manner that would mosteffectively fulfill the airlift requirements and at the same time effect the best possible utilization of available aircraft. Based on experience gained during Operation Greenhouse and the anticipated requirements for Operation Ivy, a requirement for type L-13 aircraft and helicopters was established with JTF 132 in January 1952. The following aircraft were made available to operate the intra-atoll airlift service, including the evacuation, re-entry, and recovery phases of the operation: Number 15 3 3 5 Type L-13 aircraft H-19 helicopter H-13 helicopter HRS-2 helicopter Maximum passenger capacity 3 8 2 8 Of these aircraft the five Navy HRS-2 helicopters, which were based on the USS Rendova (CVE-114), were not available until 4 October 1952. At this time one of the Air Force H-19 helicopters was transferred to Kwajalein for air-sea rescue purposes. The primary mission of the HRS-2 helicopters was for use in the evacuation, re-entry, and recovery phases of the operation. During the initial stages of the operation their use in the normal intra-atoll airlift service was somewhat limited. ‘ The L-13 aircraft were available in sufficient numbers, but they were unable to operate on several occasions because of unfavorable weather conditions. This posed a very serious prob- lem during the 5-day period preceding Mike Shot. The L-13’s were grounded for the first 3 days of this period, and it was necessary to use helicopters for all flights. The H-13 helicopter was excellent for observation purposes but was not suitable for many of the other requirements because of the relatively small load it could carry. The H-19 and HRS-2 helicopters were entirely adequate in every respect except in numbers available. During the 5-day period preceding Mike Shot and during re-entry and recovery operations, there was a definite need for more helicopters of this type. Owing to the carrying capacity of the HRS~2 helicopter, it was fortunate that the decision was made to use this type of aircraft rather than HUP-1’s as originally planned. With the exception of the period when the Task Force was afloat and all helicopter oper- ations were controlled from the USS Rendova, Task Element (TE) 132.4.1.1 had operational control of all aircraft used in the intra-atoll airlift service. An officer in TG 132.1, J-3 Section, was designated as the scheduling authority for all passengers. Headquarters, JTF 132 and each Task Group designated one or more representatives to be responsible for preliminary screening of all requests for air transportation from their units. It was asked that requests for flights between 0730 and 1200 hours be established by 1600 hours on the previous afternoon and that requests for flights between 1300 and 1700 hours be established by 1100 hours on the day of the flight. These requests were then given to the TG 132.1 scheduling authority. On the basis of these requests, an operational schedule for the following day was established, and a requirement was placed on TE 132.4.1.1 to furnish the necessary air transportation. There was sufficient flexibility in this system to accommodate most of the requests which were made after the schedule was established. The majority of the air travel was between Parry Island and the northern islands. The flights between Parry and Eniwetok Islands were usually made on an “as-available” basis and in the slack operating periods of the day. TG 132.1 personnel, including H&N personnel, com- prised approximately 80 per cent of all passengers carried. H&N furnished dispatchers for the Parry and Teiteiripucchi airstrips. After Mike Shot the dispatcher from Teiteiripucchi was