"Croker Island Salvage Expedition"
30th Service Squadron Report

On February 5, B-24 #42-73126 of the 380th Bombardment Group, crash landed on Cape Croker of Croker Island while returning from a bombing mission.

On February 7, Lt. Pressfield, T/Sgt. Courtney, and T/Sgt. Davis of the 30th Service Squadron Engineering Section departed from RAAF Field, Darwin, via; aircraft piloted by Squadron Leader Fenton of the RAAF, their mission being to investigate salvage possibilities.

They arrived at the scene of the crash in mid afternoon and work was immediately begun in obtaining from the B-24 remains, all serviceable parts not damaged by fire.

The advance party was joined by Sgts. Adams & Kolkman, also of the 30th Service Squadron Engineering Section, the following day. They, too, were flown to Croker Island by Squadron Leader Fenton of the RAAF.

The Transportation Officer, Lt. Lueck, then engaged in unloading Air Corps Vehicles from the Liberty Ship "Anthony Ravaili" was notified of existing circumstances on Feb. 9 and ordered to make arrangements for removal of aircraft parts from Island and transport to Fenton Field.

The Australian Naval Headquarters at Darwin were notified and informed of needs and circumstances involved. As a consequences Lt. Shatwell (R.A.N.) & Lt. Lueck were flown to Croker Island from Bachelor (sic Batchelor) Field by Squadron Leader Fenton, arriving there and making beach landing at approximately 12:00 A.M., Thursday, the 10th.

After making arrangements for the pilot to return the following day, the two officers spent the remainder of the day investigating ocean and beach conditions near the wrecked plane.

It was ascertained that the ship would be unable to anchor closer than 1 1/2 miles from shore because of treacherous reefs and only at a point approximately one mile Eastward from the plane making the distance all salvaged parts must be transported approximately 2 1/2 miles.

All operations, being on the windward side of the island would necessarily be at the mercy of the weather, since numerous reefs around Cape Croker cause large breakers in heavy weather.

To further complicate matters, a very sandy area lay between the plane and the proposed raft loading spot as well as a steep bank and a soft sandy beach. It was decided that a Jeep and 1 ton trailer would be the only practical means of negotiating this type of terrain.

Lists of necessities were made up and the two officers and T/Sgt. Davis returned to Darwin by aircraft on Feb. 11th.

Saturday and Sunday were spent gathering necessary tools and equipment which included Jeep, 1 Ton Trailer, Engine Hoisting Frame, 18 Barrel Raft (capacity 2 ton), 10 sheets Landing Mat, etc. All were stowed on His Majesty's Australian Ship Coolebar (HMAS Coolebar was the tender vessel for the RAN shore establishment in Darwin, HMAS Melville) by 2200, 13th.

Four days were taken up by the ships activity and servicing with supplies and replacing personnel at outlying RAAF stations at Cape Don, Goulburn Islands and Croker Island.

Cape Croker was reached about mid afternoon on the 17th. Between the Croker Island Mission and Cape Croker (12 miles) the personnel who had been working on the plane and six aborigines were picked up from a native boat. Having completed all possible salvage operations, they were returning to the mission for further orders. It should be stated here that T/Sgt. Courtney, Sgt. Adams, and Sgt. Kolkman did a remarkable job in removing all serviceable and repairable parts from the plane when it is considered that there was but one tool kit and working conditions were hardly tolerable.

Upon reaching Cape Croker, the raft was immediately unloaded and the Jeep, wire mat and some equipment loaded on it. An unsuccessful attempt was made to reach shore at 1900 but heavy tides prevented it and the crew and all AAF personnel were forced to anchor just off the reef.

After a long wait until 2330 (high tide) another attempt was made and the launch towed the raft on in to a point opposite and 400 yards from the selected landing spot. (Less than one fathom of water covered the reef at high tide. Launch drew 4' 6" and raft drew 14" empty and 24–26" loaded.)

