the trim tab wrong for take off, and continuing movement in the wrong direction [on the trim wheel] when he realized something was wrong. "It was one of the most spectacular crashes I have ever seen. The aircraft started veering off the runway, to the left, after rolling on take-off about 1,000 feet." "The pilot tried to correct, but failed. It was the dry season [late summer/early fall] so being off the runway was not really a problem - except that his direction brought up some problems with trees and buildings. He somehow pulled the old beast off the ground before it was ready to fly - it staggered along for a few hundred yards, about fifty feet in the air, turning still to the left. Suddenly it rolled left and went in almost vertically, full of internal. fuel - the resulting explosion looking like a small 'A' Bomb." The pilot's name, for the record, was Hooker. His father was "Tach ito" Somoza's' representative at Bluefields, the CIA's Bay of Pigs airstrip on Nicaragua's Caribbean coast. 17 After this crash, the FAN's F-47s were all but grounded, available funds going for fuel for the Douglas B-26s (inherited from the Bay of Pigs force after its demise) and Lockheed T-33Bs which were in process of being financed. Subsequently, one more of the remaining F-47Ns was lost when, on an extremely hard landing at Las Mercedes, the main gear was literally driven up through the wings. The fate of the carcass of this otherwise undamaged aircraft is unknown, although it was probably added to the graveyard near Las Mercedes. In 1962, Colonel Dick Disney of the Confederate Air Force, acquired the "best" of the three remaining FAN "Jugs", flying GN 71 (believed to have been DeLarm's exGuatemalan" aircraft) back to Texas. It became N47TB on 7 February 1963 WW. "Will Martin, of MACO got the last two Thunderbolts as part of the same package in September 1963, although both subsequently perished in crashes on the return flight in Mexico.

Mr. Martin stated that the two he bought "had less than 200 hours total" on them (documented), surprising in view of their age. He went on to describe the loss of the two aircraft. "On a test flight, one of my pilots [John Drew, probably flying GN 72/N6147U] made a wheels up landing because he didn't get a "safe" light indicator. We had noticed a loose dust shield and I had instructed a mechanic to remove it. The pilot took the plane up on his first hop and when the gear light didn't indicate properly he elected to belly in. We had no radio communication so I couldn't tell him the gear was down. "The loose canvas dust shield stopped the down-lock piston from engaging the microswitch for the light. "Damage was limited to the prop and belly skin which we replaced. This aircraft was then bought, while still in Nicaragua, by a Cadillac dealer in Florida named Holman, F.O.B.Managua, and he furnished a new Prop." Ben Amonds (a United Air Lines Captain) was hired by Holman to fly N6147U to the U.S., and left, in company with Martin and ) MACO four ot her pi'1 ots (.In M ustangs, on 's last trip out. Martin continues: "On take-off out of Tapachula, Mexico,he {Amonds} noticed oil smoke coming out of the enginecompartment and turned back to land. I looked him over and when I saw him going back, I buzzed the field and landed behind him. The prop stopped solid {from a broken oil line} before he completed his landing roll." Mr. Holman sent down a new engine for N6147U later and after installation, Amonds again set out for the U.S. While attempting to land on Mexico's east coast (Martin thinks at "either Tampico or Veracruz" -other sources say Merida) the hapless aircraft's engine burst into flames and Amonds jumped on final h H h t d f i b t N6147U approac. e parac u e sa e y, u landed in a swamp, only 'its tail protruding above the surface. Mexican Air Force personnel rescued Amonds and assisted him in recovering his luggage from the wing-gun bays of the aircraft. The C?ther, MACO F-47~, fared no bett~,r, as Martin relates concerning N6148U. It made a belly landing on the beach [Mexico's Caribbean coast] while flown by a retired USAF Major [named Rolfe]. I was flying . . . . . alongside I~ a Mustang ":,,he~ hiS engine qUit dead. Major Rolfe bel lie? I~ and the U.S. Coast Guard alerted a fishing group that picked him up later that same day. "The aircraft had little damage but salt t t l t' th t th · . "H water hIt It. . e wen on 0 re a e a e Conf~?erate Air Fo~ce located t~e plane fo~ parts, and made a big deal ofthelrtnp down. Thus ended the operational lives of the last airworthy Latin American P-47Ns.

SOME THINGS THAT NEVER WERE A number of books on the Thunderbolt have reported that the Honduran Air Force (Fuerza Aerea Hondurena - FAH) received as many as a dozen F-47s under the terms of the "Rio Pact". Simply stated, this did not happen. Aside from the "Operation Success" aircraft, flown by CIA mercenary pilots,

operated intermittently from Honduran and Nicaraguan airfields, no Thunderbolt ever saw Honduran service. Another report suggests that at least one Puerto Rican ANG aircraft went to Haiti following retirement - as a monument or static display aircraft. This has eluded verification, and seems unlikely to have occurred. Finally, while it is true that at least one P470 was demonstrated to officials of the Argentine Air Force after WW II (in company with a B-25), no Thunderbolts were ever sold to or otherwise operated in Argentina.

