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Books - 44th BG History
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Kiefer 506th Squadron History
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68th Squadron History Book
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44th Bomb Group Roll of Honor and Casualties
44th Bomb Group
Roll of Honor and Casualties
Compiled by Will Lundy
Originally published in 1987
Updated and re-released in 2005
July 2005 edition
www.44thbombgroup.com
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�44th Bomb Group Roll of Honor and Casualties
Page 2
www.44thbombgroup.com
July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
Table of Contents
Table of Contents .......................................................................................................................... 3
Foreword...................................................................................................................................... 15
Background Information............................................................................................................ 17
Setting the Stage........................................................................................................................ 17
A Bit About the Liberator ......................................................................................................... 20
Notes on Aircraft Numbering and Lettering ........................................................................... 22
American Cemeteries and Walls of Memory ........................................................................... 23
POW Camps .............................................................................................................................. 23
Acronyms and Contractions ..................................................................................................... 24
Medals ....................................................................................................................................... 25
Acknowledgments ....................................................................................................................... 27
How to Use this Book .................................................................................................................. 28
Other References......................................................................................................................... 29
1942............................................................................................................................................... 31
Stateside..................................................................................................................................... 31
18 May 1942 .......................................................................................................................... 31
Submarine Patrol, Gulf of Mexico...................................................................................... 31
66th Sq., #41-1117, Frawley
Crashed after takeoff .................................................................................31
Operations from Shipdham ...................................................................................................... 32
6 December 1942................................................................................................................... 32
Abbeville-Drucat Airdrome, Abbeville, France ................................................................. 32
68th Sq., 41-23786 B, Du Bard MACR #2920........................................................................................32
68th Sq., #41-23813 VICTORY SHIP Returned to base..........................................................................33
12 December 1942................................................................................................................. 36
Abbeville-Drucat Airdrome, Abbeville, France ................................................................. 36
66th Sq., #41-23778, Kahl JENNY/LADY LUCK Returned to base .......................................................36
20 December 1942................................................................................................................. 36
Romilly-Sur-Seine, France (primary); Villacoublay, France (secondary).......................... 36
66th Sq., #41-23788, Key AVENGER Aircraft Returned ........................................................................36
1943............................................................................................................................................... 38
3 January 1943...................................................................................................................... 38
Submarine Pens, St. Nazaire, France .................................................................................. 38
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�44th Bomb Group Roll of Honor and Casualties
66th Sq., #41-23771 E, Hilliard MACR #3301 ....................................................................................... 38
68th Sq., #41-23806 Z, Erwin BAT OUTA HELL Crash-landed............................................................ 39
67th Sq., #41-23808 P, Long TEXAN MACR #4697 ............................................................................. 41
27 January 1943 ....................................................................................................................41
Target of Opportunity, Lemmer, Holland ...........................................................................41
68th Sq., #41-23690 O, Cargile MACR #15637 ..................................................................................... 41
68th Sq., #41-23776, W Sullivan SPIRIT OF ’76 MACR #15459........................................................... 42
68th Sq., #41-23819 A-Bar, O’Brien RUGGED BUGGY Returned to base ........................................... 43
3 February 1943 ....................................................................................................................44
Engineering Test Flight, Shipdham, England......................................................................44
68th Sq., #41-23699 Bar-P, Norsen LEMON DROP Returned to base................................................... 44
15 February 1943 ..................................................................................................................45
German Raider Togo, Dunkirk, France ...............................................................................45
67th Sq., #41-23783 M, Cullen BETTY ANNE / GALLOPIN GHOST ................................................. 45
67th Sq., #41-23794 Q, Oliphant BOARDWALK FLYER MACR #16003............................................ 47
68th Sq., #41-23800 Y, Cramer THE CAPTAIN AND THE KIDS Crash-landed.................................. 48
16 February 1943 ..................................................................................................................49
Port Facilities, St. Nazaire, France ......................................................................................49
67th Sq., #41-23818 R, Long MISS MARCIA ANNE MACR #4697 .................................................... 50
66th Sq. #40-40354, Billings SNAFU MACR #5095............................................................................... 50
20 February 1943 ..................................................................................................................51
Practice Flying, Shipdham, England ...................................................................................51
66th Sq., #41-23703 A, McCoy SCRAPPIE’S PAPPY MACR #14960 ................................................. 51
26 February 1943 ..................................................................................................................52
Wilhelmshaven, Germany ...................................................................................................52
66th Sq., #41-23777 H, Adams MAISIE MACR #16067........................................................................ 52
66th Sq., #41-23804 J, McPhillamey SAD SACK MACR #16053.......................................................... 54
8 March 1943 .........................................................................................................................56
Targets of Opportunity near Rouen, France ........................................................................56
67th Sq., #41-23784 T, Price MISS DIANNE MACR #15570 ............................................................... 56
67th Sq., #41-23988 E, Blaine DOUBLE PLAYMATE MACR #4401 .................................................. 58
18 March 1943 .......................................................................................................................59
Airfield, Vegesack, Germany ..............................................................................................59
66th Sq., #41-23811 K, Miller FASCINATIN’ WITCH.......................................................................... 59
22 March 1943 .......................................................................................................................60
Wilhelmshaven, Germany ...................................................................................................60
67th Sq., #41-23832 N, Warne MAGGIE MACR #15585 ...................................................................... 60
506th Sq., #41-24191 X, Fouts CACTUS ............................................................................................... 61
14 May 1943...........................................................................................................................62
Kiel, Germany .....................................................................................................................62
66th Sq., #41-24014 P SCRAPPY Destroyed.......................................................................................... 62
67th Sq., #41-24278 Q, Brown MISS DELORES MACR #16558.......................................................... 65
67th Sq., #42-40126 T, Roach ANNIE OAKLEY… MACR #2441 ....................................................... 67
67th Sq., #41-23807 U, Phillips LITTLE BEAVER MACR #2748......................................................... 68
68th Sq., #41-23819 A, Howell RUGGED BUGGY MACR #15509 ..................................................... 69
68th Sq., #41-24009 W, Jansen MARGARET ANN Returned to base ................................................... 72
506th Sq., #41-24295 J, Swanson WICKED WITCH ............................................................................. 74
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�44th Bomb Group Roll of Honor and Casualties
68th Sq., #41-23813 V, Holmes VICTORY SHIP Returned to base........................................................76
17 May 1943 .......................................................................................................................... 81
Bordeaux, France ................................................................................................................ 81
66th Sq., #42-40130 H, Hilliard AVENGER II MACR #3301.................................................................82
66th Sq. Casualty Capt. Diehl’s aircraft Returned to base ........................................................................83
2 July 1943............................................................................................................................. 83
Ground Crew Incident, Cornwall, England ........................................................................ 83
68th Sq. Casualties
Killed by mine explosion..........................................................................................83
2 July 1943............................................................................................................................. 84
Airdrome, Lecce, Italy ........................................................................................................ 84
68th Sq., #42-40094 Bar-E, Garrett MISS VIRGINIA MACR #21.........................................................84
68th Sq., #42-40745 Bar-A, Peterson MACR #22 ..................................................................................85
17 July 1943........................................................................................................................... 86
Naples, Italy ........................................................................................................................ 86
67th Sq., #42-63763 F, Griffin LADY FIFINILLA MACR #149 ............................................................86
1 August 1943........................................................................................................................ 89
Ploesti Oil Complex, Romania............................................................................................ 89
66th Sq., #42-40182 A, Gentry FORKY II MACR #2415 .......................................................................89
66th Sq., #42-40777 N, Hughes FLOSSIE FLIRT ...................................................................................90
66th Sq., #41-24153 L, Lasco SAD SACK II MACR #2414...................................................................91
66th Sq., #42-40375 G, Scrivner SCRAPPY II MACR #1646.................................................................93
66th Sq., #41-24015 R, Winger WING DINGER MACR #2410.............................................................94
67th Sq., #41-24024, Carpenter On loan from 376 BG MACR #15859 ..................................................95
67th Sq., #42-40780 H, Jones AVAILABLE JONES MACR #2411.......................................................96
67th Sq., #42-40267 N, Mitchell HORSE FLY MACR #8250.................................................................98
67th Sq., #42-40371 Q, Reinhart G.I. GAL MACR #2412 ......................................................................98
67th Sq., #42-63761 D, Weaver LI’L ABNER MACR #2413 .................................................................99
68th Sq., #42-40995 Bar-C, Houston MARGUERITE MACR #2416 & #3147....................................100
68th Sq., #41-23813 V, Diehl VICTORY SHIP Returned .....................................................................101
66th Sq., #41-23811 K, Miller FASCINATIN’ WITCH Returned.........................................................102
93rd BG, Lt. Turner Interned in Turkey with 68th Sq. volunteer...........................................................103
16 August 1943.................................................................................................................... 106
Airfields and Marshalling Yards, Foggia, Italy ................................................................ 106
66th Sq., #41-23778 F, Curelli LADY LUCK MACR #3150 ................................................................106
67th Sq., #41-23817 L, Bateman SUZY-Q MACR #2445 & #02361 ....................................................108
67th Sq., #42-41021 T, Hager BLACK SHEEP.....................................................................................108
67th Sq., #41-24229 P-Bar, Smith BUZZIN’ BEAR..............................................................................109
68th Sq., #42-40373 Z, Shannon NATCHEZ-BELLE MACR #3558....................................................112
506th Sq., #42-40778 T, Austin SOUTHERN COMFORT ...................................................................114
506th Sq., #42-40606 X, Whitlock TIMBA-A-AH MACR #3559.........................................................116
506th Sq., #41-24201 Bar-O, Strong BALDY AND HIS BROOD Landed in Malta ...........................120
27 August 1943.................................................................................................................... 121
En Route Back to England from North Africa.................................................................. 121
389th BG, #42-40767, Lighter
MACR 12266 .......................................................................................121
Second North African Tour of Operations ............................................................................ 123
1 October 1943 .................................................................................................................... 123
Airframe Plant for Messerschmitts, Wiener Neustadt, Austria ........................................ 123
66th Sq., #41-23811 K, Bridges FASCINATIN’ WITCH......................................................................123
July 2005 edition
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�44th Bomb Group Roll of Honor and Casualties
66th Sq., #42-72877 A, Hobson MACR #9022 .................................................................................... 125
66th Sq., #41-23936 J, Oakley QUEEN ANNE Crash-landed............................................................... 126
67th Sq., #41-23918 O, Bronstein MARCIA ANN MACR #2806........................................................ 128
67th Sq., #42-41017 L-Bar, Carpenter MACR # not known ................................................................ 129
67th Sq., #42-72853 Q, Henderson COUNT BRUGA MACR #6452................................................... 131
67th Sq., #41-23779 G, Taylor 4-Q-2 Returned to base......................................................................... 132
67th Sq., #42-72860 N, Butler MISS EMMY LOU Crash-landed ........................................................ 133
68th Sq., #41-24009 MARGARET ANN Landed in Bari ..................................................................... 133
68th Sq., #41-23816 X, Whitaker BLACK JACK MACR #3312.......................................................... 135
506th Sq., #42-72857 Bar-X, Olson STAR SPANGLED HELL........................................................... 136
Operations from Shipdham.....................................................................................................139
4 October 1943.....................................................................................................................139
Diversion to Assist B-17 Attack, Frankfurt, Germany......................................................139
67th Sq., #42-72873, Stamos RAGGEDY ANN II MACR #5149 ........................................................ 139
506th Sq., #42-40989, Johnston MACR #940 ...................................................................................... 140
11 October 1943...................................................................................................................141
Oudna #2, Libya, North Africa..........................................................................................141
66th Sq., #42-40764 M-Bar, Irby HELEN B. HAPPY Emergency landing .......................................... 141
5 November 1943.................................................................................................................142
Munster, Germany .............................................................................................................142
66th Sq., #41-29148, Armstrong Returned to base ............................................................................... 143
68th Sq., #42-7551, Williams Returned to base..................................................................................... 143
506th Sq., #42-7535 Bar-U, Parker PEEPSIGHT Crash-landed............................................................ 143
13 November 1943...............................................................................................................145
Bremen, Germany..............................................................................................................145
66th Sq., #42-40973 D, Almlie BATTLEAXE MACR #1375............................................................... 145
67th Sq., #42-7650 J-Bar, Hansen MACR #1376 ................................................................................. 146
66th Sq., #41-29168 F, Bickerstaff Crash-landed ................................................................................. 147
68th Sq., #42-7551 Y, Anderson Returned to base ............................................................................... 150
506th Sq., #42-7647, Hart Crash-landed ............................................................................................. 151
18 November 1943...............................................................................................................151
Kjeller Airfield, Oslo, Norway ..........................................................................................151
67th Sq., #42-7603 L-Bar, Dobson RAGGEDY ANN/JUNIOR MACR #1380 ................................... 152
67th Sq., #41-29164 I, Houle MACR #1379 ........................................................................................ 152
67th Sq., #42-7545 D-Bar, Johnson MACR #1378............................................................................... 153
67th Sq., #41-29161 H-Bar, Griffith Crash-landed ............................................................................... 154
67th Sq., Brown Returned to base
............................................................................................. 155
67th Sq., #41-29139 E-Bar, Mitchell MACR #1381 ............................................................................. 155
68th Sq., #42-63971 W, Weant HELEN HYWATER MACR #1377.................................................... 156
68th Sq., #41-23788, Hughes AVENGER Returned to base ................................................................. 157
26 November 1943...............................................................................................................157
Bremen, Germany..............................................................................................................157
66th Sq., #41-24234 N, Trolese MR. 5 X 5 MACR #1501.................................................................... 157
68th Sq., # 42-7501, Cary BING’S BIG BOX Returned to base ........................................................... 158
68th Sq., #41-23699, Marcoullier LEMON DROP Returned to base .................................................... 159
68th Sq., Kessler Returned to base
............................................................................................. 160
1 December 1943 .................................................................................................................160
Solingen, Germany ............................................................................................................160
67th Sq., #42-7544 C-Bar, Taylor
Page 6
MACR #1382 ................................................................................. 160
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July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
11 December 1943............................................................................................................... 161
Emden, Germany .............................................................................................................. 161
67th Sq., #41-23232 M-Bar, O’Neill CALABAN ..................................................................................162
66th Sq., #42-7476, Comey NICE ‘N NAUGHTY Returned to base.....................................................162
68th Sq., #42-7501, Howington BING’S BIG BOX Returned to base...................................................164
16 December 1943............................................................................................................... 165
Bremen, Germany ............................................................................................................. 165
68th Sq., #41-23788 S, Jones AVENGER MACR #4709 ......................................................................165
20 December 1943............................................................................................................... 166
Bremen, Germany ............................................................................................................. 166
506th Sq., #42-7630 P-Bar, Maynor
MACR #1712 ..............................................................................166
21 December 1943............................................................................................................... 168
Practice Mission, West Bradenham, England................................................................... 168
67th Sq., #42-72878 A, Butler MISS EMMY LOU II Crash-landed .....................................................168
22 December 1943............................................................................................................... 169