By pushing and poling (this method of propelling raft over the 400 yd. tackle lines had been available) the raft was gotten to the beach where planks were laid down and the Jeep unloaded. All personnel including the Aborigines proceeded to the plane and camped there amidst a horde of Mosquitoes and Sand Flies.

The following morning, one tire and wheel assembly was loaded on the Jeep, thence to the raft and towed to the ship where it was stowed away in the forward hold. The trailer and remaining tools and equipment were brought ashore on the return trip.

Because of heavy tides and launches slow progress therein when towing raft, it was decided to load loose equipment on raft and transfer it to the motor launch at the reef so that better progress could be made while the weather held.

The entire day was spent hauling and transferring in this manner and by 1800 only four engines, one rudder, and one elevator remained.

At that time the skipper stated that he thought, and it was agreed, that an attempt should be made to get one engine on board that night in spite of the fact that the trailer loading ramp was not yet built on shore.

As a consequence, the time was 2100 before the trailer was loaded on the raft and both it and the engine securely lashed down. Excessive time element was mostly due to working in darkness with only two floodlights and the headlights for illumination. The breaking of a plank ramp caused further delay and excitement. Aborigine labour was a big help under the circumstances.

The engine was left on the trailer because there was no swinging or mobile crane available to transfer it and because the height gave the motor further protection from splashing salt water. Many times water washed up over the raft when swells became higher than 2 feet.

The launch was signalled by lighting fires at certain points and, with the Jeep headlights as a beam, the raft was poled out, secured to the launch and towed to the ship.

Working against a 4 - 6' swell, the ship's crew, directed by Lt. Smith and aided by Lt. Lueck finally secured the ship's tackle to the engine and at 0200 Saturday, it was safely stowed in the hold.

Owing to the splendid cooperation of all and downright hard work another engine was onboard at 1300 and another at 1800 with the elevator and rudder on the latter trip. Since the sea was growing more calm it was decided to take the fourth and last engine that night.

Little trouble was involved on engines 2, 3 or 4 since a three plank ramp had been constructed Saturday morning which accommodated the three wheels of the tractor and since S.O.P. had been worked out to a fair degree of efficiency.

The fourth engine was on the raft by 2200 but the launch did not arrive until 0300 owing to heavy tides and missing of signal fires by the ship's watch. (An Army "Walkie Talkie" set would have been a neat help at this time but since there was doubt before departure concerning Australian Naval Radio Security Regulations on the matter, none had been brought.) However at 4 P.M. the 4th and last engine was aboard as well as the trailer.

It had been planned to load the remainder of the equipment on the following day, Sunday, and get underway for Darwin but a message was received onshore by Lt. Lueck that a party was coming from Adelaide River to exhume the three bodies buried near the wreck, and return them to the army cemetery at Adelaide River, Northern Territory.

Two Sergeants with necessary equipment and caskets arrived via Australian Sub Chaser Monday morning and by 1600 the bodies were exhumed and sealed in a metal-lined casket. By 1630 all remaining equipment, including bodies and landing mat, which had been a valuable aid on the soft sandy shore, were loaded on and lashed to the raft. But again tides interfered and not until 1900 was the launch able to come ashore and tow the raft back.

By 2300 Monday, Feb 21, all equipment and parts were stowed away and secured at which time the ship got underway for Darwin and arrived there at mid afternoon, Wednesday Feb. 23rd.

At 1900 all properties were on the dock and some on trucks provided by the 2025th Q.M. Tr. Co. of Fenton.

The remaining parts were loaded on a 25' trailer and 2 1/2 ton truck the following morning and by 1300 all personnel had departed for the home strip at Fenton.

Expedition completed.

Summary

This salvage expedition could very well be termed successful since over $75,000 worth of Serviceable & Repairable parts were returned from the wrecked plane.

Only by hard work, improvisation and initiative shown by personnel of the 30th Service Squadron and by the splendid cooperation of his Majesty's Royal Australian Navy and personnel of the Royal Australian Air Forces (relieved from outlying stations at Cape Don & Goulburn Islands) was this possible.