FOOTNOTES

1. See Aerofax Datagraph 1, North American F-51 Mustangs in Latin American Air Force Service by John Dienst and Dan Hagedorn. 2. In both the Portugese and Spanish language the symbol Q is used in place of st, or 1Q rather than 1st. 3. One aircraft of South Atlantic Wing, ATC, a rare C-49K,43-2002 made several flights carrying FAB personnel to Panama. 4.John, along with Disosway and Chairsell accompanied the unit from Panama through its training at Suffolk Field. 5.A Brazilian medical unit including nurses accompanied the Squadron. One of its doctors was President Vargas' son. 6.AqualificationreferencetoPilotAviator,unique to the Mexican military. 7. Hovde trained in the F-86 and scored one MIG kill in Korea. 8. Three Bristol F2Bs in December 1920 and one Morane-Saulnier Type LA Bullet in 1921 and two SPAD S VIIC-1s by June 1923. 9. Plan D-3 Operacions del Estado Mayorallegedly called for Colombian seizure ofthe strategic islands. 10. Although an official Dominican publication, the "Memoria de la Ministerio ge Guerra" states that one P-47 had actually been acquired in 1950. This has not been substantiated. 11.The U.S. State Department had attempted, in honesty, to explain to Trujillo in mid-September 1952, that delay of the contracted deliveries were due to two factors: (a) diversion of rehabilitation crews to F-47Ns for Formosa which frankly had a higher priority and (b) efforts by the contractor to eliminate certain defects discovered in the aircraft recently delivered to Cuba. . . 12. The AMD, unable to walt.forthe arnval of the full complement of USAF MIssion MAAG personnel, arranged to hire a USAF instructor pilot (for $71 0) for thirty days in November to get at least some AMD pilots checked out on the type. 13. Puerto Cabezas was thesame field used byth.e CIA-backed CUb~n liberation forces dunng the III fated Bay of Pigs invaSion. 14. A politically prominent former Guatemalan Army officer chosen as heir designate by the CIA. 15. Still unexplained is an attack on a USAF C-47, on a rescue flight, occuring this same day near Santa Ana, EI Salvador. It IS difficult to believe thiS could have been one of the 'Operation Success' aircraft, although it does not seem likely any other aircraft capab Ie of such an interception were in the area at the time. Although the C-47 was holed, the crew was uninjured. 16. The Thunderbolts were not the FAN's first modern fighters.The tiny, club-like FAN had acquired two Waco WHD two-place fighters and a single Grumman (CCF) G-23 before the war, followed by a trio of Lend-Lease AT-6s, and these more than met the needs of the Republic/Regime until the turbulent post-war period. 17. Son of Nicaragua's dictator Somoza. 18. W.w.(Will) Martin, just prior to his first trip to Nicaragua seeking to buy the survivng Mustangs and F-47s, adds to this crash account: "From what I was told, it probably happened because the mechanics had the habit of rolling up all the noseup trim when taxiing aplane following maintenance. If the pilot didn't catch it on pre-flight, he wouldn't be able to keep the nose from abruptly going up and stalling. 45

Extremely rare in-flight view of three FAP Thunderbolts, two frorr ARP batches (463 and 442) and one RAP (541). Note that the roundel is carried on the upper left wing only, opposite the serial, which was apparently painted on in smaller characters in the second batch of RAP aircraft. No rudder stripes were carried at this time. ("EI Comercio" via Javier Goto)

After spruce up, the next to last incarnation of FAP-115 was as N47DC, but with its correct USAAF serial painted on, at Arizona 31May81. (Dick Phillips)

FAE mechanics look quite busy posing for this shot with one of their ARP P-47Ds at Quito. USAAF stenciling remained on most ARP, MDA and RAP aircraft, in English, until worn off through weathering or solvent scrub-downs. (FAE COL Gary Lape)

46

A fully-marked, FAE ARP-supplied P-47D-30-RA, the fourth example received (after upgrade to D-40) in June 1947, FAE-404. Note that the anti-glare panel, running on aft ofthe canopy, splits andnarrows to fine points on either side of the dorsal fin. (FAE COL Gary Lape)

CPT J.E.M. Motta, on 41-6037s starboard wing, after flying the old bird from Afonsos to Cumbica for a mechanic's school 15Dec44. The aircraft survived then until at least 14 Sep67- its final fate is unknown. (Rui Moreira Lima)

FAB F-47 4191 while displayed, somewhat inaccurately, as wartime C3, in downtown Sao Paulo. It was destroyed during student riots there in 1969. (John M. Davis)