Munster, Germany ............................................................................................................ 169
66th Sq., #42-7638 A, Miller BIG BANNER MACR #1714..................................................................170
66th Sq., #42-7533, Oakley MACR #1713............................................................................................171
30 December 1943............................................................................................................... 173
Ludwigshaven, Germany .................................................................................................. 173
66th Sq., #42-7548 I, Heskett
BULL O’ THE WOODS MACR #1752 ................................................174
1944............................................................................................................................................. 177
13 January 1944.................................................................................................................. 177
Training Mission, Shipdham, England ............................................................................. 177
68th Sq., #42-7551 Y, Hovey
Crash-landed ..........................................................................................177
14 January 1944.................................................................................................................. 178
Coastal Military Installations, Escalles Sur Buchy, France.............................................. 178
67th Sq., #41-23779 G-Bar, Goodwin 4-Q-2 MACR #2362..................................................................178
20 January 1944.................................................................................................................. 179
Pilot Suicide, Shipdham, England .................................................................................... 179
21 January 1944.................................................................................................................. 180
V-1 Sites, Pas Des Calais Area, Escalles Sur Buchy, France ........................................... 180
66th Sq., #42-72813 L, Spelts QUEEN MARLENE MACR #2252 ......................................................180
68th Sq., #42-7635 Q, Howington RAM IT-DAM IT/ ARIES MACR #2357.......................................182
68th Sq., #42-7514 O, Mathisen VALIANT LADY MACR #2359.......................................................186
68th Sq., #42-7501 P, Sobotka MACR #2360.......................................................................................192
68th Sq., #41-23813 V, Starring VICTORY SHIP MACR #2358 .........................................................193
68th Sq., # 41-24225, Williams FLAK ALLEY Returned to base..........................................................194
Military Installations, Agathe D’Aliermont, France......................................................... 195
67th Sq., #42-99970 M-Bar, Cookus LIB-ERTY BELLE MACR #8714..............................................195
29 January 1944.................................................................................................................. 198
Frankfurt, Germany........................................................................................................... 198
66th Sq., #41-29157 J, Maynard MACR #2356 ....................................................................................198
67th Sq., #42-7547 X-Bar, Pinder MACR #2251..................................................................................200
506th Sq., 42-7509 V, Duffy GALLAVANTIN’ GAL Returned to base...............................................201
July 2005 edition
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�44th Bomb Group Roll of Honor and Casualties
2 February 1944 ..................................................................................................................202
V-1 Sites, Watten, France..................................................................................................202
506th Sq., #41-24282 Bar-Y, Bolin RUTH-LESS MACR #6385.......................................................... 202
66th Sq., #42-99996, Milliner Returned later ........................................................................................ 203
3 February 1944 ..................................................................................................................204
Essen, Germany .................................................................................................................204
67th Sq., #41-29231 J, Thom THE IMPATIENT VIRGIN ................................................................... 204
5 February 1944 ..................................................................................................................205
Tours Airdrome, Central France........................................................................................205
68th Sq., #42-100181 Z, Bohnisch STAR VALLEY MACR #2233 ..................................................... 205
67th Sq., #42-72873 B, Perry RAGGEDY ANN II Returned................................................................ 208
8 February 1944 ..................................................................................................................209
Watten, France...................................................................................................................209
66th Sq., #41-29208 D, Milliner SHOO SHOO BABY Returned.......................................................... 209
68th Sq., #42-100110, Hamyln NORTHERN LASS Returned to base.................................................. 210
11 February 1944 ................................................................................................................210
Military Installations, Siracourt, France............................................................................210
68th Sq., #42-7507 X, Cary HEAVEN CAN WAIT II Returned to base .............................................. 210
13 February 1944 ................................................................................................................211
Military Installations, Raye-Sur-Authie and Petit Bois Tillencourt, France.....................211
506th Sq., #42-7535 U-Bar PEEPSIGHT Returned............................................................................... 211
20 February 1944 ................................................................................................................213
Ochersleben and Helmstedt, Germany ..............................................................................213
66th Sq., #42-64166 A, Decker BIG FAT BUTTERFLY MACR #2449.............................................. 213
506th Sq., #42-100373 Y, Rawson MACR #2421................................................................................ 214
66th Sq., #42-100285 J, Talbott Crash-landing..................................................................................... 216
22 February 1944 ................................................................................................................217
Gotha, Germany.................................................................................................................217
67th Sq., #42-72865 F-Bar, Evans F FOR FREDDIE MACR #2420 .................................................... 218
67th Sq., #42-100402 M-Bar, Fish MACR #2422 ................................................................................ 218
24 February 1944 ................................................................................................................219
Gotha, Germany.................................................................................................................219
66th Sq., #41-29148 B, Etheridge MACR #2923 ................................................................................. 219
68th Sq., #41-24225 T, Bell FLAK ALLEY MACR # 2922 ................................................................. 222
3 March 1944 .......................................................................................................................224
Oranienburg, Germany ......................................................................................................224
68th Sq., #42-109822 O, Townsend
Returned to base .......................................................................... 224
7 March 1944 .......................................................................................................................224
Training Flight, Shipdham, England .................................................................................224
66th Sq., #42-7582, Folsom Collision with P-47 .................................................................................. 225
65th FW, #41-6356, Schreiber Collided with B-24............................................................................... 225
9 March 1944 .......................................................................................................................226
Airframe Factory (Berlin Area), Brandenburg, Germany .................................................226
66th Sq., #42-99980, Jewell BANSHEE IV/E. Z. DUZIT Returned to base ......................................... 226
12 March 1944 .....................................................................................................................228
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Military Installations, Siracourt, France ........................................................................... 228
68th Sq., #42-7507, Bowman HEAVEN CAN WAIT II Crash-landed .................................................228
15 March 1944 .................................................................................................................... 229
Brunswick, Germany ........................................................................................................ 229
66th Sq., #42-52332, Talbott MY ASS’AM DRAGON MACR 3220 ...................................................229
16 March 1944 .................................................................................................................... 232
Friedrichshafen, Germany................................................................................................. 232
67th Sq., #42-7549 K-Bar, Scarborough THE SHARK/SHARK FACE Crash-landed .........................232
18 March 1944 .................................................................................................................... 234
Friedrichshafen, Germany................................................................................................. 234
66th Sq., #42-7618 C, Telford MACR #3982........................................................................................235
67th Sq., #42-100073 H-Bar, Lacombe SACK ARTISTS MACR #3407..............................................236
68th Sq., #42-109800 T, Dyer MACR #3410........................................................................................237
68th Sq., #42-100112 Q, Nichols PAPER DOLL or LADY DOT MACR #3408..................................238
506th Sq., #42-52305 P, Albert MACR #3406......................................................................................240
506th Sq., #41-29172 T, Houghtby LUCKY STRIKE MACR #3404 ...................................................241
506th Sq., #41-29431 Q-Bar, Irwin MACR #3405................................................................................243
506th Sq., #42-100400 Y-Bar, Lucas MACR #3409.............................................................................245
23 March 1944 .................................................................................................................... 246
Training Mission, Shipdham, England ............................................................................. 246
68th Sq., #41-29538, Barry
Accident on take-off..................................................................................246
27 March 1944 .................................................................................................................... 247
Airdrome, Mont-de-Marsan, France ................................................................................. 247
66th Sq., #42-109836 B, Harleman MACR #3590 ................................................................................247
67th Sq., #41-29554 J-Bar, Hess TEXAS ROSE MACR # 3588...........................................................248
8 April 1944......................................................................................................................... 251
Airdrome, Langenhagen, Germany................................................................................... 251
66th Sq., #42-99996 I, Richardson MACR #3763.................................................................................251
67th Sq., #42-110083 X-Bar, Mayes MACR #3855..............................................................................252
67th Sq., #42-7767 C-Bar, Thom SHACK RABBIT MACR #3849......................................................254
67th Sq., #42-52293 G-Bar, Wahler JUDY’S BUGGY Returned..........................................................256
68th Sq., #42-110020 Z, Altemus MACR #3854...................................................................................258
68th Sq., #42-99987 S, Barry PIZZ AND MOAN MACR #3853..........................................................259
68th Sq., #42-109822 O, Townsend TOWNSEND’S TERRIBLE TEN MACR #3857 ........................261
506th Sq., #42-110023, Herzing RUBBER CHECK MACR #3860 ......................................................263
506th Sq., #42-73506 X-Bar, Johnson MACR #3852 ...........................................................................265
506th Sq., #41-29153 Z-Bar, Marx GREENWICH MACR #3850 ........................................................266
506th Sq., #42-109827 Q-Bar, Sprinkle MACR #3858 .........................................................................268
506th Sq., #42-100423 A, Winn OH MY SUFFERIN’ HEAD MACR #3856 ......................................269
506th Sq., #42-7509 Bar-V, McCaslin GALAVANTIN’ GAL Returned, salvaged .............................270
506th Sq., #42-100429 Bar-O, Wind Crash-landed ..............................................................................272
9 April 1944......................................................................................................................... 273
Airdrome, Tutow, Germany.............................................................................................. 273
68th Sq., #42-72858 U, Palmer PISTOL PACKIN’ MAMA MACR #3851..........................................274
11 April 1944....................................................................................................................... 275
Bernberg, Germany........................................................................................................... 275
506th Sq., #42-7522 S-Bar, Money SOUTHERN COMFORT II MACR #3848...................................275
13 April 1944....................................................................................................................... 277
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Lechfeld, Germany ............................................................................................................277
67th Sq., #42-100330 L-Bar, Griffith
MACR #4045 ............................................................................ 277
21 April 1944 .......................................................................................................................278
Zwickau, Germany (Mission Recalled).............................................................................278
68th Sq., #41-29418 U, Havens PAPPY’S CHILLUN Crashed, ice a factor ........................................ 278
27 April 1944 .......................................................................................................................280
Moyenneville, France ........................................................................................................280
67th Sq., #41-29467 X-Bar, Clarey
MACR #4257 ............................................................................... 280
29 April 1944 .......................................................................................................................281
Berlin, Germany ................................................................................................................281
67th Sq., #100279 I-Bar, Schuyler TUFFY MACR #4464 .................................................................... 281
68th Sq., #41-29471 X, Sweigart MACR #4472................................................................................... 284
506th Sq., #41-29513 Z-Bar, Hruby Ditched near English coast .......................................................... 286
8 May 1944...........................................................................................................................290
Brunswick, Germany .........................................................................................................290
66th Sq., #41-28795, Musgrave
Shot down, crashed ............................................................................ 290
9 May 1944...........................................................................................................................292
St. Trond/Brustrem Airfield, Belgium...............................................................................292
68th Sq., #42-100110 P, Larson NORTHERN LASS (Salvaged) ......................................................... 292
11 May 1944.........................................................................................................................293
Mulhouse, France ..............................................................................................................293
506th Sq., #42-94999 Bar-B, Walsh
MACR #4849 .............................................................................. 294
12 May 1944.........................................................................................................................295
Zeitz, Germany ..................................................................................................................295
67th Sq., #42-110042 J-Bar, Vance
MACR # not known..................................................................... 295
25 May 1944.........................................................................................................................296
Belfort, France ...................................................................................................................296
67th Sq., #42-94962 I-Bar, Tomer
MACR #5158 ................................................................................ 296
28 May 1944.........................................................................................................................298
Zeitz, Germany ..................................................................................................................298
506th Sq., #42-110045 Bar-K, Gurman THE BANANA BARGE MACR #5353................................. 298
29 May 1944.........................................................................................................................299
Politz, Germany .................................................................................................................299
68th Sq., # 42-73500 F, Foy MACR #5218 .......................................................................................... 299
506th Sq., #42-63962 Bar-W, Golubock PRINC-ESS MACR #5219 ................................................... 300
68th Sq., 42-50381 D, Smith FLAK MAGNET Returned to base......................................................... 303
4 June 1944 ..........................................................................................................................304
Ground Crew Incident, Shipdham, England......................................................................304
2033rd Engineer Fire Fighting Platoon Casualties.................................................................................... 304
5 June 1944 ..........................................................................................................................305
Boulogne-Sur-Mer (Pas de Calais), France.......................................................................305
66th Sq., #41-28690 B+, Mazure MISSOURI SUE............................................................................... 306
20 June 1944 ........................................................................................................................313
Politz, Germany .................................................................................................................313
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68th Sq., #42-94892 U, Keller BATTLIN’ BABY MACR #6149 .........................................................313
21 June 1944........................................................................................................................ 314
Genshagen/Berlin, Germany............................................................................................. 314
68th Sq., #41-24109, Smith FLAK MAGNET Crash-landed.................................................................314
506th Sq., #42-100411 E-Bar, Howe MACR #6150 .............................................................................315
27 June 1944........................................................................................................................ 318
Creil, France...................................................................................................................... 318
67th Sq., 42-52616 C-Bar, Carter GLORY BEE Returned to base ........................................................318
506th Sq., #41-29496 Bar-Q, Scudday ARIES MACR #6744 ...............................................................319
506th Sq., #42-50339 Bar-C, Tucker FUEDIN’ WAGON Crash-landed ..............................................321
506th Sq., #42-95209 Bar-W, Stone Returned to base ..........................................................................322
29 June 1944........................................................................................................................ 326
Magdeburg, Germany ....................................................................................................... 326
66th Sq., #41-28767 L+, Handwright Crash-landed ..............................................................................326
506th Sq., #42-51181 Bar-K, Landahl CAPE COD SPECIAL MACR #7088.......................................326
506th Sq., #41-28829 Bar-H, Westcott MY EVERLOVIN GAL MACR #7093 ..................................328
67th Sq., 42-99967 Q-Bar, Henry MYRTLE THE FERTILE TURTLE Returned ................................329
4 July 1944........................................................................................................................... 330
Beaumont-Le-Roger Airfield, France ............................................................................... 330
68th Sq., #42-100412 V, Schaffer
Crew bailed out ...............................................................................330
7 July 1944........................................................................................................................... 331
Aircraft Factory, Bernberg, Germany ............................................................................... 331
68th Sq., #42-110035 Y, Steinke ANY GUM CHUM MACR #7355....................................................331
68th Sq., #42-99966 W, Weaver FULL HOUSE MACR #7353 ............................................................333
68th Sq., #42-100170 G, Wilson PATSY ANN II MACR #7354 ..........................................................335
11 July 1944......................................................................................................................... 336
Munich, Germany ............................................................................................................. 336
66th Sq., #41-28776 E+, Zweig MACR # not known ...........................................................................336
68th Sq., #41-29544 T, Bonnet FLAK ALLEY II MACR #8250 ..........................................................338
18 July 1944......................................................................................................................... 339
Troop Support, Troan, France........................................................................................... 339