The cooperation shown by Mr. & Mrs. Phillip Adams of the Croker Island Mission should be noted since it was thru them that native labor was secured and they sent and received all messages required during the time of stay there.

Route traveled and detailed data are shown on enclosed map.

The entire expedition was photographed on both Still and Movie film. Approximately 40 still shots (Speed Graphic 4 x 5") were exposed by Sgt. Quickstead, Squadron Photographer. 400' of Kodachrome and 100' of Black & White Movie Film were exposed by Lt. Lueck, Squadron Historical Officer. All film is class "Official" and roll of Body Exhumation is classified "Restricted".

Since none of the movie film has been returned from the army photo service, it is not available for exhibition with this narrative. It is planned to forward it at a later date, however, after it has been edited and titled.

This resume of the expedition would hardly be complete were not some mention made of the Superior performance of the particular Willys Jeep which played it's part on the Island. A 1 ton trailer carrying approximately 2,500 lbs. of B-24 engine & accessories and being towed thru soft sand is no cinch but when 20 men are added partially to provide traction and balance and partially to provide them transport, then real power is needed. At no time did the Jeeps Motor falter and only twice did the vehicle become stalled in the sand. This is an enviable record and one which should further support the Army's choice of a rugged and compact vehicle.

"Crew Salvages Plane"
Kossuth County Advance - November 30, 1944 - page 5

Technical Sgt. Wilbur T. Courtney, son of Mr. and Mrs. Walter Courtney, Algona, In., was a member of an American Air Force expedition which traveled by sea and air to salvage parts of a B-24 Liberator bomber which crashed on Croker Island, a speck of land off the bleak coast of Australia's northern territory. The Royal Australian Navy and groups of Australian aboriginals and airmen aided their American Yanks were back at their base with an estimated $75,000 worth of parts to be inspected, repaired, and installed on other aircraft.

Courtney is a crew chief, and . . . dismantling party which was flown to the scene of the crash to remove repairable parts and in swimming and hunting. His father at present conducts an oil station and farm machinery shop on No. 109 near the Kossuth fair grounds.

Working under a broiling sun, eating jungle rations, fighting sand flies and mosquitoes, the crew and the native helpers labored ten days to dismantle the Liberator. Meantime, another officer and five more enlisted men arrived at the scene in a small Australian . . .

"Algona Boy Helps to Salvage B-24 Plane In Southwest Pacific"
The Algona Upper Des Moines [Iowa] - November 21, 1944 - page 6

'Southwest Pacific: Technical Sergeant Wilbur T. Courtney, son of Mrs. Anna M. Courtney, 335 N. Hal street, Algona, was a member of an American Air Force expedition which traveled by sea and air to salvage! the parts -of a B-24 Liberator bomber which had crashed on Croker Island, a piece of land off the bleak coast of Australia's Northern Territory. T-Sgt. Courtney is a crew chief in a unit of the Far East Service Command. He, with three other enlisted men and one officer, comprised a dismantling party which was flown to the scene of the crash to remove the repairable parts and prepare them for shipment to a repair depot. The crew, which had only one kit of tools to perform the job recruited a group of aboriginals who aided considerably with the heavy work, despite their lack of familiarity with the English language and the intricacies of a modern war plane. Working under a broiling sun, eating jungle rations, fighting sand flies and mosquitoes, the crew and their native helpers labored for 10 days to dismantle the Liberator.

Meantime, another officer and five more enlisted men arrived at the scene in a small Australian freighter which services outlying Royal Australian Air Force units in northern waters. A group of RAAF men who were returning from outposts aboard the freighter joined the two American crews and their native helpers to remove the salvaged parts to the raft and thence to the freighter. Thirty-six hours later the Yanks were back at their base with an estimated $75,000 worth of parts which would be inspected, repaired and installed on other aircraft.