An Allied publicity shot showing P-47D-27-REs 42-26815 in USAAF colors and 42-26777 left rear FA EC-465 poses at Campo Columbia, Cuba with in full FAB colors. 42-26777 never served with the 1QGAvCa or the FAB, ending its days with a US four in the mid-1950s. (Jorge J. Suarez) unit and salvaged in March 1946. (Collect-Air Photos)

Good study of FAP-122, showing rocket stubs and relative positions of the two antennae types on the spine. It became N47DE and later GBLZWon the British civil register, its remains now at the Imperial War Museum in London. (AI Anderson)

The luckless N6148U, ex-PRANG and Nicaraguan GN 72, following bellying in on a Mexican beach enroute back to the US in 1963. (AI Anderson)

FAP-127 after return to Rebel Field and re-erection at CAF Harlingen, Texas. Drop tanks were among the large quantitiy of spares acquired in the deal with Peru. Note however, thatthe rocket stubs ha ve now been removed. (Jay Miller)

CPT Bill C. Redeen leads a total of24 F-47Ds in FE-515 (later FAE-416) towards Kingston, Jamaica, just prior to an unscheduled weather stop at Havana, Cuba. They landed despite Cuban objections as fuel was dangerously low. (L TC Dell C. Toedt)

47

PRANG rebuilds 44-89320. Small but essential parts for this project came from Dominican and V~nezuelanF-47D's spares sources. (Luis Santos)

48

Rare in-fligh t shot of a 198th FS, PRANG F-47N in late markings, without any of the previous embellishments. This is the aircraft restored as N345GP later. (COL Martorani via Luis Santos)

The evolution of 44-89444, last in regular service as seen here, with the PRANG in pristine condition. (H.G. Martin via Robert J. Pickett)

Lightning bolts on the fin and wheel doors of PRANG F-47s are attributed to one of the 198th's founders, Mihel Gilormini. He flew with the 345th FS in WWII which sported similar markings. Here, the unit CO, LTC Alberto Nico, taxies in "Alile IV", a name previously carried on his aircraft in WWll's 107th TRS, 67th TRG. (Jorge Suarez via Luis Santos)

F-47N-5-RE 44-88410 following its accident at Ramey AFB 9Aug48. It was one of the earliest PRNG F-47s. (COL Martorani via Luis Santos)

One of the four FAM P-47Ds cleaned up for a rather spectacular airshow (including some hair-raising low-altitude, high speed passes) at the opening of the new International Airport at Mexico City 1Jun54. (Ing. Adolfo Villasenor via Santiago Flores)

Another of 201 Escuadron 's four P-47Ds at the grand opening ceremony at Mexico City International, 1Jun54. PZT-1016 appears to have had orange bands on wings, fuselage and fin(orat least a different shade of red) while the other three aircraft were definitely deep red. (Santiago Flores)

PZT-1005 with red bands on fuselage and fins trundles past vintage Douglas DC-6 and 7 aircraft 1Jun54. It was one of the four aircraft performing at the Mexico City International grand opening. (Santiago Flores) 49

50

51

Another view of F-47N-5-RE 4488410 following bellying in at Ramey AFB, PR on 9 August 1948. Note Puerto Rican Commonwealth shield on the fuselage (incomplete). (COL Martorani via Luis Santos)

In basically authentic 198th FS, PRANG markings 44-89213, an F-47N25-RE, is seen at the Museum of Speed at Daytona Beach, FL. Fate of the aircraft is unknown. (H.G. Martin via Robert J. Pickett)

The former FAP-122 as she appeared after refurbishment, as N47DE, at an airshow in the US, marked as "2"1"5744" on the fin. (Collect Air Photos)

Decked out in a most ufllikely scheme, F-47N-15-RE N478C (ex-PRANG 44-89436 and GN71) as first exhibited by the CAF. (Thompson Productions)

Displayed at its old facility outdoors at Wright Patterson AFB, OH, 4489444 has been embellished somewhat but, aside from the spurious "invasion" stripes and ordnance, is still basically in PRANG marks. (Collect Air Photos)

FAP-116, following return from Peru as N47DB, marked as "226422" (a P-47D-25-RE- the aircraft is actually an F-47D-30-RA, brought up to D-40 standard by TEMCO) of the wartime 353d FG. (CollectAir Photos)

Former Bolivian "razorback" TP-47D-2-RE, "FAB-007," our candidate for finest restoration-to-airworthiness warbird as "Big Stud". Seen here at Mesa, AZ 1982 NX14519 is in marks of LTC Robert Baseler's 325th FG, 15AF, MTO. (W.B. Slate via Dick Phillips)

52

AppendiX B 1'GAvCa WW II Pilot Roster and Mission Record GLOSSARY OF ABBREVIATIONS Pilot BASC BASP BANT BAFZ BACG BARF PAF PSP AFA CTA CaE EOEIG EEAer EMI-CTA 1'GAvCa 2'/5'GAv 1'/4'GAv NPRF State MUSAL SOC T.O.C. MIA L-L Proj ARP MDA CAC FLC RAP

