Malta. July 1943. RAAF ground crew examine an F-4 Lockheed Lightning photo-reconnaissance aircraft.  Photographer Laurence C Le Guay.   TBF

F-4 Lockheed Lightning, Malta, July 1943 

Official caption: "1943-04-13. New Guinea. Lockheed Lightnings (P38) in flight. (Negative by N. Brown)."  An Australian photographer captures two USAAF Lightnings doing a low-level beat-up of the airfield.  Note the single fuel tank. TBF

New Guinea. Lockheed Lightnings

From the tribute page for the crew of B-24H 42-51090 "Hey Moe", 725th Bombardment Squadron, 451st Bombardment Group (Heavy), 49th Bomb Wing, 15th Army Air Force, Castelluccio Airfield, Foggia Airfield Complex, Southern Italy, 1944-1945: «The day would begin when the orderly woke the crews who had to fly. The crew would be given the times for chow and briefing and the orderly would disappear. Preparing for a mission was an adventure in itself. Shaving was done in cold water, it was miserable, but it had to be done. Any stubble underneath the oxygen mask would irritate the face, leaving it raw and sore. The crew dressed in the warmest clothing they had available. Where they were about to go it could get as cold as -30° or colder. The waist gunners had the added threat of wind-chill because the large windows in the waist were open. After briefing, they would put on heated flight suits and sheepskin lined jackets, pants, boots, gloves and helmets. Breakfast was the usual dehydrated food that they got every other day. No comfortable chow hall to relax in. Coffee, that always present staple of the U.S. Military, was available. So what if it was so strong you could float a .50 Caliber bullet in it; at least it would wake you up.
Briefing was a formal affair. There were general briefings, for the crew followed by specialized briefings for the Bombardier, Navigator, and Radio Operator. When the crews gathered in the briefing area, the nervous conversation was overshadowed by the covered map that hung on the wall. Under that covering, which would be removed shortly, was the flight route for the days mission. When the map was revealed, there would be a combination of nervous laughter, sudden inhalation, and swearing from crews. The weather officer would report on what the weather would likely be over the target. He occasionally got it right. There would also be briefings on flak, enemy fighters, emergency landing areas, and alternate targets... just in case the weather officer got it wrong. 
After the briefing, the crews would head out to pick up additional flying equipment, parachutes, and their guns. They would then head to their assigned plane for the day. While the gunners got their equipment situated, the pilot and ground crew chief would make a "pre-flight" of the bomber. It took close to two hours to run through the pre-flight check list. It has been said that a pilot could walk around the plane and look, but if he really wanted to know what the status of the plane was he had to ask the ground crew. 
From take off until the bomber returned safely, the ground crew would sweat them out. For the crew, it was not a complete mission until they were back on the ground. Flak thick enough to walk on, fighters attacking in groups of six, rough weather, and extreme cold made each mission more and more difficult. 
The policy of the 15th Air Force was that each member of a crew had to complete 50 missions to rotate home. This is compared to 35 missions required by the 8th Air Force in England. It was soon discovered that morale was low because most crews didn't complete the required 50 missions before they were shot down or killed. An ingenious plan was developed to give particularly long or hard missions credit as two missions. This way, the average crew would only have to fly over enemy territory around 35-38 times, bringing it back closer to the 8th's mission requirement. 
After a mission, the crew would go through an extensive de-briefing to determine what had occurred over the target etc. At these de-briefings, reports of flak, fighters, missing air crews and strike estimates were reported and compiled by intelligence officers. Later the crews would wearily eat dinner and go to sleep. In the end, heavy bomber crews would sustain the second highest casualty rate in W.W.II, second only to the infantry soldier on the ground». In the photo the brand new SN 42-51090 "Hey Moe" and its crew: standing (L to R): Taylor (gunner), Jackson (gunner), Milnor (radio operator/gunner), Seigel (gunner), Barden (gunner), Bonney (gunner); kneeling (L to R): Brown (co-pilot), Trumper (pilot), Shumard (bombardier), Christensen (navigator), at Topeka Army Air Field. Topeka, Kansas, before leaving, 28 April 1944, bound for Castelluccio, 11 May 1944. Victor Sierra
