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VMB-612 | Bombing Squadron Six Hundred Twelve | with video link to "take a flight"


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VMB-612 | Bombing Squadron Six Hundred Twelve

 

Commissioned: 10.15.43
Deactivated: 3.15.46
Nickname of Unit: Cram's Rams [after Lt. Col. Jack Randolph Cram, USMC, Commanding Officer]
Artist: Sgt. Morton Mandel
Date of Insignia: 1944
Authorization: HQMC
Aircraft Employed: PBJ-1C, PBJ-1D, PBJ-1J

 

VMB-612 was a specialized Marine squadron flying North American twin-engine B-25s. The aircraft variant flown by the Marines was known as a PBJ. Marine PBJs had radar mounted in the nose, and a 50-caliber machine gun in the tail. The lighter load enabled the plane to carry more fuel, thus increasing its range. The squadron was trained to fly low over the ocean, at no more than 500 feet. The planes were painted dark blue to blend in with the night sky.

 

Silkscreened on canvas with stitched border. PX Patch.

 

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Below are excerpts of an interesting interview with Navy Cross recipient Lt. Col. Jack Randolph Cram, USMC, Commanding Officer of VMB-612, on March 15, 1945 providing some history about the squadron and discussing night anti-shipping attacks by PBJs in the Central Pacific. Among the topics covered are Organization and Training, Tactics, Equipment, Maintenance, Operations, Armament, Communications and related subjects.  He was nicknamed "Mad Jack" for his daring flying maneuvers while piloting a Catalina, named the Blue Goose.

 

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Navy Cross Citation | Jack Randolph Cram (1906-1998)
The President of the United States of America takes pleasure in presenting the Navy Cross to Major Jack R. Cram (MCSN: 0-4810), United States Marine Corps, for extraordinary heroism and distinguished service in the line of his profession while serving as a Pilot in the FIRST Marine Aircraft WING, in aerial combat against enemy Japanese surface vessels and air forces in the vicinity of Kokumbona Point, Guadalcanal, Solomon Islands, on 15 October 1942. Piloting a PBY-5A plane in a daylight attack by combined air units, Major Cram, despite heavy and accurate anti-aircraft fire and constant assaults by enemy fighters, gallantly pushed home his attack to point-blank range, before releasing his torpedoes, hitting and sinking a Japanese transport. Although his plane was severely damaged and carried the scars of more than fifty hits in its battered fuselage, he returned to his base and landed safely. His expert airmanship and indomitable fighting spirit reflect great credit upon himself, his command, and the United States Naval Service.

 


VMB-612 was organized on October 15, 1943, primarily as a low altitude bombing squadron. It was not developed into a night outfit until about four months later. We had the usual difficulties, when we organized, of getting personnel and equipment. We had but five planes until three months after we were organized. All the training was confined simply to checking out pilots, getting them so they could solo the aircraft and operate it safely. In February, the question came up of developing some experimental, low altitude bombing squadrons using electronic gear. This squadron was picked as one of three squadrons at that time - later four squadrons the other three of which were Navy, - that were equipped with this gear, given the personnel and sent out to combat to find out what evaluation we could make in actual tactical operations.

 

After that our materiel difficulties and personnel difficulties were smoothed out we went ahead with the regular training program. We tried to simulate as nearly as possible the training that the crews would need in the combat area, once we were organized. During the period that we were short of airplanes we put the personnel through two courses that were later found to be especially beneficial. We were able to do that largely because of our location at Peterfield Point right next to Camp Lejeune. They had the personnel which enabled us to give these courses, one a combat conditioning course, the same that the raider battalions gave their people. It takes about 30 hours to complete, and anyone who goes through that course is really in condition. We found it did one thing right away; it cut down the drinking in the squadron to practically nothing but beer, and only an occasional beer. I think that was beneficial, because I noticed that during subsequent periods even after we got into combat, none of the pilots particularly cared about drinking. They have an occasional drink before dinner - we're set up just like anybody else out there with beer and a club.

 

The second course was a parachute course that all flight crew completed. Every man went through the regular tumbling and learned how to fall just like the regular paratrooper does, and then made one live tower Jump. It changed the whole attitude of personnel as far as the airplane was concerned. Up to that time I had boys who admitted that they didn't wear their chutes and that they wouldn't have made a jump. They would rather have ridden the plane down than take the chance of jumping out. Once they had gone through an actual jump, even though it was controlled through a tower, they had an entirely different attitude, and I don't think anyone would hesitate to jump now.

 

On August 5th we moved to North Island, California. We heard about the rockets, which had not been available up until that time, and we made cone test installation on a prototype at Air Base Group 2, and from there moved on out to Pearl Harbor, taking the extra installations with us, which were put on at Barbers' Point. We went over to Kaneche and obtained our preliminary rocket training.

 

The squadron then flew to Eniwetok and was delayed a month there. Although we were destined for Peleliu in the Palau Islands, we eventually ended up on East Field, Saipan in late 1944. The question there was whether or not we could intercept the Japanese ships coming down to Iwo Jima which was 650 miles from the base. Chichi Jima was 750 miles. We decided to try it out. The only possible way we could make it in a PBJ was to forget carrying bombs, but carry bomb bay tanks and confine ourselves to rockets entirely. That's what was done. In order to do that and have some margin of safety, we took out the overhead turrets, removed the package guns, stripped out everything on the inside of the plane that wasn't absolutely necessary, and figured on carrying the eight rockets on the wings and 1520 gal. of gas, cruising at 140 knots indicated. We had one test flight. We were out about 10-1/2 hours and came back with close to 400 gal. of gas in reserve, about a quarter of our supply. It became evident right away that we could carry on this type of operation. The only difficulty was that we had but one 50 cal. sticking out of the tail. That was all the defense we were carrying at that time on these airplanes.