Base Aerea de Santa Cruz, Rio de Janeiro, RJ Base Aerea de Sao Paulo, Cumbica, State of S Paulo Base Aerea de Natal, Natal, State of Rio Grande do Norte Base Aerea de Fortaleza, Fortaleza, State of Ceara Base Aerea de Campo Grande, Campo Grande, State of Mato Grosso do Sui Base Aerea de Recife, Recife, State of Pernambuco Parque de Aeronautica dos Afonsos (Afonsos Air Depot), Rio de Janeiro Parque de Aeronautica de Sao Paulo (Sao Paulo Air Depot), Marte, SP Academia da Forca Aerea, Pirassununga, State of Sao Paulo Centro Tecnologico de Aeronautica, Sao Jose dos Campos, State of SP Curso de Oficais Especialistas (Specialist Office~s Course), Curitiba, State of Parana Formerly CaE (Escola de Oficiais Especialistas e Infanteria de Guarda), Curitiba, State of Parana Escola de Especialistas da Aeronautica (Academy of Air Force Specialists), Guaratingueta, State of SP Esquadrao Misto de Instrucao do Curso de Tatica Aerea (CTA's mixed training group), at the time of its existence based on BASP l' Grupo de Aviacao de Caca (based at BASC) 2' Esquadrao do 5' Grupo de Aviacao (based at BANT) l' Esquadrao do 4' Grupo de Aviacao (based at BAFZ) Nucleo do Parque de Aeronautica de Recife (Nucleus of Recife Air Depot), Recife, of Pernambuco Museu Aeroespacial at Afonsos Field ( Campo dos Afonsos), Rio, RJ Struck Off Charge/dropped from inventory Taken On Charge/date formally turned over to unit. Missing In Action Lend Lease Project American Republics Project Mutual Defense Assistance Program Caribbean Air Command (USAF) Foreign Liquidation Commission (FLS/US) Reimbursable Aid Program

APPENDIX A DIFFERENCES BETWEEN P-47D AND P-47D-30

P-47D-40 S-1 Bomb rack installed, 1600 Ib capacity; 165 gal wing tanks could be carried. K-14B or C gun sights Five zero rail rocket launchers on each wing Shielding of reduction vibrator & primary ignition leads. Eliminated some radio

P-47D-30 B-1 0 or B-11 racks, B-7 rack on the belly, similar to S-1 in capacity Mk. VIII sights, but M3C available and could be installed. Two launchers each wing, Inboard of bomb racks. Not installed

noise. Provision for quick removal of wing tank adapters. Tail warning radar AN/APS13 Hinged rudder pedals for more leg room Provisions for anti-"G"suit Gun heat valve control

Not installed Not installed Not installed Not installed Not installed

Sorties

2 LT (AV) (Res) Alberto MartinsTorres 2 LT(Av) Helio Langsch Keller CPT (Av) Roberto Pessoa Ramos 2 LT(Av) Pedro de Lima Mendes CPT(Av) Horacia Monteiro Machado 1 LT (Av) Ruy Barbosa Moreira Lima 1 LT(Av)Alvara Eustorgio de Oliveira e Silva 2 LT(Av)Jose Rebello Meira de Vasconcelos 2 LT(Av)Renato Goulart Pereira 1LT(Av) Luiz Lopes 1LT(Av)Newton Neiva de Figueiredo 2LT(Av)Marcos Eduardo Coello de Magalhaes

99

2LT(Av} Leon Roussoul ieres Lara de Araujo CPT (Av)Newton Lagares de Silva 1LT(Av)Luiz Felipe Perdigao Medeiros da

80

95 95

Comments

Esquadrilha Cdr - lost to AA fire on 23 Apr 45 (see appendices)

95

94

Esquadrilha Cdr

94 93 93 93 89 86 85

Downed by AA 30Apr45, parachuted safely and returned to Allied lines Esquadrilha Cdr. Downed by AA22Apr 45, parachuted into enemy territory &POW in hospital for

remainder of war.

Fonseca Asp (Av)(Res)Fernando Correia Rocha Asp (Av)(Res) Diomar Menezes 2LT (Av) Paulo Costa Asp (Av) Roberto Tormin Costa LTC (Av) Nero Moura 2 LT (Av)(Res)Armando de Souza Coelho Asp (Av) Fernando Soares Pereyron Mocellin CPT (Av) Theobaldo Antonio Kopp

79

Esquadrilha Cdr - Grupo Ops Officer from 13Mar45

77 75 71

Lost in combat to AA 30Apr45

68 65 65 62 59 58

1LLT (Av) Othon Correia Netto CPT (Av) Fortunato Camara de Oliveira CPT (Av) Lafayete Canta rino Rodrigues de Souza Asp (Av)(Res)Joao Milton Prates Asp (Av)(Res) Raymundo da Costa Can aria MAJ (Av) Oswaldo Pamplana Pinto Asp (Av)(Res) Frederico Gustavo dos Santos