506th Sq., #42-94952 A SHACK RAT Returned to base.......................................................................339
21 July 1944......................................................................................................................... 340
Oberpfaffenhofen, Germany ............................................................................................. 340
68th Sq., #42-110049 A, Anderson MARY HARRIET MACR #7287..................................................340
68th Sq., #42-95226 C, Tofte CHANNEL HOPPER MACR #7286 .....................................................341
506th Sq., #42-110034 Bar-R, Allen SOUTHERN COMFORT III MACR #7805................................343
506th Sq., #42-95142 Bar-K, Butler CAPE COD SPECIAL #2 MACR # 7288....................................344
29 July 1944......................................................................................................................... 345
Bremen, Germany ............................................................................................................. 345
67th Sq. #42-109820 N-Bar, Green THE WASP’S NEST MACR #7804 .............................................346
506th Sq., #42-95309 Bar-V, Eberhardt MACR #7803 ........................................................................346
6 August 1944...................................................................................................................... 347
Hamburg, Germany........................................................................................................... 347
66th Sq., #42-95561 I+, McKenna STORMY WEATHER MACR #8081 ............................................348
8 August 1944...................................................................................................................... 350
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La Perth Airfield, Romilly, France....................................................................................350
506th Sq., #42-100415 Bar-Y, Komasinski MY PEACH MACR #8080................................................. 350
506th Sq., #42-50328 Bar-D, Jacobs PREGNANT PEG ....................................................................... 352
9 August 1944 ......................................................................................................................353
Saarbrucken, Germany ......................................................................................................353
66th Sq., #41-28785 B+, Peterson Crewmember bailed out ................................................................. 353
68th Sq., #41-29156, Collins V-PACKET Injured crewmembers.......................................................... 354
12 August 1944 ....................................................................................................................355
Airdrome, Juvincourt, France............................................................................................355
506th Sq., #42-110024 Bar-P, McGuire OLE COCK MACR #7896 .................................................... 355
13 August 1944 ....................................................................................................................357
Road Junctions between Le Havre and Rouen, France .....................................................357
506th Sq., #42-95150 Bar-B, Milliken PASSION PIT MACR #8322 ................................................... 357
24 August 1944 ....................................................................................................................359
Langenhagen, Germany.....................................................................................................359
68th Sq., #44-40098 B, Dittmer LONE RANGER MACR #8273......................................................... 359
11 September 1944 ..............................................................................................................361
Misburg, Germany.............................................................................................................361
67th Sq., #42-110031, Spagnola Injured crewmember ......................................................................... 361
67th Sq., $42-99997, Hurst Injured crewmember ................................................................................. 361
13 September 1944 ..............................................................................................................361
Schwabish-Hall Airfield, Germany ...................................................................................361
66th Sq., #42-51234, Stevens Injured crewmember.............................................................................. 361
67th Sq., #42-95193 I-Bar, Holcomb THREE KISSES FOR LUCK Injured crewmember .................. 362
18 September 1944 ..............................................................................................................364
Low Level Supply Mission, Best, Holland........................................................................364
68th Sq., #42-50596, Konstand Injured crewmember........................................................................... 364
506th Sq., #44-40167 Bar-V, Habedank SIERRA BLANCA Injured crewmembers ............................ 365
28 September 1944 ..............................................................................................................365
Kassel, Germany, Mission 229: Motor Works ..................................................................365
68th Sq., #42-52618 Bar-B, Dayball CHIEF WAPELLO Emergency landing...................................... 366
30 September 1944 ..............................................................................................................366
Hamm, Germany................................................................................................................366
66th Sq., #44-10531 R+, Ledford MY SAD ASS MACR #9370 .......................................................... 366
67th Sq., #42-94846 L-Bar, Harris MI AKIN ASS Injured crewmember ............................................ 370
7 October 1944.....................................................................................................................371
Kassel, Germany................................................................................................................371
506th Sq., #42-50789 Bar-A, Salfen LAKANOOKIE MACR #9343 ................................................... 371
506th Sq., #44-40167 Bar-Y, Still SIERRA BLANCA MACR #9342.................................................. 372
506th Sq., #42-50894 Bar-N, Jones Returned....................................................................................... 373
18 October 1944...................................................................................................................375
Leverkusen, Germany........................................................................................................375
67th Sq., #41-28944 D-Bar, Bakalo FLYING GINNY MACR #15421................................................ 375
68th Sq., #42-50381 K, Dayball MACR #10140................................................................................... 377
68th Sq., #42-50596 O, Lehnhausen FLAK MAGNET MACR #9654 ................................................. 377
66th Sq., #42-51234 L+, Norris Aircraft destroyed .............................................................................. 380
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30 October 1944 .................................................................................................................. 380
Hamburg, Germany........................................................................................................... 380
506th Sq., #44-10523 Bar-T, Bentcliff
MACR #10139 .........................................................................380
10 November 1944 .............................................................................................................. 382
Hanau, Germany ............................................................................................................... 382
67th Sq., #42-50795 N-Bar, Spencer Injured crewmember...................................................................382
68th Sq., #42-50725 M, Hobbs Injured crewmember............................................................................383
14 November 1944 .............................................................................................................. 384
Aircraft Salvaged, Europe................................................................................................. 384
506th Sq., #42-94952 Bar-A SHACK RAT Salvaged on continent .......................................................384
21 November 1944 .............................................................................................................. 384
Harburg, Germany ............................................................................................................ 384
67th Sq., #42-51552 M-Bar, Phillips
Crew casualties............................................................................384
2 December 1944................................................................................................................. 385
Bingen, Germany .............................................................................................................. 385
68th Sq., #42-50805 T, Hobbs MACR #10834 .....................................................................................385
506th Sq., #42-50766 Bar-D, Bayless MACR #10848 ..........................................................................387
4 December 1944................................................................................................................. 389
Kolschhausen or Wetzlar, Germany ................................................................................. 389
66th Sq., #42-95124 P+, Rogers SAND BOMB SPECIAL MACR #10835..........................................389
18 December 1944............................................................................................................... 392
Mission recalled ................................................................................................................ 392
67th Sq., #42-51309 V-Bar, Collins
Crash on takeoff ...........................................................................392
28 December 1944............................................................................................................... 393
Kaiserslautern, Germany................................................................................................... 393
68th Sq., #42-95260 P, Bledsoe LILI MARLENE MACR #15998 .......................................................393
68th Sq., #44-10582 D, Konstand MACR #11373 ................................................................................393
68th Sq., #44-10553 L Emergency landing ...........................................................................................395
1945............................................................................................................................................. 397
16 January 1945.................................................................................................................. 397
Marshalling Yards, Dresden, Germany ............................................................................ 397
68th Sq., #42-50660 A, Testa MACR #2863.........................................................................................397
67th Sq., #42-52293 G, Hinman JUDY’S BUGGY Salvaged 4 February 1945.....................................398
68th Sq., #42-110095 G HELLZA DROPPIN’ Abandoned due to fog .................................................399
21 January 1945.................................................................................................................. 400
Pforzheim, Germany ......................................................................................................... 400
68th Sq., #42-50725 M, Franks
Returned to base later..........................................................................400
28 January 1945.................................................................................................................. 401
Dortmund, Germany ......................................................................................................... 401
68th Sq., #42-51101 H, Corwine CORKY MACR #12007....................................................................401
66th Sq., #44-10542 G+, Perrault TALLY HO II No MACR required..................................................402
66th Sq., #42-52618 V+, Muldoon CHIEF WAPELLO Crashed in Allied territory..............................404
Test Flight, Shipdham, England........................................................................................ 405
68th Sq., #42-50349 F, Almonia FLAK MAGNET Crashed on takeoff ................................................405
7 February 1945.................................................................................................................. 406
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Aircraft Fire and Explosion, Shipdham, England..............................................................406
68th Sq., #42-50509 Y WANA Fire and explosion at base ................................................................... 406
23 February 1945 ................................................................................................................406
Rail Center, Weimar, Germany .........................................................................................406
67th Sq., #42-51552 F, Bakanic
Crash-landed ...................................................................................... 407
25 February 1945 ................................................................................................................408
Marshalling Yards, Aschaffenburg, Germany...................................................................408
66th Sq., #42-51258 J+, Derrick BEVERLY JEAN Low on fuel, parachuted ...................................... 408
67th Sq., #42-110031 H-Bar, Warner PHYLLIS Crash-landed............................................................. 409
1 March 1945 .......................................................................................................................410
Marshaling Yards,Ingolstadt, Germany.............................................................................410
67th Sq., #42-95049 O-Bar, Crandell FEARLESS FOSDICK Crew bailed out .................................... 410
12 March 1945 .....................................................................................................................412
Marshaling yards, Wetzlar, Germany................................................................................412
67th Sq., #44-49323, Mack
Crewmember bailed out............................................................................ 412
19 March 1945 .....................................................................................................................414
Neuberg, Germany.............................................................................................................414
66th Sq., #42-51907 B+, Podojil
MACR #13574 ................................................................................. 414
24 March 1945 .....................................................................................................................416
Low-level supply on Rhine River, Wesel, Germany.........................................................416
67th Sq., #42-100314 G+, Crandell MACR #13601 ............................................................................. 416
506th Sq., #42-50896 Bar-R, Chandler SOUTHERN COMFORT IV MACR #13600........................ 417
506th Sq., #42-50535 Bar-O, Pyle JOPLIN JALOPY Returned to base................................................ 419
5 April 1945 .........................................................................................................................420
Transportation Network, Plauen, Germany.......................................................................420
506th Sq., #44-40158 Bar-Q, Brown TINKER BELLE MACR #14110............................................... 420
11 May 1945.........................................................................................................................422
Air Transport Command Practice Flight, Watton, England ..............................................422
506th Sq., #44-50698 Bar-C, Edkins
Crashed....................................................................................... 422
13 June 1945 ........................................................................................................................424
Scottish Highlands (Non-Operational), Gairloch, Scotland ..............................................424
93rd Bomb Group, #42-95095, Ketchum SLEEPY TIME GAL Crashed.............................................. 425
Died in Service But Not KIA ...................................................................................................429
Lt. Ben Collier, 68th Squadron, 17 January 1943 ..................................................................................... 429
Sgt. Earl Hancock, 66th Squadron, 19 April 1943.................................................................................... 429
Lt. George Blumanthaler, 68th Squadron, October 1943.......................................................................... 429
Pvt. Floyd Maynard, 66th Squadron, 28 April 1944................................................................................. 430
T/Sgt. Daniel Mattis, 66th/506th Squadrons, 16 July 1944 ...................................................................... 430
S/Sgt. Kenneth James, Finance Section, 30 August 1944......................................................................... 430
Sgt. Cecil Stone, 68th Squadron, December 1944 .................................................................................... 431
Summaries ..................................................................................................................................432
Summary of Crewmen Casualties...........................................................................................432
Summary of Aircraft Incidents ...............................................................................................432
Detail of Aircraft Incidents .....................................................................................................433
Index of Names...........................................................................................................................434
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Foreword
As a ground crewman in the 67th Squadron for most of the time the 44th Bomb Group was at
war in England, I watched most of the 44th Bomb Group planes, heavily laden with bombs,
ammunition, fuel, and crewmen take off, headed for action against the enemy. I was there, too,
when the formations returned, too often learning that not all of them came back. The emotions
were always present; at times elated with a successful attack, but upset when one aborted and
very depressed when we had losses.
If I had worked on a plane that was missing, I, along with my crew buddies, felt a personal
responsibility for the loss. There was always that nagging doubt inside us that I seldom ever
voiced that asked, “Could I have been responsible for this loss? Could I, or should I, have done
something that would have brought this plane and crew back? Are these crewmen now dead
because I failed them?” Several of these brave men were close and personal buddies making the
situation worse. But those questions were never answered during the war. The Germans didn’t
say, of course, and our men that survived to become prisoners, could not say. Evadees did return
occasionally, but I saw only a very few. When that terrible war in Europe finally ended, the
Group was quickly ordered back to the U.S. to prepare for the final assault on Japan. But once in
the U.S. the 44th BG was demobilized, we were split up, and reassigned. Nothing was available
to me and I assume most of us, so those burning questions were never answered. Instead, they
were pushed back deep inside, but not forgotten.
It was 1972 before I learned that the English had completed the American Room in the new
Central Library in Norwich, England and 1976 before I saw the 2nd Air Division Roll Of Honor
on display there. Although the Roll of Honor was impressively prepared and presented for all to
view with all of the names it contains (now nearly 7,000), it immediately struck me with its
inadequacy. I think this was because of my involvement with so many of them. Certainly it
honored all of those men who are listed, but I continued to feel that surely we, or at least I, owed
them more than a mere listing of names. They had earned far more than that.
With deepened interest, I began my search for information concerning the events that took the
lives of these brave men of the 44th Bomb Group. My desire was to supplement this Roll Of
Honor with as much data as possible relating to the missions they flew the day they were lost so
that all of us could better appreciate their heroism and their sacrifices.
After many years of research, hundreds of letters and phone calls, and assistance from so many
(including two other 44th Bomb Group historians: Webb Todd, 68th Squadron, and Norman
Kiefer, 506th Squadron), I published a book entitled the “44th Bomb Group Roll of Honor and
Casualties” in 1987. Since then I have continued to search for answers. The result is this revised
volume. This memorial book is my attempt to make information available to the public about our
casualties so that if they read the names of our 44th Bomb Group men killed in action, they can
learn more about the circumstances of their deaths and about their crewmates. This book
documents the Hell our men suffered while making their attacks against our formidable enemy. I
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�44th Bomb Group Roll of Honor and Casualties
think that this book will be especially valuable for those who visit the new American Memorial
Room in the great new Forum building in Norwich, England.
Note: The entire Central Library building was destroyed by fire on 1 August 1994. It has since been replaced by
the new Forum building.
May their bravery and sacrifices be learned and remembered, not only about the men who gave
their lives, but also for the other combat buddies who flew with them and shared their many
hardships, wounds and pains, those that crash-landed, those that evaded, POWs, those that
escaped, those that gave so much.
Due to the dearth of official material available to me, as well as the length of time since the
events occurred, there probably are many instances of injury and wounds that have been
overlooked. Every effort has been made to locate and obtain as much information as possible
whenever records indicate that men were wounded, but it is a certainty that many injuries have
not been included in this book. For these omissions I apologize and am truly sorry. However, I
am reasonably sure that most, if not all, 44th Bomb Group men killed in action have been
identified here.
May the actions and deeds of these 44th Bomb Group combat men be appreciated and long
remembered.
Will Lundy
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�44th Bomb Group Roll of Honor and Casualties
Background Information
Setting the Stage
After the Allies had won World War #1, THE WAR TO END ALL WARS, the U.S. seemed to
adopt the position that they would no longer get involved in the disputes among the countries of
Europe. We were strong enough to defend ourselves, had huge oceans on both sides of our
country, and with a powerful Navy, we could stand alone. War in the air could hardly be
considered due to these same oceans.
Even when Hitler rose in power in the 1930s and was rattling his swords, little attention was
given to him, or his neighbor in Italy – Mussolini. Japan, after many centuries of peaceful
development, took up arms, invaded China. But it was not considered a threat, being 6000 miles
away in the Pacific, and our Navy could and would protect us.
However, when Hitler began his program to conquer his neighbors and quickly most of Europe,
and stood on the shores of the English Channel planning how to invade England, America awoke
enough to start the drafting of men to increase our military might. That was in 1940, a program
designed to take a year. On January 15, 1941, at MacDill Field in Florida, the 44th BG was
activated with personnel from the 2nd and 29th Bombs Groups. In early February 1942, the 44th
BG moved to Barksdale Field, near Shreveport, Louisiana.