 

The tactics that was used in that area were very similar to what we had developed in practice. In other words, we started out from our base usually at 5000 feet or above the overcast. It meant a long trip of usually 4 hours, at that altitude, cruising at 140 knots. When we got a target, or it we didn't have a target before we got to the area, we dropped down to 1000 feet. Our only defense was to be able to hit the deck, or get right down on the water and make turns so we stayed in the combat area at 1000 feet or under. As we got in close to islands like Iwo Jima we even vent down to 300 feet for our search.

 

Our attacks were made usually from 10 to 12 miles out. We used an altitude of 300 feet because it gave us a range of about 1350 yards, and we found that was most accurate. These attacks are made on the automatic pilot entirely. At 7 miles the bombardier, who is in the nose operating the APQ-5 equipment takes over, says he has it, and he actually flies the airplane in with the exception of the altitude control. He makes his turns, lines up his target, handles the azimuth, and of course the range has been pre-computed. The gear was modified so that at the pre-set range, a radar impulse would energize the rocket box and trip the rockets. The rockets could either be tired in pairs or fired in a salvo of 4, 6 or 8. It was found, due to the lack of experience on the part of the crews, the new type of attack, and its questionable accuracy, that it would be better to fire a salvo. In most cases we fired a salvo of eight rockets when we had a good target.

 

We lost three planes in combat. I can't tell you where any' one of them went because they are just cases where they took off at night, and that's the last we heard of them. We've used the PBJ aircraft by stripping it down and putting in extra gas tanks. We've actually gone out as far as 900 miles, hit a target, and returned in one mission. It took twelve and one half hours to do that. It isn't a comfortable airplane. For this type mission there are two definite types that I think would be better than the PBJ. As we get in closer to the empire I think we are going to run into more and more fighter opposition, and we are certainly going to run into a lot more shipping. If fighter opposition is encountered one of two things will definitely be needed; either we should have a bigger airplane with more defensive armament to take care of itself, or one that approaches the fighter-type which has the speed and maneuverability to make the attack, get rid of the bomb load or rocket load, and fight its way home. Now, which one is most desirable? A large airplane, a four-engine type airplane, has an advantage, especially it we go to a rocket like the Tiny Tim which could be ideally launched on this type of equipment in level flight. It has the advantage of being a much steadier firing platform. It could carry a reasonably large load of rockets, probably 4 to 6 of them. It could also defend itself.

 

The other plane, fighter intruder type, wold have this advantage; on occupation, most bases need a good deal of night fighter protection. As you dispose of the enemy intruder opposition there is less use for night fighters. A combination night fighter and intruder-type plane that could be used for intruder missions of medium range, carry a couple of large rockets, and be able to fight it's way back, would be ideal. You could use the same type of equipment in both missions. Quickly removable electronic installations would be required to adapt the plane for either mission. As a matter of fact, all equipment should be installed in all planes that way for servicing purposes alone.

 

Q. You think 8 rockets are better than two 500# bombs?

 

A. Yea sir, I do. I think they are more accurate. You're more sure of getting hits. During the early part of this operation we were still in the training stages as far as our crews were concerned, and at the same time we were experimenting with the rockets. Recently, we had two nights in a row where we sent three planes out and every plane got a ship - six straight hits in two nights. In fact, now when a pilot misses we want a letter from him stating why. There is no excuse, as fer as I'm concerned, for a pilot missing completely.

 

PBJ-1C | Similar to the B-25C for the U.S. Navy, it was often fitted with airborne search radar and used in the antisubmarine role.

 

PBJ-1D | Similar to the B-25D for the U.S. Navy and U.S. Marine Corps, it differed in having a single .50 in (12.7 mm) machine gun in the tail turret and waist gun positions similar to the B-25H. Often it was fitted with airborne search radar and used in the antisubmarine role.

 

PBJ-1J | It had improvements in radio and other equipment. Beside the standard armament package, the Marines often fitted it with 5-inch under-wing rockets and search radar for the anti-shipping/antisubmarine role. The large Tiny Tim rocket-powered warhead was used in 1945.

 

PBJ-1J of VMB-612 | "Devil Dog" | restored to flying condition  [Note squadron insigne on right stabilizer.]

 

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A North American PBJ of VMB-612 armed with Tiny Tim 11.75” rockets for night radar-assisted anti-shipping operations from Okinawa into the Japanese main islands and the Korean west coast.

 

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 LtCol Jack Cram and copilot 2Lt Robert L. Paveligo preflight a PBJ in early 1945 for a mission against Japanese shipping north of Iwo Jima.

 

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Video | Take a flight in a PBJ-1J.

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Sources:

Millstein, Jeff. U. S. Marine Corps Aviation Unit Insignia 1941-1946. p 104.

 

 

 

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The CAF SoCal Wing did a fantastic job on the restoration of that PBJ. Absolutely wonderful. 

 

I think it's worth noting that insignia wasn't painted on the tail of PBJs as we see with Devil Dog. They did that to honor the veterans, which is certainly worthwhile as far as I'm concerned, but not how it would have been. 

 

Great material, thank you for sharing. 

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