58

1LT(Av)Josino Maia de Assis

41

1LT(Av)lsmar Ferreira da Costa

34

1LT(Av)Joao Mauricio Campos de Medeiros CPT(Av)Joel Miranda

34

1LT(Av) Roberto Brandini

20

CPT John W. Buyers USAAF Asp(Av)(Res)Fernando de Barros Morgado

21

1LT (A V) Aurelio Viera Sampaio ASP(Av)(Res)Jorge Maia Poucinha

16

LTC Nelson Freire Lavenere-Wanderley

13

2LT(AV)(Res)Danilo Marques Moura

11

1LT(Av)Jose Carlos de Miranda Correa 2LT(AV)(Res) Helio Carlos Cox MAJ (AV)Marcilio Gibson Jacques ·1 Lt(AV)Waldir Paulino Pequeno de Mello ·1 LT(AV) Rolland Rittmeister 1 LT(Av)John Rich~rdson de Cordeiro e Silva

8

56 55 55 51 47 44

31

19

16

6 2

1'GavCa Commander Shot down by AA 9Apr45 and parachuted safely and returned to Allied lines. Lost in combat to AA 2Jan45 Esquadrilha Cdr. Downed by AA on 7Mar45,parachuted safely and hid by partisanos. Downed by AA 26Mar45, parachuted safely buit POW for remainder of war. Esquadrilha Cdr. Removed from fit. status for medical reasons 9Mar45. Esquadrilha Cdr. Removed from fit status for medical reasons 9Mar45 Removed from flight status for medical reasons 9Mar45. Downed by AA 15Feb45 and parachuted into very friendly FEB hands 1'GAvCAOps Officer. Removed from fit status for medical reasons 10Mar45 Killed in combat 13Apr45 when a munitions dump exploded under his aircraft during an attack Downed by AA 21 Jan45,Parachuted safely and taken POW for remainder of war Removed from fit status for medical reasons 9Feb45

Esquadrilha Cdr. Downed by AA on 4Feb 45 but parachuted safely, being harbored by partisanos. Downed by AA 10Feb45,parachuted safely but spent remainder of war as a POW Official U.S. Liaison officer attached to 10GAvCa during the war Arrived in the Theater only in the last month of operations and commenced ops on 11 Apr45 Killed in combat by AA 22Jan45 Arrived in the Theater only in last month of operations and commenced ops 12Apr45 FAB Liaison Officer to Allied Forces in the Mediterranean. Highly respected for his his postwar historical writing Downed by AA 4Feb45 but "walked out" nearly 200 miles through enemy territory in 21 daysl 1°GAvCa Intelligence Officer Removed from fit status for medical reasons 14Nov44 Commander of the Ground Echelon of the 1°GAvCa Killed in an accident on 16Nov44 Killed in an accident on 16Nov44 Killed in combat by AA 6Nov44

. The crash which killed these two young officrs involved a collision with a C-47 which was carrying two Brazilian photographers and the aircraft of these two pilots. The photographers, tragically, were taking photos of a formation of four of the 1)GAvCa aircraft for use at home when the C-47 was hit by one of the P-47s. See detailed appendices for more.

53

APPENDIX D .;-

MISSION DAMAGE DETAILS FOR MEXICAN ESCUADRON 201

APPENDIXC ESCUADRON 201 PILOT ROSTER AND MISSION RECORD RANK/NAME 1'CPT (PA) Radames Gaxiola Andrade 2'CPT (PA) Pablo L. Rivas Martinez

SORTIES 11 13

COMMENTS Escuadron Commander Escuadron Deputy CO; went MIA on a transport flight 19Jul45

Escuadrilla "A" 2'CPT (PA) Robert Legorreta Sicilia Lt (P.A.) Fernando Hernandez Vega LT (PA) Carlos Varela Landini LT(P.A.)Graco Ramirez Garrido SubLT(P.A.) Jose Luis Pratt Ramos Sub LT(P.A.)Miguel Uriarte Aguilar Sub LT (PA) David Ceron Bedolla

11

Escuadrilla Commander

7 10 11 12 11

Date

Claimed

4Jun45 One building damaged; m.g.nest destroyed 5Jun45 One large building destroyed 5Jun45 Buildings destroyed, possibly also some tanks 6Jun45 One building and an AA position destroyed 6Jun45 Several buildings destroyed 6Jun45 One building destroyed 6Jun45 One house burned 15Jun45 One building destroyed 15Jun45 One small ship possibly sunk 17Jun45 Vehicles destroyed and two trucks set afire 18Jun45 Two A.A. positions destroyed 20 Jun45 One m.g. position destroyed 21 Jun45 One M.g. position destroyed 21Jun45 Many building left burning at target *; Although this is the final mission in which damage records were maintained it was by no means the last mission. Intensive operations continued until 9 July 1945, inclUding four fighter sweeps against Formosa. No more missions were flown after that in July, but two more were moun1ed in August: another air attack on Formosa and a convoy escort mission north of the P.I., bringing the total missions actually flown to fOrty-two.