Meanwhile, the Draft was producing a rapid flow of personnel through the multitude of military
schools to train these men for the military forces now found to be woefully short. The 44th
Bomb Group was designated as an OPU – Operational Training Unit – at Barksdale Field and
quickly split not once but twice to form both the 98th Bomb Group and then the 90th Bomb
Group. Finally the 93rd Bomb Group was formed and split from the 44th as well. In late July the
44th was removed from OPU status, transferred to Will Rogers Field, Oklahoma City, and within
a month was ordered overseas to England.
At Will Rogers, the 44th began training for war, but there were too few combat men and B-24s
with which to learn the art of war in the air. Even when ordered overseas and the Air Echelon
moved to New Hampshire, they were short airplanes and crewmen. Within a month, new B-24s
arrived, crews were assembled, but not in time for any crew to practice flying at high altitude let
alone learn how to fly in formation at high altitudes. In early October, the three squadrons of the
44th the 66, 67th, 68th were at Shipdham, England, still short of combat personnel. They were
also short one squadron, the 404th, which was diverted from Will Rogers to Alaska to help stop
the advances of Japan into Alaska. A replacement squadron, the 506th, did not arrive until March
1943, so they flew combat for nearly six months before getting to normal strength.
The 93rd Bomb Group, the last “offspring” from the 44th Bomb Group, had arrived in England
and had flown one combat mission. But the situation in North Africa and elsewhere was so bad
that three of the four 93rd Bomb Group’s squadrons were rushed there to help stem the tide of
Germans in Africa. So things were very tough for the Liberator airmen, flying in a newly
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designed and built Liberator that was untried in combat and unmodified for combat at very high
altitudes. The flak guns used by the Germans were accurate even at altitudes above 20,000 feet,
and their fighter aircraft were excellent, their pilots veterans.
Before the 44th Bomb Group could really and actively begin combat operations it was obvious
that we must convert our systems to those of the British. Consequently, many Royal Air Force
(RAF) personnel joined us to teach us their systems, communications, flight aids, radar, etc. We
had to install “friend or foe” to prevent being shot down by their air defense systems.
Due to the necessity to convert to RAF protocol, modify our Liberators, and adjust to the
difficult flying weather, the formations were small, and ‘aborts’ were too numerous. As our
targets were in German-occupied countries, we could not bomb unless the target was clearly
visible. Day after day, missions were scheduled and cancelled due to the weather, or if take-off
was made, we had to salvo our bombs into the North Sea or the English Channel. As our pilots
had not flown practice high-altitude flights, far too many early returns (aborts) occurred. There
were many causes for these aborts due to failure of machine guns to fire, frozen oxygen masks,
cramped or pinched oxygen supply hoses, misfiring of engines due to improper manipulation of
the throttle and the supercharger controls, etc.
Without any Allied fighter protection, losses were far too great for continued actions against the
enemy until more planes and crews arrived, so it was all too obvious that these airmen would not
possibly complete their tour of duty of 25 missions. Nevertheless, they accepted the situation and
vowed to do the best they could. Very few of the “pioneers” managed to complete their tour, but
they went down fighting.
Thanks to the learning process, the extreme courage of our airmen, and modifications to the
Liberator, they managed to stem the advance of the Nazis into England. Actually, the Allies were
losing the war in Europe almost up to “D-Day.” Finally, when the Allies won the war in the air,
it was then possible to win it on the ground. These men were truly heroes and should be
recognized for their feats. All of them continued on when their efforts appeared hopeless, and
certain death before they could reach their 25 assigned missions. Though the risks lessened
somewhat later in the war, thanks to our Little Friends in their great fighters, the increases in flak
guns still made these missions quite hazardous.
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Table 1: 44th Bomb Group Timeline During World War II
When
What Happened
Where
15 January 1941
Activated from the 29th Bombardment Group with four
officers and approximately 110 men. By the end of the
year there were 80 officers and 929 enlisted men.
MacDill Field,
Florida
7 February 1942
Left MacDill Field
In transit
10 February 1942
Arrived at Barksdale Field
Barksdale Field,
Louisiana
March to May
1942
Acted as Operational Training Unit (OPU) providing
personnel to the 90th, 92nd, 93rd, and 98th Bomb
Groups. Also participated in anti-submarine patrols over
the Gulf of Mexico
Barksdale Field,
Louisiana
July 25-26, 1942
Shifted operations to Will Rogers Field
Will Rogers
Field, Oklahoma
28 August 1942 to Ground echelon left by train for Fort Dix in New Jersey,
arriving 1 September 1942. Sailed on Queen Mary on 4
11 September
September 1942, arriving in Clyde Scotland 11
1942
September 1942.
In transit
30 August 1942 to Air echelon left for Grenier Field and stayed there until
late September when the first aircraft departed for the
late September
United Kingdom.
1942
Grenier Field,
New Hampshire
11 September
1942 to 9 October
1942
Temporary base
10 October 1942
to 15 June 1945
Shipdham,
Main base during World War II (temporary stations in
England
North Africa: Benina Main, Libya from 28 June to 25
August 1943 and Ounda No.1, Tunis from 19 September
1943 to 4 October 1943)
May/June 1945
First aircraft left 22 May 1945. Ground echelon sailed
on Queen Mary 15 June arriving 20 June.
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Cheddington,
England
In transit
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A Bit About the Liberator
In the following text there are many references to mechanical problems or enemy inflicted
damages to the B-24 aircraft that contributed to the eventual loss of the planes and crews. For the
many who were not mechanically involved over fifty years ago as well as those not familiar with
engines and mechanics, perhaps a few non-technical words concerning this aircraft would be
appropriate.
The D model of the B-24s that our original 27 crews obtained shortly before their planned flight
by the northern route from the U.S. to England were fresh from the factory, with few test flights
to correct problems. The Liberator itself was untried in battle, designed to peacetime
specifications, with the newly designed Davis wing to place it ahead of the older B-17 Fortress.
The major amount of technology, however, was not improved from that on the B-17s.
The oxygen system used the old masks with the rubber bladder with oxygen supplied on constant
delivery through very small, flexible rubber tubes. These tubes were easily crimped, shutting off
the supply to the airman, often not realized, resulting in an unconscious man and, if unnoticed,
death occurred. The bladder mechanism dangled under the chin, filled with moisture from the
breath, and froze from the very low, minus zero temperatures. Bladders had to be squeezed to
break the ice, or be replaced often to keep the oxygen flowing. Even command pilots, in charge
of missions passed out when their supply line crimped!
The solution was the new demand-type system, in which oxygen flowed only when the wearer
took a breath. The supply line was a heavy, corrugated hose, longer and quite flexible, which did
not crimp. The mask itself was improved for better fit and comfort.
Designed and supplied at many stations of the airplane was the new ‘walk-around’ bottle.
Whenever any airman found it necessary to leave his assigned position for whatever reason, the
walk-around was available. He would plug his mask hose to it and be safe for many minutes
away from the main oxygen system. Repairs could be made, wounded crewmen given aid, etc.
without endangering this man away from vital oxygen.
Heavy wool and leather suits proved to be unsuitable at the altitude that the German super 88
flak guns forced our formations to fly at. Designed for bombing altitudes less than 15,000 feet,
the men were very uncomfortable at altitudes above 20,000 feet. Frostbite was all too common.
Many airmen, particularly gunners at the waist windows open to the elements, suffered severe
frostbite to face, hands, and fingers, even death. Gloves removed to work on balky machine guns
resulted in skin frozen to metal, and painful injuries.
Electric suits, including gloves, eventually were supplied, reducing the injuries, but often
produced severe burns when they shorted out. High altitude temperatures were in the -35 to -45
degree range. The Liberator was a drafty aircraft, especially in later models when the nose turret
was installed.
The D model, as originally supplied, had no protective armor at all. First the pilot and co-pilot
had to have protection from bullets and flak, so exterior metal plates were installed on each side
of the cockpit. Spent .50 caliber cartridges from gunners on other aircraft frequently fell through
the formation, breaking the thin Plexiglas in front of the pilots, injuring them with the flying
shards, and exposing them to the full force of a nearly 200-mph wind. These were replaced much
later by thick glass or Plexiglas as were the small movable side windows of the two pilots.
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Armor plating was placed behind the two pilot’s seats, and even armored seats were installed in
later models. Later, too, flak suits were designed and made available to most airmen.
The heavy .50 caliber machine guns as well as the two or three smaller .30 caliber machine guns
on the first D models operated well at low altitudes and warmer temperatures, however, they
failed miserably at the colder temperatures of high altitude flying and in the first winter. It was
necessary to test fire all guns every few minutes during the assembly formation and all the way
across the North Sea. Even then, many guns had serious slowing down of the rate of fire, or froze
up completely. It was foolhardy for these aircraft to continue on against the hordes of fighters
with few to no guns firing for defense. Aborts had to be made, lessening the firepower of those
continuing. Exasperated pilots, fed up with the continuing aborts made necessary by failed guns,
obtained Thompson sub-machine guns, placed tracers in the belts, and the waist gunners would
use these in an attempt to hold off the attacking fighters with a show of tracers.
A non-freezing buffer oil was eventually developed and ended this often fatal failure of the
machine guns. It did not come soon enough.
One other modification was to the .50 caliber bullets’ supply belts. At first, these belts were
loaded in strings of 50 or so, and left loose. They were quickly used up with each burst from the
gun even before the enemy fighters attacked. By December 1942, the catwalk down to the center
of the bomb bay was loaded with boxes containing belts of ammunition to be retrieved by the
gunners as their first box load was used.
The solution came from the RAF bombers: long sections of flexible supports along the fuselage
on which long strings of cartridge belts could be stored and supplied directly to the guns, with no
interruption of defense away from each gun.
The B-24’s Pratt & Whitney engines were designed for high altitude flying (20 to 30 thousand
feet). In the rarified atmosphere at this altitude, it was necessary to attain full power through the
use of a supercharger to compress the air being sent to the cylinders. To compress the air, the
exhaust gases were duct back to the compressor (supercharger) located in the nacelle behind
each engine so that the hot gases could be used to spin a “bucket wheel” which, in turn,
compressed the intake air and forced it, under pressure, forward to the engine.
At first, the pilots would over-advance the supercharger controls. Then, when they pulled back
the throttle controls to slow down in formation, the supercharger would ram in too much air, and
the engines would be starved for fuel. They would seem to cut out momentarily, catch, and then
the power would surge back again. The impression was that the engines were malfunctioning,
and aborts were often made. When the lesson was learned, this problem was greatly reduced, but
the superchargers continued to misbehave until new, electric supercharger controls were
developed.
Whenever a “loss of power” is referred to in the text, it often meant that a problem occurred
somewhere in these two duct systems. Flak or bullets that damaged either the intake or exhaust
ducting would probably result in an immediate lessening of power from that engine. Similarly,
damage to the controls to the supercharger or the engine could give the same results. Of course,
physical damage to the engine itself would lessen the horsepower output as well. But many
engines continued to function with a cylinder head pushed completely off the engine block!
The three-bladed propellers were adjustable to “pitch” or the degree of bite that it could take
through the air. The pilot regulated this angle according to his power setting all during the flight.
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In the case of damages to an engine and it could no longer provide sufficient pulling power, the
pilots would hit a “feathering” button which would turn the blades sideways into the airstream to
prevent the propellers from “wind-milling.” Failure to feather means that the propeller would be
turned by the wind flowing past and would hold the plane back and severely reduce speed and
complicate handling.
Smoke or fire in the engine section could be the result of damages to the inlet fuel lines, a
rupture of the 28-gallon oil tank in that area onto the hot exhaust system, or actual damage to the
engine itself. Even a wind-milling propeller could cause severe overheating and possible fire
erupting.
Fire in the bomb bay section was quite common as that area was very vulnerable due to the
number of inflammable fluid lines passing through it. (Not to mention the gas-filled wing
immediately above it.) In addition to the very high octane fuel, there was a large hydraulic oil
reservoir that provided hydraulic fluid to operate the landing gear, the flaps, turrets, tail surface
controls, etc. Immediately in front of the bomb bay and under the rear edge of the flight deck
was an emergency power unit that also had a reservoir of gasoline. Batteries were located here,
too, with their acid. All of these items could contribute to the eruption of flames if damaged.
The elements alone were a formidable enemy long before the German activities occurred!
Formation of ice at take off, (and beyond) thick fog and clouds during assembly, flying through
high weather fronts while in formation, all took their toll. I am still haunted by the memories of
those original airmen when the tried to exit the airplane, barely able to walk, faces covered with
ice hanging down from those miserable oxygen masks. Close formation flying, itself, was
dangerous, causing too many collisions, too many deaths. But our brave men fought their way
through all of this, persevered, won!
Notes on Aircraft Numbering and Lettering
Each aircraft has a number and a letter associated with it. The very first aircraft in 1942 all had
one letter (from A to Z, with only a few that had bars above or below) over a series of numbers.
This was adequate until March of 1943 when the 506th Squadron arrived, at which point there
were too many aircraft for 26 letters, so they had to change it. They then started to put a
horizontal line (or bar) either below the letter or on top of the letter (in the case of the 506th).
The 67th Squadron was normally identified by a bar below the letter, but for a short period the
506th Squadron aircraft also had the bar below the letter. And, after April of 1944 the 66th
Squadron had a plus (+) in front of the letter. These were PFF aircraft. The 68th Squadron
generally had just the letter itself, with some exceptions until August 1943 where aircraft had
bars above the letters. As time went by, the bar was used to identify the Squadron as follows.
Table 2: 44th Bomb Group Squadron Markings
Squadron Marking
Page 22
66th
67th
68th
506th
Plus sign
Bar below
(i.e., A-Bar, A)
Just the letter
Bar above
(i.e., Bar-A)
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American Cemeteries and Walls of Memory
Many of the loss tables include a reference to American cemeteries or Walls of Memory
(WOM). There are many such sites. The ones where 44th Bomb Group members are either
buried or memorialized are shown below. The far right column shows how many 44th Bomb
Group members are buried or memorialized in each location.
Table 3: American Cemeteries
Country
Location (s)
National Cemetery Name
44th
Belgium
Neupre
Henri-Chapelle
Ardennes National Cemetery
Henri-Chapelle National Cemetery
103
3
England
Cambridge
Cambridge American Cemetery
163
Italy
Florence
Anzio (Nettuno)
Florence American Cemetery
Sicily/Rome American Cemetery
14
13
France
St. James
Epinal
St. Laurent-sur-Mer
Normandy
Draguignan (Var)
Brittany American Cemetery
Epinal American Cemetery
Lorraine American Cemetery
Normandy American Cemetery
Rhone American Cemetery
1
8
27
29
5
Luxembourg Luxembourg City
Luxembourg American Cemetery
2
Netherlands
Margraten
Netherlands American Cemetery
80
Tunisia
Carthage
North African American Cemetery
15
463
Note: The Ardennes National Cemetery in Neupre, Belgium is sometimes referred to as Neuville-en-Condroz.
POW Camps
Members of the 44th Bomb Group were held in many different German prisoner of war camps.
These included camps specifically for airmen as well as some other camps where many 44th
Bomb Group ended up for one reason or another (for example, Stalag VII A).
Airmen were often brought first to Dulag Luft for interrogation and then transferred later to other
camps. 44th Bomb Group airmen also spent time in Italian or other POW camps.
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Table 4: POW Camps
Name
Town
General Location
Luft I
Barth
Northern Germany near the Baltic Sea, northeast of
Rostock
Luft III
Sagan
Eastern Germany between Berlin and Breslau
Luft IV
Grosstychow
Northern Poland near the Baltic Sea, east of Barth
Luft VII
Bankau
West of Breslau
Stalag XVII B
Krems/Gneixendorf
Northeast Austria
Dulag Luft
Wetzlar
Western Germany, northeast of Frankfurt
Stalag VII A
Moosburg
North of Munich
Wauwilermoos
Lucerne
Switzerland
Acronyms and Contractions
Many acronyms and contractions are used in this book, particularly in the loss tables. Most will
be familiar to readers, but just in case, here is a list of common ones.
Table 5: Common Acronyms
A/C
Aircraft
MPI
Mean Point of Impact
ASN
Army Serial Number
NMI
No Middle Initial
Capt.
Captain
PFF
Path Finder Force
Eng.
Engineer
POW
Prisoner of War
ETO
European Theater of Operations
Radio Op.
Radio Operator
F/O
Flight Officer
RAF
Royal Air Force
FW 190
Focke-Wulf 190 (German fighter)
RW
Right Waist (gunner)
GEE
A British navigational device
Sgt.
Sergeant
KIA
Killed in Action
S/Sgt.
Staff Sergeant
Lt.
Lieutenant
T/Sgt.
Technical Sergeant
LW
Left Waist (gunner)
UG
Underground
MACR
Missing Air Crew Report
WOM
Wall of Memory
Me 109
Messerschmitt 109 (German fighter)
ZOI
Zone of Interior
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Medals
The following is a list of the medals (not necessarily in order of importance) which were
awarded to personnel in the 8th Air Force from 17 August 1942 to 15 May 1945.
Table 6: Medals
Medal of Honor
14
Distinguished Service Cross
Oak Leaf Cluster to the Distinguished Service Cross
Distinguished Service Medal
Oak Leaf Cluster to the Distinguished Service Medal
Legion of Merit
220
6
11
1
207
Oak Leaf Cluster to the Legion of Merit
Silver Star
2
817
Oak Leaf Cluster to the Silver Star
Distinguished Flying Cross
Oak Leaf Cluster to the Distinguished Flying Cross
Soldier’s Medal
47
41,497
4,480
478
Oak Leaf Cluster to the Soldier’s Medal
Purple Heart
2
7,945
Oak Leaf Cluster to the Purple Heart
Air Medal
188
122,705
Oak Leaf Cluster to the Air Medal
Bronze Star
319,595
2,972
Oak Leaf Cluster to the Bronze Star
12
Unit Citation
27
Meritorious Service Unit Plaque
19
A medal was given only once. Ribbons matching the medal were given at the same time. They
represented the medal and were worn in rows above the left breast pocket. A ‘cluster’ was a
small emblem worn on the ribbon of a decoration already received. An Oak Leaf Cluster was
awarded for an act meriting an award identical to the first one. A Bronze Leaf Cluster was
awarded for each additional honor. A silver Oak Leaf Cluster was awarded when five additional
awards were earned. Medals such as the Victory Medals, Prisoner of War medals, and Good
Conduct Medals were also awarded but are not listed in the table above.
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An individual also received an award or certificate when an award was made to his unit.
Individual groups were also awarded decorations for exceptional service within that group.
According to a May 1944 letter from the War Department, the Purple Heart was originally
established by General George Washington in August of 1782. It was revived by the War
Department in February of 1932 on the 200th anniversary of Washington’s birth. It is awarded to
persons who while serving in the Army are wounded in action. After 6 December 1941 it was
also awarded to those who are killed in action or who die as a direct result of wounds received in
action.
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Acknowledgments
The basic listing of casualties incurred was obtained from the microfilm records of the 44th
Bombardment Group as provided by the Albert F. Simpson Historical Research Center, Maxwell
Air Force Base, Alabama. Missing Air Crew Reports (MACR) were loaned to me by Major
David Klaus from his extensive files. David also supplied technical assistance with format and
suggestions. “Ploesti” written by Dugan and Stewart, was utilized for the accounts involved with
the low-level attack on 1 August 43 rather than to again subject these men to additional writing
about their experiences. Assistance with aircraft names and numbers were supplied by Tom
Brittan and Tony North of England, as well as Webb Todd, John R. Beitling and David Klaus.
Webb Todd assisted with many of the Army Serial Numbers (ASNs) of the 68th Squadron men
as well as other data. Malcolm Cullen, south Wales, located considerable information concerning
the 3 January 1943 crash-landings in Wales.
My most grateful thanks go to the many combat men who were kind enough to send me their
recollections even though so many of those memories were so sad and full of emotions. But,
difficult as it was, so many of them cooperated fully in this effort to recall their sacrifices,
especially for those men who did not return. To those that did not return, we all owe an
obligation to read and remember – and much more.
So many crewmen have contributed to this book that I have chosen to acknowledge them in the
text, rather than in this brief summary. I’m positive that there are many others that should be
included on this page and I’m sorry for the oversight. I do thank you one and all even though
your names do not appear here as they should. Too, middle initials for several men are still in
doubt, but are as accurate as my records permit. For the errors still existing, I do apologize. I’d
like to also thank the next of kin for their assistance in several instances. Mothers, nieces,
brothers, sisters and in-laws have cooperated when all other avenues had failed.
Jan van der Veer, historian and friend from the Netherlands, is to be thanked for his
exceptionally complete files on our planes and crews downed in Friesland.
For this new edition, Jim Hamilton has made it all possible. Without his strong encouragement it
would not have been completed. In addition he provided the knowledge and skills necessary to
format and data entry. He donated his time, his skills to format, and technical assistance,
proofing, and materials. There is no doubt, it could not have been accomplished without him!
Of course, this book would not have been possible, either, without the loving support and
assistance of my wonderful wife, Irene. For years she did so many of my “chores” around the
house, and then spent so many evenings alone while I sat in my ”War” room working to put this
book together.
Will Lundy
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How to Use this Book
To locate an individual, refer to the alphabetical index at the back of the book. If the individual is
not mentioned on the specific page referenced, please check the surrounding pages.
The accounts in this book are organized by date, beginning with the first missions in 1942 and
continuing through 1945. The page headings allow the reader to flip through the book and find
the desired date. In addition:
•
The table of contents entries provide a comprehensive listing that includes the following
information (where available): squadron number, aircraft number, pilot’s name, aircraft
name, and missing air crew report (MACR) number.
•
If more than one incident occurred on any single date, the accounts are placed in
Squadron order – 66th, 67th, 68th, and 506th. In some cases, descriptions of aircraft that
returned with wounded crewmembers are placed after those aircraft that were lost.
•
If more than one crew or incident occurred in the same Squadron on that same date, the
crews are shown in alphabetical order by pilot’s name in that Squadron.
•
Data concerning each mission’s target is covered only at the beginning of each date, prior
to the incidents.
•
The crew tables include the crewmembers’ names and ranks and where available crew
position, home town, and ASN.
The editor’s comments are either in notes or in the case of comments within a quote in square
brackets. Misspellings have been corrected and usage of common terms (i.e., crash-land, copilot, FW 190, etc.) has been standardized in quotes.
The information is believed to be correct, but in any undertaking of this kind, there will certainly
be errors. The MACR numbers are an example. These were copied from paper records and there
may be some errors. Anyone sending a request to the government for an MACR should specify
the pilot’s name and the mission date when requesting an MACR, rather than relying on the
accuracy of these numbers.
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Other References
In addition to the original Roll of Honor (published in 1987) military data from MACRs, there
are some other important sources for anyone who is interested in the 44th Bomb Group:
•
History of the 67th Bombardment Squadron, 44th Bomb Group, The Flying Eight-Balls,
by Will Lundy, originally published in 1982, re-written in 1984, re-printed in 1987
•
Webb Todd’s History of the 68th Squadron
•
Norman Kiefer’s The Green-Nosed Flying 8-Balls
•
Ursel P. Harvell’s 44th Liberators Over Europe, 1946
•
The 44th Bomb Group in World War II: The Flying Eight-Balls Over Europe in the B-24,
By Ron Mackay and Steve Adams, Schiffer Books
•
44th Bomb Group: The Flying Eightballs, Turner Publishing Company, Paducah
Kentucky, 1997
•
Mighty Eighth War Diary, by Roger A. Freeman, Janes Publishing, London and New
York, 1981
•
Ploesti: The Great Ground-Air Battle of 1 August 1943, by James Dugan and Carol
Stewart, Random House, New York, 1962
•
8 Ball Tails: Journal of the 44th Bomb Group Veterans Association (Volume 1, Issue 1
published in 1998)
•
The Journal: Official Publication of the Second Air Division Association
•
8th AF News: Magazine of the Eighth Air Force Historical Society
There is a web site dedicated to the 44th Bomb Group at www.44thbombgroup.com. This web
site contains more details on a database of 44th Bomb Group information that is available on CD
and which has been used in this work to confirm information related to individuals crews.
Another source for information on this database can be found at www.8thairforce.com.
Some members of the 44th have published their recollections in books. These include:
•
Archie Barlow Jr.’s “Pursuit in the Pyrenees”
•
Forrest Clark’s “Innocence and Death in Enemy Skies”
•
Dan Culler’s “Black Hole of Wauwilermoos” (Circle of Thorns Press, 1995)
•
Joseph E. Milliner’s “An Angel and the Eagle”
•
Eddie Picardo’s “Tales of a Tail Gunner” (Hara Publishing, 1996)
•
Keith C. Schuyler’s “Elusive Horizons” and “Sweet Eloise”
•
Ted L. Weaver’s “The Twenty-Third Mission”
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•
Hartley A. “Hap” Westbrook’s “An Iowa Pilot Named Hap” (McMillen Publishing,
2001)
And of course there have been many other shorter accounts and diaries. As an example, Capt.
Howard F. Adams (KIA, 26 February 1943) kept a diary that survived the war.
Other books with 44th missions as a central theme include:
•
Jim Hamilton’s “The Writing 69th” (Green Harbor Publications, 1999)
•
Ian McLachlan and Russell Zorn’s “Eighth Air Force Bomber Stories” (Patrick Stephens,
Ltd., 1991) – This book includes an account of the 506th Squadron’s Bolin crew crash on
2 February 1944.
•
Kevin Watson’s “Ruth-Less and Far from Home” (2000)
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44th Bomb Group Roll of Honor and Casualties
1942
Stateside
18 May 1942
Submarine Patrol, Gulf of Mexico
Although generally overlooked, the 44th Bomb Group was in action against German U-boats
even before leaving the U.S. It was patrolling the Gulf of Mexico regularly, even during the
operational training of our crews. In fact, one 66th Squadron crew was credited with damaging
and probably sinking one of these submarines. (See more on this below.)
However, on the morning of 18 May 1942, another 66th Squadron aircraft was lost shortly after
takeoff en route to its assigned patrol.
66th SQUADRON:
66th Sq., #41-1117, Frawley
Crashed after takeoff
66th Squadron Crew:
Entire crew KIA
FRAWLEY, HERBERT W.
Pilot
KIA
2nd Lt.
EVERHART, JAMES H.
Co-pilot
KIA
2nd Lt.
TATE, AUGUSTUS H.
Navigator
KIA
2nd Lt.
CRABTREE, MANSFIELD
Bombardier
KIA
Sgt.
Meadowview,
Virginia
HEPLER, LEWIS J.
Engineer
KIA
Sgt.
Valley View,
Pennsylvania
WARLEY, ARLO V.
Radio Oper.
KIA
Sgt.
McJUNKINS, RUDOLPH
Asst. Eng.
KIA
Pvt.
SANNEMAN, HERMAN R.
Asst. Radio
KIA
Pvt.
Creston,
Iowa
ANDREWS, STANLEY C.
Gunner
KIA
Cpl.
Elba,
New York
Unknown
The Technical Report of Aircraft Accident includes the information that the B-24D crashed at
0525 hours approximately one and one half miles south of Barksdale Field, Louisiana. At that
time there was a ceiling of 3,000 feet with visibility of about five miles. A moderate rain was
falling and a thunderstorm was in effect with considerable lightning northwest of the field. The
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�44th Bomb Group Roll of Honor and Casualties
6 December 1942
plane was carrying depth charges and ammunition in case the enemy was sighted. The plane
went down a few minutes after takeoff, exploded and burned, with no one having time to exit the
aircraft. All were killed.
These were the first 44th BG casualties of World War II, as these men were attempting to defend
the shores of the United States of America while still in the training phase and not fully
operational.
In May of 2001, the wreckage of a German submarine was found by an underwater robot off the
Louisiana coast about 45 miles from the mouth of the Mississippi River. It is believed to be the
only German submarine sunk in the northern Gulf of Mexico during World War II. Known as the
U-166, it was found during surveying for a planned underwater pipeline route by the oil
companies BP Amoco and Shell Oil. The spot where the submarine was found is not far from the
wreckage of the American passenger freighter S.S. Robert E. Lee, which the U-166 sank on July
30, 1942. The U-166 was sunk shortly after that attack by the Robert E. Lee’s sub chaser escort,
although that fact only became clear decades later when the wreck was found. A Coast Guard
plane had previously claimed the kill on August 1, 1942, but this claim probably refers to
another U-boat (U-171) that was in the vicinity at the time, but which was not sunk. Records
show that the 44th Bomb Group claimed a sunken U-boat on July 10, 1942, but there is no
record of another U-boat being sunk in the Gulf of Mexico.
Operations from Shipdham
6 December 1942
Abbeville-Drucat Airdrome, Abbeville, France
Due to a recall of the mission which the 68th Squadron crews did not receive, only six 68th
planes continued on to attack this airfield, while the other 13 planes returned to base.
68th SQUADRON:
68th Sq., 41-23786 B, Du Bard
MACR #2920
68th Squadron Crew:
Entire crew KIA
DU BARD, JAMES D. Jr.
ASN 0-410225
Pilot
1st Lt.
KIA, WOM Ardennes
Marked Tree,
Arkansas
KAITALA, HENRY B.
ASN 0-727999
Co-pilot
2nd Lt.
KIA, WOM Ardennes
Minnesota
SOMERVILLE, RICHARD V.
ASN 0-727054
Navigator
2nd Lt.
KIA, WOM Ardennes
Aliceville,
Alabama
CRAWFORD, GEORGE A.
ASN 0-727320
Bombardier
2nd Lt.
KIA, WOM Cambridge
Bisbee,
Arizona
DICK, CHARLES S.