6 Escuadrilla "B"

LT(P.A.) Carlos Garduno Nunez LT(P.A.) Julio Cal y Mayor Suaz LT(P.A.) Reynaldo Perez Gallardo SubLT(P.A.) Miguel Moreno Arreola SubLt (P.A.)Praxedis Lopez Ramos SubLT (PA)Angel Sanchez Rebollo SubLT (PA) Fausto Vega Santander

5

Escuadrillo Commander, killed in an accident 17 June 45

12 12 11

9 11 (0)

Escuadrilla "C": LT(P.A.) Hector Espinosa Galvan ALT (P.A.) Joaquin Ramirez Vilchis LT(P.A.)Carlos Rodriguez Corona LT(P.A.)Amador Samano Pina SubLT(PA) Raul Garcia Mercado SubLT(PA) Guillermo Garcia Ramos SubLT(P.A.) Manuel Farias Rodriguez

11

APPENDIX E FAV THUNDERBOLT PILOTS

Killed in a flying accident 1Jun45

Escuadrilla Commander, killed in a ferry mission 16 Jul45

YEAR OF COMMISSION 1938

10 1941 10 1941** 11 1942 10 10

1943·* Rescued following a successful parachute jump while flying as CPT Martinez' Wingman on 20Jul45

8

1943 1945 1946 1946

Escuadrilla "D" LT(P.A.) Amadeo Castro Almanza LT(P.A.) Jacobo Estrada Luna LT(P.A.)Jose Luis Barbosa Cerda Sub LT.(PA) Mario Lopez Portillo SubLT (P.A.) Roberto Urias Aveleyra SubLT(P.A.)Jaime Zeniso Rojas SubLT(P.A.) Justina Rayos Retina

12

1947

11 12 12

1947**

Escuadrilla Commander

Killed on a ferry flight, 21 Jul45

12 14

3 USAAF Pilots Attached 1LT Sheridan Kenny, Jr. 1LT William L. Kester 1LT John J. Haley 2LT Howard B. Riggs

NAME Mayor Angel Ramirez Avaendano Mayor Carlos Alberto Maldonado CAP Nestor Porfirio Rodriguez CAP Buenaventura Vivas Guerrero CAP Alberto Delgado Ontiveros Mario Araujo Rojas Tte Jesus Eladio Torres Monsalve . TteRoosevelt Adrianza Galvis Tte Rafael Maria Ferrer Reyes Sub Tte Edgar Suarez Mier y Teran

LATER RANK First Group CO Coronel

(Killed as a Major) Lt. General Coronel (Killed in a P-47 crash, 5Sep47) Lt. General (killed in P-47 crash 25 Nov 49) Lt. General (Bailed out of an F-47 during gunnery training over Lago Valencia, aircraft lost but he parachuted safely) Coronel (Bailed out of F-47 when engine failed in Aragua state)

SubTte Alberto Vivas Serrano 1947* SubTte Humberto Colmenares Rivera 1947 SubTte Rafael Ascanio (Killed in F-47 crash 4JuI51) Gonzalez La Greca 1947 SubTte Agustus Berzales Maj. General Morales 1948 SubTte Hugo Armando Araque Coronel 1948·* SubTte Ruben Perez Arrieta Mayor 1949·* SubTte Carlos Pica Arias 1949·*&* SubTte Alvaro Bracho Rios Lt. General 1949 Sub TteOscar Ali Araque Angulo Lt. General 1950 SubTte Daniel Enrique Robayo Quintero Lt. General 1954 SubTte Luis Ivan Lt. General Martinez Lazaro A1terez Jesus Garcia Segura student pilot killed in F-47 crash 22Mar51 Notes: *These pilots were also involved in Thunderbolt accidents in which they escaped successfully but in which their aircraft were either destroyed or suffered extensive damage. **These pilots took part in "Operation Caiman" against Colombian forces in September, 1952

54

APPENDIX F FORCA AEREA BRASILEIRA THUNDERBOLTS IN ITALY USAAF SERIAL

SUBTYPE

T.O.C.

42-26450

P-47D-25-RE

280ct44

l'GAvCa Code

Notes

Subsequent FAB Serial

Accepted USAAF 15Apr44. Dpld US 9Jun44. To 12GAvCa 26 Jul44. An aircraft with this serial is displayed at Guarpes AFB, Recife but the actual 42-26450 was SOC as4104 (see) 17 Mar58

4104

41-26753

P-47D-25-RE

280ct44

(A 2)

42-26754 41-26755 42-26756 42-26757 42-26758 42-26759

P-47D-25-RE P-47D-25-RE P-47D-25-RE P-47D-25-RE P-47d-25-RE P-47D-25-RE

Accepted USAAF 8May44. Dptd US Jun44. Wriuen off in a training night Montalto di Castro, 10 miles N offarquinia 7Nov44, killing 2LT Oldegard O. Sapucaia. Lost before unit code could be applied Alloted to Brasil on History Card but returned to US or Allied unit on 26 Ju144.