ASN 31033519
Engineer
Sgt.
KIA, WOM Ardennes
Ashland,
Kentucky
MEARS, WILLIAM G.
ASN 31020279
Radio Oper.
Sgt.
KIA, WOM Ardennes
Ashland,
Kentucky
BEVERLY, PAUL E.
ASN 18045226
Asst. Eng.
S/Sgt.
KIA, WOM Ardennes
Wilcox,
Arizona
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RIZZO, ANTHONY F.
ASN 35292580
Asst. Radio
Sgt.
KIA, WOM Ardennes
Lancaster,
Ohio
LILLEY, ROBERT F.
ASN 17035867
Hatch Gun
Sgt.
KIA, WOM Ardennes
Belcourt,
North Dakota
SMITH, DONALD M.
ASN 39094553
Tail Turret
Sgt.
KIA, WOM Ardennes
Seattle,
Washington
Note: Crawford is listed on the WOM in Cambridge. The other nine men are on the WOM in Ardennes.
En route to the target the 66th and 67th Squadrons received radio orders to return to base, but the
leading 68th Squadron failed to intercept these orders and continued on with their six aircraft.
All six bombed their target and were returning when approximately thirty FW 190s, in waves of
two or three, made attacks from 12 o’clock, straight on. Very early in the encounter, aircraft
#786 had #4 engine (right out-board) knocked out and #3 was damaged. The pilots valiantly
fought to keep in formation due to the inherent dangers a single plane would surely encounter.
But due to the lack of power, the aircraft pulled off to the right and was losing altitude. The
enemy fighters then proceeded to withdraw from the attack on the main formation and
concentrated their attacks on aircraft #786.
After several attacks that also proved damaging to three FW 190s (two shot down and one
damaged), two of the enemy aircraft again attacked from dead astern of the aircraft. The tail
turret guns were seen to stop firing and pieces of the ship in that area were shot away, and the
airplane nosed down toward the sea. The two pilots continued to fight for control as the nose was
seen to pull up on several occasions. However, when the plane eventually hit the water, the nose
was down, causing the ship to break into pieces and catch fire, quickly sinking. None of the crew
attempted to parachute out, electing to stay with their craft and take as many of their enemy with
them as possible. For such bravery and gallant action, the entire crew was awarded the Silver
Star posthumously.
68th SQUADRON:
68th Sq., #41-23813
VICTORY SHIP
Returned to base
68th Squadron Crew:
HOLMES, WALTER T.
Pilot
Wounded
1st Lt.
AGER, ROBERT L.
ASN 0-727956
Co-pilot
Wounded
2nd Lt.
STINE, ROBERT J.
Navigator
2nd Lt.
KLEKAR, HOWARD R.
Bombardier
2nd Lt.
HILL, ALBERT E.
Radio Oper.
Sgt.
METSA, TAUNO I.
Eng./Top Turret
T/Sgt.
CROSS, FRANK E.
RW Gunner
S/Sgt.
DEBERRY, SAM H.
LW Gunner
Sgt.
GREEN, GEORGE L.
Tail Turret
Sgt.
BOWDEN, EDWARD F.
Rear Hatch Gun.
Sgt.
Port Blakely,
Washington
Note: Ager returned to duty and became a POW on 21 January 1944. Victory Ship also went down that day.
A pilot and co-pilot were injured on VICTORY SHIP. The pilot, Walter T. (Tom) Holmes, wrote
the following account:
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“This was our third raid. We had been in England less than two months, becoming operational
on Nov. 6, 1942. Most pilots in the squadron were promoted to first lieutenants on Oct. 6. Our
first raid was on Nov. 7 and two days later we made our second raid, on the submarine pens at
St. Nazaire, on the west coast of France. It was here that we encountered our first antiaircraft fire
(flak). It was similar to lightning; as long as you can see it, it’s harmless.
“Now we get to the third raid in which I participated. We were briefed at 7 a.m. leaving the field
two hours later. Our group put up 18 planes. The 68th led the raid on Abbeville/Drucat
Airdrome. The 66th and 67th squadrons received orders to turn back and did so. We did not
receive the orders and proceeded on, accurately dropping 111 bombs on the target and
jettisoning 20 others over the target.
“About the time we crossed the coast of France, opposite the white cliffs of Dover, we ran into
trouble. We were attacked by 30 Focke-Wulf 190 fighter planes. These were the yellow-nose
fighters, the Herman Goering Group, one of Germany’s most seasoned groups. They flew in two
to three at a time from dead ahead. To increase our firepower, our six B-24 bombers were in a
very tight formation, as we had been instructed.
“We had three guns on the nose, fired by the navigator and bombardier, but only one could fire
dead ahead. [Editor’s note: The 50-caliber was pointed straight ahead. Two 30-caliber guns were
installed on each side of the nose at the edge of the plexiglass and were flexible enough to fire to
the side.] We also had twin 50s in the top turret, our most effective firepower ahead, as long as
the target (or bandit) was above the nose of the plane. The first flight was led by Capt. Tommy
Cramer, number 800, with my crew in number 813 on the left wing and number 786, Lieutenant
James Du Bard, on the right wing.
“Early in the encounter, Lieutenant Du Bard’s plane was hit, knocking out number three and four
engines. Then engine number two lost power and the ship pulled off to the right and lost altitude.
Once separated from the rest, many of the German fighters withdrew and concentrated on the
crippled plane. All guns on Du Bard’s plane were seen to be firing and three enemy fighters were
downed.
“Rather than bail out, the crew stayed on their guns and were still firing when the plane hit the
water. Only one engine was running when the plane hit and exploded. This was the first loss in
the 68th squadron. Lieutenant Du Bard was from Marked Tree, Arkansas. All on board were
awarded the Silver Star. This crew, in their vain attempt to return their aircraft to friendly
territory, achieved a notable victory and displayed outstanding courage and spirit, to their
ultimate destruction.
“I was unaware that most of this was happening, although I did see the plane leave the formation.
We held a very tight and steady formation, about 15 to 30 feet apart, as we felt we could be more
effective this way, concentrating our firepower. I noticed an FW 190 some 200-300 yards out at
11 o’clock high firing directly at our plane. We were looking directly down his gun barrels and I
thought to myself, “He is going to hit us.” At that time three 20-mm cannon shells hit us at once.
“There was a loud bang, yellow smoke and a flash filled the cockpit. The shell exploded about a
foot over my head and I was knocked unconscious for a period of time. My co-pilot, Lt. Robert
Ager, was also knocked out and shell fragments struck the legs of the top gunner, Sergeant
DeBerry. The first shell hit our number two engine just to my left, causing it to lose power. The
third shell exploded into the oxygen bottles just aft of the main cabin.
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44th Bomb Group Roll of Honor and Casualties
“There was no way to know how long I was unconscious; however, when I came to, I looked up
and saw the water. Realizing we were upside down, I righted the plane and began to look for
more fighters. There were none, because we were by then halfway across the English Channel
and the FWs had returned to France, probably because of British fighters, although the only
planes I saw were four of my own squadron just crossing the coastline some 10-15 miles ahead.
“I was told by the rest of the crew that although our plane had been barrel rolling to the left and
diving steeply, the crew were staying on the guns, though some told me later they were unable to
bail out because of centrifugal force. We were out of control and really in the Lord’s hands for
some six to eight minutes - time enough to fall 6,000 feet. There was a lot of damage in the
cockpit - broken instruments, radios and material hanging from the top of the cockpit. The hole
in the top was causing a lot of wind and noise.
“Lieutenant Ager, the co-pilot, was slumped down and still unconscious. The bombardier,
Lieutenant Klekar, came up from the nose with our emergency kit and gave him a shot of
morphine. He offered me one, but since I was now conscious and felt I could fly us home I
refused it. Had I taken the shot we would never have got back; the morphine would have
knocked me out again.
“The side of my head was stinging and I was uneasy about removing my leather helmet. I really
thought the side of my head might come off, so I kept the helmet on and flew for an hour and a
half back home. When we arrived at Shipdham, our home base, visibility was about one third of
a mile with fog and light rain. Our navigator, Lt. Bob Stine, led us directly to the base. We fired
a red-red flare, a symbol of wounded aboard, made a very tight landing pattern, rolled into the
first available dispersal site on the taxiway. We were met by the ambulance but had to wait
several minutes while they tried to remove the 180-pound unconscious co-pilot from the plane.
“Because my infantry helmet had kept falling over my eyes, I had pulled it off just a couple of
minutes before the shell hit. Had I left it on I probably would not have been so badly wounded.
As it was, I had bled a lot from the numerous scalp wounds and others across my hands and
arms, was weak, and had quite a headache. Three weeks later I was flying again and eventually
made over 30 other missions.
“For this raid, I was awarded the Distinguished Flying Cross, Purple Heart, British DEC and the
French Croix de Guerre. The greatest reward was from God as He got us all home. Had He not
awakened me a priceless ten-man crew would have perished along with an expensive B-24
bomber: the Victory Ship. This bomber, on its 50th mission a year later, was finally shot down.
“Though some were later wounded, though none seriously, every member of this crew lived
throughout the war. After a recuperation period of ten months, Lieutenant Ager, the co-pilot,
returned to duty, only to be shot down on his third mission.
“I was scared numerous times later, but when I looked down a fighter’s gun barrels, I tried to
move someplace else in a hurry. We were hit many times later but never again was I hit
personally.
“War is truly Hell and it is such a shame that our youngest and best are always involved. Many
others like Lieutenant Du Bard and his crew paid the supreme price, which makes our freedom
so costly. We owe them our eternal gratitude.”
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12 December 1942
12 December 1942
Abbeville-Drucat Airdrome, Abbeville, France
There were no aircraft lost on this mission, but Pershing Rolfe reports that George Delacy had
severe frostbite and later it was necessary to amputate his left arm at the elbow.
66th SQUADRON:
66th Sq., #41-23778, Kahl
JENNY/LADY LUCK
Returned to base
66th Squadron Crew:
KAHL, JAMES W.
1st Lieutenant
Pilot
KEY, ALGENE E.
Co-pilot
Capt.
MIKOLOSKI, EDWARD K.
Navigator
2nd Lt.
BRENNAN, EDWARD C.
Bombardier
2nd Lt.
BALSLEY, LUCIUS M.
Gunner
S/Sgt.
SAMUELIAN, HAROLD
Radio Oper.
Sgt.
COLL, WILLIAM F.
Eng./Top Turret
T/Sgt.
SATTERFIELD, CHANNING N.
Eng./Top Turret
S/Sgt.
PATRICK, WALTER M.
Belly Gunner
Sgt.
HAZELTON, WALTER L.
Gunner
S/Sgt.
DELACY, GEORGE W.
Tail Turret
Severe frostbite
S/Sgt.
Note: Balsley, Coll, and Satterfield were killed in action on 1 August 1943.
20 December 1942
Romilly-Sur-Seine, France (primary); Villacoublay, France (secondary)
66th SQUADRON:
66th Sq., #41-23788, Key
AVENGER
Aircraft Returned
LUND, HILMER G.
ASN 37138610
Asst. Eng./Belly gun S/Sgt.
KIA
Independence,
Missouri
CUNNINGHAM, CHARLES E.
ASN 39826843
Asst. Radio/RW Gun. S/Sgt.
Seriously Wounded
Spring Glen,
Utah
STEERS, FRANK B.
Tail Turret
Seriously Wounded
Los Angeles,
California
66th Squadron Crew (partial):
Sgt.
The 44th scheduled 21 aircraft for this mission but there were only twelve of them in the final
bombing formation. These twelve, enroute to the target, were attacked by FW 190s just after
crossing the French coast. Then, just prior to reaching the target area, a second attack occurred
with both FW 190s and Me 109s enemy aircraft, but these too were driven off. The plane piloted
by Captain Algene E. Key, the 66th’s Squadron Commander, was badly hit even though he took
evasive action when facing a head-on attack by FW 190s. Despite these maneuvers, enemy fire
of 20-mm cannon struck the rear fuselage, mortally wounding the right waist gunner, Hilmer G.
Lund, and seriously wounding both S/Sgt. Charles E. Cunningham and Sgt. Frank B. Steers.
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44th Bomb Group Roll of Honor and Casualties
Capt. Key continued to the target, bombed and returned safely to base even though the crippled
bomber was difficult to fly.
Several enemy aircraft were claimed as destroyed or damaged.
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3 January 1943
1943
3 January 1943
Submarine Pens, St. Nazaire, France
The primary target at St. Nazaire was the submarine pens and their stores. Thirteen of the 44th’s
aircraft were scheduled and took off but only eight managed to complete the formation and bomb
the target. Our ships were following the B-17 formations, bombed, and continued following
them out over the ocean and back towards England. However, the B-17s erred in their
navigation, mistaking the Irish Sea for the English Channel, and extended the briefed time aloft.
As our aircraft had not completely filled their fuel tanks, anticipating a short flight, our planes
began running dangerously low on fuel. So our planes abandoned the B-17s and quickly sought
airfields in southern Wales for emergency landings. Three of our crews were forced to crash-land
before safe refuge could be found. The following aircraft and crews were involved in these
crash-landings:
66th SQUADRON:
66th Sq., #41-23771 E, Hilliard
MACR #3301
66th Squadron Crew:
HILLIARD, RAY L.
ASN 0-431193
Pilot
1st Lt.
Hospitalized until 7 Jan.
CANFIELD, DALE K.
ASN 0-727170
Co-pilot
2nd Lt.
KIA, buried Cambridge (D-2-27)
Chapman,
Kansas
AUSTON, WILLIAM T.
ASN 0-726975
Navigator
2nd Lt.
Hospitalized until 6 Jan.
Houston,
Texas
FRIES, LOUIS A.
ASN 0-727329
Bombardier
2nd Lt.
Hospitalized until 2 Feb.
SCHWEYER, RALPH
ASN 12038908
Engineer
Badly shaken up
ERNST, RALPH C.
ASN 6863975
Radio Oper.
T/Sgt.
Hospitalized until 6 Jan.
Enderlin,
North Dakota
TRITSCHLER, PHILLIP H.
Asst. Eng.
Badly shaken up
Nashville,
Tennessee
ROMEO, JOHN A.
ASN 35376275
Asst. Radio
S/Sgt.
Hospitalized until 6 Jan.
Shinnston,
West Virginia
MALONE, HUGH J.
ASN 15062923
Gunner
Badly shaken up
Muncie,
Indiana
YOUNG, JAMES F.
ASN 14000162
Gunner
Sgt.
Hospitalized until 6 Jan.
Lynchburgh,
Virginia
DUCOTE, CLARENCE J.
ASN 34235546
Tail Turret
Hosp. until 6 Jan.
Cottonport,
Louisiana
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Sgt.
Sgt.
S/Sgt.
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New York
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44th Bomb Group Roll of Honor and Casualties
Note: Hugh Malone was killed in action on 1 August 1943.
This aircraft crashed near the crossroads two miles south of Puncheston, Wales.
A Mr. Lewis, of New House Farm, remembered this crash, “I saw this aircraft just before it
crashed. It was about 4 o’clock in the afternoon and I was on my way for tea. It was to the west
of the farm, flying south and very low. I then thought that it might have been in trouble because
it was so low. About an hour later, I was travelling along my road when I saw an aircraft crashed
at the crossroads south of my farm. I did not see anyone around this aircraft but it was blocking
the roads. Later a guard was placed on the site. The plane remained there for about three days.
The front part of the aircraft was badly damaged where it had crashed through the hedgerow.”’
S/Sgt. John A. Romeo, waist gunner, recalled that, “Major Key led this mission as we flew along
the coastline on our return from St. Nazaire. It became apparent from conversations on the
intercom that reaching our home base was impossible, and even getting to a friendly airfield was
in grave doubt. All of us were running out of fuel. By the time we swung in over the coastline,
#4 engine had stopped – out of fuel.
“We were all looking for a place to set down. The Welsh countryside looked like it was made up
of small square plots of land that appeared to be separated from each other by hedges or
shrubbery of some sort. Lt. Hilliard finally picked out a spot to set our plane down on its belly,
and about that time #3 engine conked out. Lts. Hilliard and Canfield brought her in with two
engines out on one side – a most difficult task, to say the least. The fuselage was pointed at a
gate in one of the plots, the last that I saw.
“Then we hit the ground, hard, and for a little while, I guess I was knocked out. When I came to,
the plane was split wide open and fragments of it were all over the place. I got up and walked out
of the plane, half stunned, and laid down, away from the plane. I remember that I couldn’t move
once I had laid down.
“After that, there was really nothing but confusion because many planes had crashed and
ambulances were all over the place. Bombardier Fries, navigator Auston, pilots Hilliard and
Canfield and myself were all hurt, were picked up and taken to a Welsh hospital (in
Havorfordwest). I don’t recall much about the others, but I am sure that some died and others
were hurt. Lt. Canfield died in a bed next to me sometime during the night.”
Another crew that crash-landed was a 68th Squadron aircraft piloted by Lt. Roy Erwin. The copilot, Lt. Clark Swanson died immediately. The pilot (Erwin) and navigator (Lt. Thomas
Deavenport) died days later. All of the rest of the crew suffered injuries.
68th SQUADRON:
68th Sq., #41-23806 Z, Erwin
BAT OUTA HELL
Crash-landed
ERWIN, ROY B. Jr.
ASN 0-437436
Pilot
1st Lt.
KIA, died 5 January in hospital
Shreveport,
Louisiana
SWANSON, CLARK E.
ASN 0-728034
Co-pilot
KIA, died instantly
Burns,
Oregon
DEAVENPORT, THOMAS G.
ASN 0-443161
Navigator
2nd Lt.
KIA, died 8 January in hospital
GAVIN, JOHN J.
ASN 0-727332
Bombardier
2nd Lt.
Hospitalized, returned to U.S.
68th Squadron Crew:
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2nd Lt.
www.44thbombgroup.com
Dallas,
Texas
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3 January 1943
SIMMONS, HYLAN V.
ASN 12029962
Engineer
S/Sgt.
Hospitalized, transferred to St. Athan
Hornell,
New York
LASKOWSKI, THOMAS A.
ASN 6853902
Radio Oper.
S/Sgt.
Hospitalized, transferred to St. Athan
Scranton
Pennsylvania
PERRY, DELBERT O.
ASN 6252795
Asst. Eng.
Sgt.
Hospitalized, transferred to Talbenny
Muskogee
Oklahoma
McCARTY, LANVILLE O.
ASN 35278030
Asst. Radio
Sgt.
Hospitalized, transferred to St. Athan
Barboursville,
West Virginia
KELSEY, GEORGE L.
ASN 18053366
Hatch
Gunner Sgt.
Hospitalized, transferred to Talbenny
Bokchito,
Oklahoma
REASONER, ROBERT J.
ASN 34242418
Tail Turret
Sgt.
Hospitalized, transferred to Talbenny
St. Petersburg,
Florida
Individual injuries included: Laskowski awakened in the hospital with two broken arms, a
concussion, loss of two wisdom teeth and assorted lacerations and contusions. Sgt. McCarty was
thrown out of the top turret. His arm was broken, he had a brain concussion, and he had
lacerations on his face. Lt. Deavenport never regained consciousness, while Lt. Gavin suffered
injuries so severe he was in the hospital for four months and finally was returned to the States.
Sgt. Simmons was in the bomb bay when the plane crashed, received a broken ankle, fractured
ribs and was trapped. So rescuers eventually had to dig him out. Sgt. Reasoner was separated
from his shoes by the force of the impact although the laces were still tied, and had a bone chip
in his heel.
Note: Sgt. Reasoner’s name appears twice more in this book. He became a POW after the 1 October 1943
mission.
The crash site was southwest of Haverfordwest. One observer states: “I was walking in the
fields, heard an aircraft and saw a Liberator flying towards me (west), very low, and beginning
to turn south, when it suddenly crashed. The aircraft was on its nose with its tail bent down to the
ground when I found it, in a field next to a road. An engine was about 100 yards away; wreckage
all over the place. One man got out without a scratch – even his flying suit was not torn. He was
walking about in a daze. The pilot and co-pilot were still in the wreckage and had to be got out.
Other crew members lay scattered on the field, some badly injured, some did not move. Others
were in no condition to help themselves. The aircraft had crashed in a cabbage field and it
appeared that it had dropped almost straight in. There was no fire.”
Note: The lack of fire is probably due to having very little fuel left
T/Sgt. Laskowski confirms this report: “Lt. Erwin found a field off in the distance and headed
for it. As soon as the ship was pointed at the field, #1 and #2 engines cut out. In the meantime,
Lt. Erwin held the heavy side up, and the plane was going all right on two engines. Then #3 went
out and the heavy side dropped; the plane went into a nose dive from about 600 feet.”
According to the belly gunner, Sergeant George L. Kelsey, at 1515 hours ship #806 circled to the
left to land at Talbenny. As it was circling, #1 and #2 engines cut out and it sideslipped to a crash
landing on the left wing.
A 67th Squadron aircraft called “Texan” also crash-landed, but luckily no one was seriously
injured during the crash-landing so ably performed by the pilots.
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44th Bomb Group Roll of Honor and Casualties
67th SQUADRON:
67th Sq., #41-23808 P, Long
TEXAN
MACR #4697
67th Squadron Crew:
No injuries
LONG, J. B.
Pilot
Lt.
McCORMICK, JOHN F.
Co-pilot
Lt.
FRAZIER, LEO O.
Navigator
Lt.
FRAZEE, WINTHROP T.
Bombardier
Lt.
McGINNIS, DONALD C.
Radio Oper.
S/Sgt.
WINTER, LEROY R.
Radio Oper.
T/Sgt.
LITTELL, CLYDE
Eng./Top Turret
T/Sgt.
CRIGGER, WILLIAM C.
Top Turret
S/Sgt.
WEISER, SAMUEL S.
RW Gunner
S/Sgt.
LAURENCE, RALPH C.
LW Gunner
S/Sgt.
HAMMOND, CHARLES P.
Tail Turret
S/Sgt.
Note: Clyde Littell was killed in action on 15 February 1943. William Crigger, Winthrop Frazee, Ralph
Laurence, J.B. Long, John McCormick, Donald McGinnis, and Samuel Weiser were all killed in action on 16
February 1943. Charles Hammond was killed in action on 22 March 1943.
This aircraft also ran out of fuel. It crashed in a field near Aberporth airfield, several miles north
and east of the others. Around 1510 hours one engine cut out and then the second engine cut out.
The ship ran into an embankment, extensively damaging the fuselage, tearing four feet off the
left wing tip, tearing off the left landing gear and caving in the left side of the ship. The aircraft
had to be salvaged. No injuries were sustained by the personnel. Pilot Long made a very skillful
landing under adverse conditions. All of the crew returned to duty when the weather eventually
cleared to permit flying back to base.
27 January 1943
Target of Opportunity, Lemmer, Holland
The primary target as briefed was Wilhelmshaven, Germany, but due to severe weather and poor
navigation, it was decided to hit a “target of opportunity” at Lemmer, Holland. But immediately
after bombing the harbor facilities, the formation was hit by both Me 109s and FW 190s,
numbering about 35.
68th SQUADRON:
68th Sq., #41-23690 O, Cargile
MACR #15637
68th Squadron Crew:
Entire crew KIA
CARGILE, NOLAN B.
ASN 0-427211
Pilot
1st Lt.
KIA, WOM Margraten
Tulsa,
Oklahoma
MOORE, KENNETH H.
ASN 0-727249
Co-pilot
2nd Lt.
KIA, WOM Margraten
Enid,
Oklahoma
WILKENSON, OSCAR H.
ASN 0-426964
Navigator
Capt.
KIA, buried Margraten (O-8-10)
Jackson,
Mississippi
KEILMAN, PAUL H.
ASN 0-727349
Bombardier
2nd Lt.
KIA, WOM Margraten
Missoula,
Montana
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SUSKIND, SAUL
ASN 6979809
Engineer
T/Sgt.
KIA, buried Margraten (M-22-6)
New York City,
New York
GERIOK, MICHAEL
ASN 33038923
Radio Oper.
S/Sgt.
KIA, WOM Margraten
Pittsburgh,
Pennsylvania
STEWART, VERNE C.
ASN 38148621
Asst. Radio
S/Sgt.
KIA, buried Ardennes (D-2-49)
Delta,
Colorado
CRANE, PAUL M.
ASN 13046804
Asst. Eng.
S/Sgt.
KIA, WOM Margraten
Scranton,
Pennsylvania
WISE, SOLOMON I.
ASN 37135114
Asst. Radio
S/Sgt.
KIA, WOM Margraten
Chicago,
Illinois
VAN CLEEF, ARTHUR A.
ASN 32385827
Gunner
S/Sgt.
KIA, WOM Margraten
Roselle,
New Jersey
A few minutes later at 1155 hours – a 68th Squadron aircraft severely damaged an attacking FW
190 and apparently killed the pilot. This enemy aircraft then crashed into the left wing tip of Lt.
Cargile’s plane, #41-23690, tearing off the left wing as well as the tail assembly. #690 went into
a flat spin and crashed into the rather shallow Wadden Sea, as did the FW. No one was able to
parachute from either stricken plane, and there were no survivors. Despite a large-scale search by
both the Germans and Dutch, only the bodies of three American airman were found and
identified.
68th SQUADRON:
68th Sq., #41-23776, W Sullivan
SPIRIT OF ’76
MACR #15459
SULLIVAN, MAXWELL W. Jr.
ASN 0-204058
Pilot
lst Lt.
KIA, buried Margraten (P-22-4)
Washington,
Dist. of Col.
NELSON, DUANE E.
ASN 0-728017
Co-pilot
2nd Lt.
KIA, buried Margraten (F-16-26)
Deerfield,
Wisconsin
LUNENFELD, RAYMOND C.
ASN 0-789480
Navigator
KIA
New York City,
New York
GLASS, ALBERT W.
ASN 0-727333
Bombardier
2nd Lt.
POW, later repatriated
Macon,
Georgia
CLARK, FREDERICK W.
ASN 11033143
Engineer
S/Sgt.
KIA, buried Margraten (B-1-8)
Handon,
Connecticut
DUKE, BENJAMIN F.
ASN 6376260
Radio Oper.
KIA
M/Sgt.
Clanton,
Alabama
OTTMAN, HARRY L.
ASN 36236878
Asst. Radio
KIA
S/Sgt.
Elmwood,
Wisconsin
PIERSON, GLEN C.
ASN 39117546
Waist Gun
KIA
S/Sgt.
Wallace,
Idaho
CROOK, THOMAS W. Jr.
ASN 13040353
Gunner
Sgt.
KIA, WOM Margraten
Pittsburgh,
Pennsylvania
BLOOMFIELD, PHILIP J.
ASN 12067159
Tail Turret
S/Sgt.
KIA, buried Margraten (A-3-26)
Troy,
New York
68th Squadron Crew:
1st Lt.
About 1205 hours this aircraft was attacked by three FW 190s, boring in from ahead and above.
One or more 20-mm shells hit #776 in a vital spot and the bomber’s #3 engine broke into flames
and the airplane dropped out of formation. Shortly thereafter, three men were seen to bail out,
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and then came an explosion, ripping it apart in mid-air. The rear fuselage and tail units fell into
the Terschelling Harbor; the rest was scattered over the Noordsvaarder shallows and
Terschelling beach. The lifeboat, “Brandaris” was able to save only one man, 2nd Lt. Albert W.
Glass. He was taken to Terschelling Harbor and a doctor was sent for immediately. Dr. Smit
came a bit late due to a woman who was in childbirth, so it was necessary to amputate part of Lt.
Glass’ foot in order to save his life. Lt. Glass was the only survivor from both of these 68th
Squadron crews. Much later he was repatriated back to the States.
Lt. Glass stated that when the plane exploded he was blown clear and somehow his chute
opened. Later, Glass was sent to POW camp (around July 1943) where Capt. James O’Brien saw
him.
But the battle was not yet over. As the bombers were heading a bit more to the west, filling in the
openings in the formation, a FW 190 dove down almost vertically upon Captain O’Brien’s
aircraft, inflicting considerable damage to it, and hitting crew members as well.
68th SQUADRON:
68th Sq., #41-23819 A-Bar, O’Brien
RUGGED BUGGY
Returned to base
68th Squadron Crew (partial):
O’BRIEN, JAMES E.
ASN 0-435700
Pilot
Capt.
PERLOWIN, LEROY
ASN 0-789499
Navigator
1st Lt.
Wounded by 20-mm shells
Philadelphia,
Pennsylvania
GRANT, REGINALD D.
ASN 0-727334
Bombardier
KIA
Thomaston,
Georgia
BILLMAN, ROBERT J.
Engineer
DEAL, MANFORD S.
ASN 36175723
Gunner
S/Sgt.
KIA, buried Cambridge (C-0-50)
Williamsburg,
Michigan
GUILFORD, GEORGE W.
ASN 14035289
Gunner
S/Sgt.
Wounded by bullets or
shell fragments in leg
Hartford,
Alabama
2nd Lt.
Monogahala,
Pennsylvania
Note: Capt. O’Brien was flying as Command Pilot on May 14, 1943 when his aircraft shot down and he was
taken prisoner.
Bombardier Reginald D. Grant and navigator Lt. Leroy Perlowin had been hit by those 20-mm
shells, killing Lt. Grant and seriously wounding Perlowin. Another shell hit the fuselage and
gave S/Sgt. Guilford a leg injury. Sgt. Manford S. Deal was hit by a bullet and was killed almost
immediately. The machine guns in the nose of the ship were destroyed by a 20-mm shell and the
tail turret became inoperative, as was the radio equipment. Smoke was coming from the fuel
cells behind #2 engine and this ship (#41-23819) quickly lost 5,000 feet, and was quite alone in
the sky. Engineer Robert Billman probably saved the ship by quickly transferring the precious
fuel from the burning cells to others. The rubber cells were just a pile of ashes when they landed
at Shipdham.