280ct44 280cl44 280ct44 19Nov44 28Oct44

(A3) A4 A5 unknown

Accepted Acccpted Accepted Accepted

BI

42- 26760 42-26761

P-47D-25-RE P-47 --25-RE

28Oct44 280ct44

03(2) (C6)

42-26762 42-26763

P-47D-25-RE P-47D-25-RE

19Jan45 280ct44

CI (B 3)

USAAF 8May44. USAAF 8May44. USAAF 9May44. USAAF 9May44.

Dptd Dptd Dptd Dptd

US US US US

2Jun44. Suffered damage on take-off Pisa 18Jan45 but repaired 2Jun44. 2LTAIberto Torres'air craft, new over 100 mission in this aircrafl. 31May44 IJun44. Damaged by nak IOFeb45 but repaired Accepted USAAF 9May44. Dpld US IJun44. Shot down 4Feb45 3km SE of Castel franco, CPT Joel Miranda parachuted and was hidden

4105 4106 4107 4108

by partisans

01 01

4109

Accepted by USAAF 9May44. Dptd US 2Jun44

Crashed 7Feb45 on take~off at Pisa. Caught fire. Ensign Fernando S. Pereyron Mocelin survived. Code actually painted on the aircraft yet.

"C~6"

believed assigned but not

Accepted 9May44. Dptd US 31 May44. 3d Flight (Blue) leader's personal aircraft. (CPT Fortunato)

42-26764

P-47D-25-RE

280ct44

unknown

42-26765 42-26766

P-47D-25-RE P-47D-25-RE

280ct44

B4

Accepted USAAF 9May44. Dptd US 2Jun44. Damaged Tarquinia 26Nov44. Shot down 26Mar45 2 miles W of Codruipo, ILT Othon

42-26767 42-26768 42-26769 42-26770 42-26771 42-26772 42-26773

P-47D-25-RE P-47D-25-RE P-47D-25-RE P-47D-25-RE P-47D-25-RE P-47D-25-RE P-47D-25-RE

280ct44

B5

Correia Neto becoming a POW. (Same serial no. later turned up on FAB P~47 sold to Bill Destefani, Shafter, CA. Alloted to Brazil 15Jan45 on History Card but apparently diverted. Condemned and salvaged due to unknown cause 18May45. Accepled USAAF 9May44. Dptd US 2Jun44. Shot down 2Jan45 5 miles NW of Alessandria, ILT Joao Mauricio Campos de Medeiros killed. Alloted to Brazi115Jan45 on History Card but apparently diverted. Condemned due to a mid-air collision 20Aug45. Alloted to Brazil 15Jan45 on History Card but apparently diverted. LOSIIO flak 24Apr45 Alloted to Brasil 15Jan45 on History Card but apparently diverted. Condemned due to unknown cause and salvaged 13Apr45

2Jan45 28Oct44

unknown D6

42-26774

P-47D-27-RE

280cl44

(B 2)

42-26775 42-26776

P-47D-27-RE P-47D-27-RE

19Nov44

B5 (A 2)

4110

Accepted 9May44. Dptd US 31 May44. Damaged Tarquinia 61an45 and shot down 15Feb45, Ensign Raymundo da C. Canario O,K. in friendly territory. Accepted USAAF 9May44. Dpld US 11un44. Damaged extensively taking off at Pisa 21 Apr45 when tire blew oul. CPT Roberto Pessoa Ramos OK but aircraft total loss. Alloted to Brazil on History Card but apparently diverted to US unit, with whom it crashed IOMay45.

Accepted USAAF IOMay44. Optd US 3 IMay44 Accepted USAAF 10May44. Dptd US 31 May44. Shot down Scandiano.13km SE of Reggio Nell'Emilia 22Apr45. 2LT Marcos E. Coelho

4111

de Magal was taken POW. This was the last of 385 P-47D-25-REs built. Accepted USAAF 10Muy44. Dptd US 181un44. Damaged al Tarquinia 30Nov44. Overshot the runway taking off from Pisa 17Feb45 and caught fire. Ensign Joao Milton Prates OK. Aircraft condemned 20Feb45. Accepted USAAF IOMay44. Dptd US Jun44. Shot down IOFeb45 12 km E of Ostiglia. ILT Roberto Brandini badly injured and taken POW. Accepted USAAF 15May44. Dptd US 31 May44. Shot down 7Mar45 3.5 km NNE of Reggio Nell'Emilia, CPT Theobaldo A. Kopp parachuted

safely and was hidden by partisani. Code has also been given as D~l. Alloted to Brazil on Lend-Lease account 151an45 and photos exisl bearing FAB insignia. However, apparently diverted in July to a USAAF unit, with whom it served out the war until condemned and salvaged on 24Mar46,

42-26777

P-47D-27-RE

42-26778 42-26779 42-26780 42-26781 42-26782 42-26783

P-47D-27_RE P-47D-27-RE P-47D-27-RE P-47D-27-RE P-47D-27-RE P-47D-27-RE

28Oct44 28Oct44 28Oct44

(C2) C3 C4

Accepted USAAF 10May44. Dptd US Jun44. Accepted USAAF 10May44. Dptd US Jun44 Accepted USAAF 17May44. Dptd US 18Jun44. Heavily damaged by nak 25Apr45. repaired.

280ct44 280ct44

unknown

AHoted to Brazil's Lend-Lease account 15Jan45 but apparently diverted to an allied unit. Condemned and salvaged 28Nov45. Accepted USAAF IOMay44. Dpld US 41un44. Shot down Nov44 near Bologna, ILT 10hn Richardson de Cordeiro e Silva killed.

2

Accepted USAAF 17May44. Dptd US 4Jun44. History card (probably in error) gives as a P-47D-25-RE. Damaged 19Nov44 at Tarquinia. Shot down 4Feb45 2km E of Castelfranco, 2LTDaniio Marques Movia parachuted into enemy territory. Fate unknown.

42-26784

P-47D-27-RE

280ct44

Al

42-26785 42-26786 42-26787

P-47D-27-RE P-47D-27-RE P-47D-27RE

Accepled USAAF 13May44. DPld US 41un44. Shot down 9Apr45 2km W of Mandriolo, near Lake Comacchio. 2LT Annandode Souza Coelho Coelho parachuted safely into friendly territory. Alloted to Brazil on Lend-Lease account 151an45 bUI gained back to USAAF 30Jan45. Condemned in Europe.

280ct44

D4

42-26788

P-47D-27-RE

280ct44

42-26789 42-28986 42-29265 44-19659 44-19660 44-19661 44-19662 44-19663 44-19664 44-19665

P-47D-27-RE P-47D-28-RA P-47D-28-RA P-47D-28-RE P-47D-28-RE P-47D-28-RE P-47D-28-RE P-47D-28-RE P-47D-28-RE P-47D-28-RE

44-19666

P-47D-28-RE

Accepted USAAF 13May44. Dptd US 4Jun44.

4112 4113 4115

4114

Alloted 10 Brazil on Lend-Lease account 151an45 and photo exists bearing FAB insignia. Condemned by 9thAF as "missing in action" on 28Feb45, however; never served with FAB. unknown

Accepted USAAF 13May44. Dptd US 4Jun44. Damaged by nak 6Feb45. Written-off in a landing on

2Jun45 (apparently not an authorized flight, as the aircrafdt had been delivered to Capodichino on lJun45 for shipment back 10 Brazil.) ABoted to Brazil on Lend~Lease account 151an45 but apparently diverted to another allied unit. Went MIA in Europe 25Apr45, 19Jan45 12Feb45 28Oct44 28Oct44 28Oct44 280ct44 280ct44

B 6 (2) uknown unknown (C5) D2 D5 (A 6)(2)

280ct44

A6(1)

280ct44

B 6(1)

Dptd US 18Sep44. Damaged landing at Pisa 22Apr45, 2LTn R. Lara de Araujo OK.

4116

Dptd US 270ct44. Damaged landing at Pisa 14Feb45, Ensign 10rge Maia Poucinha OK 4117 Accepted USAAF 17JuI44. Dptd US 25Jul44. Crashed 16Nov44 near Tarquinia after mid~air collision with C-47 camera plane. Pilol parachuted safely. Accepted USAAF IJu144. Dptd US 25Jul44

4118

Accepted USAAF 15Jul44, Dptd US 251ul44. Shot down 29Jan45 7 km S of Piacenza. ILT Josino Maia de Assis parachuted but takcn POW. Accepted USAAF 17JuI44. Dptd US 25Jul44. Usually nown by 2LT Meira 93 missions. Accepted USAAF 14Ju144. Optd US 2Aug44.

Alloted to Brazil's Lend~Lcasc account but gained back to USAAF; lost to flak 20Mar45. AcceplCd USAAF 14Ju144.Dptd US 251u144. Damaged 21NovShol down 23Dec44 near Ostiglia, ILT Ismael da Molla Paes parachuted safely but was taken prisoner. Accepted USAAF 17Ju144. Dpld US 25Jul44. Shot down 22Jun45 3 km E of Milano, lLT Aurelio Vieira Sampaio killed.

4119 4120

FORCA AEREA BRASILEIRA THUNDERBOLTS IN ITALV USAAF SERIAL 44-19667 44-19668 44-20338

SUBTYPE P-47D-28-RE P-47D-28-RE P-47D-28-RE

T.O.C. 280