Lt. Diehl, pilot of #41-23816 X, broke formation and dropped down to protect this severely
damaged ship, which by now was almost powerless to protect itself, and the two aircraft returned
alone safely to base.
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3 February 1943
3 February 1943
Engineering Test Flight, Shipdham, England
During the first three months of operations at Shipdham, all aircraft had experienced much
difficulty with the buffer oil freezing because of the extreme cold at high altitude. In general the
lubricating oil in the machine guns would freeze causing the guns to jam and not fire, or, fire
very slowly.
A new type of oil was received and 68th Squadron’s Major Robert Norsen was assigned to flight
test immediately. Maj. Norsen and crew flew to the plane’s absolute maximum altitude –
reportedly about 40,000 feet – but something malfunctioned in the oxygen supply system and
most of the men blacked out. The new oil proved to be satisfactory in this test, much to the
delight of the combat men, but Sgt. Henry Krutsch never regained consciousness and died as the
result of lack of oxygen. Later he was awarded, posthumously, the Purple Heart medal.
68th SQUADRON:
68th Sq., #41-23699 Bar-P, Norsen
LEMON DROP
Returned to base
68th Squadron Crew (partial):
NORSEN, ROBERT A.
Pilot
Major
MOTT, CHARLES M.
WAITE, EDWARD R.
Sarasota,
Florida
Eng./Top Turret
STRANDBERG, CLARENCE W.
S/Sgt.
T/Sgt.
BRZOZOWY, ADOLPH E.
KRUTSCH, HENRY
ASN 16067220
Observer
DIED
Sgt.
Chicago,
Illinois
Dr. Charles M. Mott, who was on the flight, wrote the following:
“One of the more unusual flights I was on was in LEMON DROP checking guns and gun oils at
high altitudes. We were going up to 28,000 feet to make the tests because the guns and oils were
freezing up on the missions.
“The pilot went to the rear to supervise the tests and the co-pilot somehow got his oxygen hose
disconnected. He passed out and fell with his head between the seats. The plane was on autopilot
and in a steep climb. Before anyone knew it, we were up to 39,000 feet. I passed out trying to get
to the flight deck without a walk-around bottle. The navigator didn’t get as far as I did, in fact,
by this time, only two, the pilot and a waist gunner were still conscious.
“This is just one of the incidents LEMON DROP was involved in while in service for the 68th
Squadron. Everything did not go as we had been hoping for on this flight, but this and other
flights helped us to figure out how to keep our guns from freezing while in combat.”
T/Sgt. Clarence W. Strandberg provides another perspective: “A few days after we arrived, I
became part of Major Norsen’s crew that was going to fly up to an altitude of about 30,000 feet
to test the viscosity of different oils on the nine 50-caliber machine guns that we carried. At that
altitude the temperature can be anywhere from twenty to fifty degrees below zero and it would
be suicide to have our guns freeze up and not be able to return the fire of enemy aircraft in
combat. We had reached altitude and the performance of the machine guns was being tested. The
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44th Bomb Group Roll of Honor and Casualties
oil on two of the guns became so heavy and sticky from the cold that they would not fire. We
noted the type of oil used on the seven guns that fired and how well they performed.
“About this time, I had the urge to relieve myself and went over to the pee tube. I found that the
air hose to my oxygen mask was too short to reach over there. Instead of finding and hooking up
a portable oxygen bottle, I foolishly reasoned that I could hold my breath for two minutes. Well,
the project took longer than two minutes and when I ran out of breath and inhaled, I fell forward
in a heap. My good friend Adolf Brzozowy quickly reconnected my oxygen mask to the air
supply house and then he straddled me as he pushed the mask firmly against my face. When I
came to, I yelled, ‘What are you doing? You’re hurting me! Get off!’ As I looked up at him, the
moisture from his breath had formed white hoar-frost around his helmet and oxygen mask and he
looked like my guardian angel, which he was, for he saved my life.
“Our pilot, Major Robert Norsen had turned the controls of the plane over to his co-pilot with the
instructions not to fly above 33,000 feet. Norsen was on a portable oxygen bottle in the rear of
the plane with us monitoring the performance of the firing machine guns. When Norsen saw me
collapse, he moved quickly back up front. There he found the co-pilot unconscious and the plane
on automatic pilot with the ailerons trimmed up to gain altitude. When Norsen seated himself at
the controls, the altimeter read 40,000 feet. He immediately dove the plane down at 10,000 feet
per minute. We leveled out over an English airfield and since it was an emergency, put the plane
down there.
“Later, when we were interrogated and asked how high we had flown, Norsen said, ‘40,000
feet.’ The interrogator said, ‘Are you sure? Because this plane is designed to go no higher than
33,000 feet.’ Norsen said, ‘All I know is that when I took over the controls, the altimeter read
40,000 feet.’ When asked how fast he dove the plane, he said, ‘10,000 feet per minute.’ The
interrogator said, ‘Impossible, the wings would have fallen off.’ Norsen said, ‘According to the
instruments, I know I dove the plane down at 10,000 feet per minute.’
“Eddie Waite (our engineer), the co-pilot, and I all passed out but were revived and survived.
One of the two men in the nose of the plane could not be revived and died [Henry Krutsch]. If
Mother Nature’s call hadn’t been so urgent, and if the pilot hadn’t been so quick and heroic,
none of us would be alive to tell the story.”
15 February 1943
German Raider Togo, Dunkirk, France
The target for this hurried afternoon mission was a German Raider thought to be the Togo, which
was found on the morning reconnaissance flight. It was thought that the ship was ready to slip
out at any time to raid Allied shipping. Crews were hurriedly called and briefed, with 17 planes
of the 44th BG soon airborne. They rendezvoused with aircraft of the 329th Squadron, 93rd BG,
and were led by the 67th Squadron’s Captain Cullen and the C.O. of the 67th Squadron, Major
Donald W. MacDonald, as the formation’s Command Pilot. Two aircraft were lost. A third
crash-landed on the beach south of Ramsgate.
67th SQUADRON:
67th Sq., #41-23783 M, Cullen
BETTY ANNE / GALLOPIN GHOST
67th Squadron Crew:
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15 February 1943
CULLEN, ARTHUR V.
ASN 0-403881
Pilot
Capt.
POW, wounded, repatriated
Dallas,
Texas
MacDONALD, DONALD W.
ASN 0-22367
Command Pilot
KIA
Tampa,
Florida
MACKEY, JOHN L.
ASN 0-662351
Navigator
1st Lt.
KIA, buried Normandy (D-22-33)
Bethlehem,
Pennsylvania
CALDWELL, PAUL D.
ASN 0-727313
Bombardier
KIA
Swarthmore,
Pennsylvania
EMERY, ALBERT W.
ASN 6245362
Engineer
T/Sgt.
KIA, WOM Ardennes
Grand Island,
Nebraska
WEISER, SAMUEL S.
ASN 12033349
Radio Oper.
KIA
T/Sgt.
Brooklyn,
New York
WOO, DAVID H.
ASN 19060321
Asst. Radio
POW
T/Sgt.
Seattle,
Washington
McKINSEY, THOMAS E.
ASN 18061219
Gunner
S/Sgt.
KIA, WOM Ardennes
Houston,
Texas
HILLEY, JAMES A.
ASN 34117846
Gunner
Sgt.
KIA, buried Ardennes (C-31-4)
Elizabeth City,
North Carolina
ARNOLD, CHARLES A.
Gunner
Sgt.
POW, escapee, returned
Helena,
Georgia
NORWOOD, JESSE M.
ASN 38059081
Gunner
POW
Wynnewood,
Oklahoma
Major
2nd Lt.
Sgt.
The bomb run was exceptionally long in order to make certain of scoring hits, as this target
required bombing of the utmost precision and accuracy. At approximately 1540 hours, on final
approach to target, the Germans placed very accurate flak bursts on the formation. Immediately
after releasing bombs, leading aircraft #783 was hit very hard by flak. #2 engine burst into flame
and #3 was shot completely out of the wing. Captain Cullen states, “We were on the bomb run,
Lt. Caldwell said he had the target in view. I flew P&I about 10 seconds and he made a big
correction to the right about 8 to 10 degrees. We flew that about 10 seconds and I saw the bomb
release light go on – and then everything flew to bits. It must have been a direct hit with 88 mm
under the flight deck at about the nose wheel section. It stunned me for awhile and when I could
think reasonably, I looked around to see that we were in a dive, no ships were in sight, no roof
on the cabin – just the windshield, numbers 2 & 3 were smoking and the cowling blown off both
engines and very little control on the wheel. I couldn’t try the rudder because my leg was broken.
When I looked over at Major Mac, he made motions to bail out. I then noticed he had a serious
wound in his stomach. By this time we quit fooling with the airplane as she was on her right side
and going down. Major Mac unstrapped his belt and with lots of effort on his part (it must have
been agony for him) and a little pushing on my part, he went through the roof – or rather where
the roof used to be. He got down all right but he died on the operating table of a German
Luftwaffe hospital in France. After Mac left, I went, but hit the tail of the ship, broke my leg in
another place, and my arm. I heard from the Germans that Mackey was killed in the airplane.”
Sgt. David Woo adds that, “On that day I had three relief men in the rear of the plane so I was
more or less in charge of making sure that they had their chutes on properly. We had just made
our bomb run and dropped our bombs when I felt a jolt and a sudden quietness. We were hit! I
called the Captain on intercom for orders but received no reply. So I thought I had better get out.
At least three times I tried to crawl out the waist window but each time I was thrown back. The
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next thing I remember when I came to I was in the open, and I pulled my ripcord. I looked up in
the sky and saw only pieces of our plane, but no chutes. So I must have been the last one to come
down. I landed in the heart of downtown Dunkirk and there must have been a whole German
Army waiting for me.”
Sgt. Charles Arnold normally flew with “Pappy” Hall but was called in to substitute this day as a
waist gunner. “It was a beautiful day for flying! Approaching the target, flak was not too heavy.
Then I heard a muffled explosion and a dull thud – was it front or belly? Our plane shudders, but
flies straight and level for a few seconds, then flips over on its right wing and starts spinning.
The radio was out; everything loose was flying all around. Jesse, David and I were all tangled
up. I knew that we had had it. I tried to get out of the waist window but got hung up between the
gun mount and window frame, so Jesse went out the other window. And, as I was struggling to
get free, I saw someone from the front fly past me. I just got a glimpse of yellow “Mae West”
and black hair, so I could not identify. I just couldn’t see that much in just a flash.
“Finally I worked myself free and got out to fall free of the plane. My chute opened and I landed
in the village of Dunkirk, right on top of a high barn. I got free of my harness and then fell off
the roof into a pile of fresh cow manure! Quickly a German Field Artillery Sergeant picked me
up. Woo, Norwood, and I were taken to Stalag Luft 8B & 7A. I escaped three times, was caught
quickly the first two, but my third was successful and I came back through Russia.
“Just before takeoff, Capt. Cullen’s regular waist gunner (Cecil D. Goddard), got clearance for
flying by Dr. Hymie and wanted to take my place and for me to fly with Lt. Oliphant, but since I
had already gotten my gear aboard, I asked to stay aboard and he flew with Oliphant on our right
wing. After we got shot down, I thought “Heck! I should have flown with Lt. Oliphant and I’d
probably be back at the base or in some English Pub now.” But later, I heard Oliphant’s ship was
shot down with no survivors…”
Lt. Oliphant’s aircraft was damaged by flak at almost the same time as Captain Arthur Cullen’s.
It was crippled, but kept on flying.
67th SQUADRON:
67th Sq., #41-23794 Q, Oliphant
BOARDWALK FLYER
67th Squadron Crew:
Entire crew KIA
OLIPHANT, RUFUS A. Jr.
ASN 0-397270
Pilot
lst Lt.
KIA, WOM Cambridge
Chester,
South Carolina
WILKES, CHARLES E.
ASN 0-728042
Co-pilot
2nd Lt.
KIA, WOM Ardennes
Nashville,
Tennessee
FRANKLIN, CHARLES B.
ASN 0-789463
Navigator
1st Lt.
KIA, WOM Cambridge
Elizabeth,
New Jersey
BRYANT, CHARLES W.
ASN 0-727309
Bombardier
2nd Lt.
KIA, WOM Cambridge
Freeport,
Ohio
LITTELL, CLYDE
ASN 16041884
Engineer
T/Sgt.
KIA, WOM Ardennes
Detroit,
Michigan
BURNS, HARRY B.
ASN 13044534
Radio Oper.
T/Sgt.
KIA, WOM Cambridge
Absecon,
New Jersey
DOUTHIT, WILLIAM E.
ASN 34261978
Gunner
S/Sgt.
KIA, WOM Cambridge
Ellijay,
Georgia
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FRYE, RICHARD E.
ASN 39092033
Gunner
S/Sgt.
KIA, WOM Cambridge
Palo Alto,
California
GODDARD, CECIL D.
ASN 34265714
Asst. Eng.
S/Sgt.
KIA, WOM Cambridge
Atlanta,
Georgia
BOUTIN, ALBERT L. Jr.
ASN 20135511
Gunner
Sgt.
KIA, WOM Cambridge
Hartford,
Connecticut
LAWLEY, WOODROW
ASN 34198246
Gunner
Sgt.
KIA, WOM Cambridge
Underwood,
Alabama
The following comments were filed by Major H. M. Light, “The airplane that I was on did not
get any major flak damage and the pilot, Lt. John H. Diehl, spotted Lt. Oliphant and slowed up
for him, as well as another ship piloted by Capt. Thomas Cramer, who a few minutes later
managed to crash-land his plane on the British beach. Lt. Oliphant was slowly losing altitude
when coming off the target. Then all of a sudden several FW 190s came out of the sun and
started in on us. The sun blinded and hindered our gunners from firing. I operated my nose gun
and only got about three bursts at them. My navigator, Lt. George Kelley, only got off about the
same number of shots with his side nose gun. The Jerries did a good job because they had us
completely bewildered. On the first pass they got one of Cramer’s engines; on the second pass
they got another of his engines and set fire to one of Oliphant’s. Then, on subsequent passes, the
enemy fighters got a third engine on Cramer’s and another on Oliphant’s. At about half way
between France and England, while still over the Channel, I noticed the engines afire on the left
side of Oliphant’s aircraft, and I also saw the nose of that ship filled with swirling flames. Then
it looked like the fire swept back to the cockpit. Next thing I saw was the ship going down
towards the sea. I did not see the plane strike the water but our tail gunner, Sgt. Milford Spears,
stated over the interphone that the plane exploded as it hit the water. I did not see any chutes.
“We protected Capt. Cramer on in to the beach so he could crash-land, and he did a magnificent
job of it. Before he got to shore he told his crew that anyone could bail out that wanted to, so Lt.
Robert Flynn, Lt. Poole and the engineer, Sgt. John Crump, did so, but at too-low an altitude,
and all three were killed. (See below.) Our ship had gotten through the battle with only a few
flak and bullet holes when all “heck” broke loose as the British shore guns opened fire on us and
we were almost shot down over the English coast. We had fair fighter protection some of the
way, but they didn’t help very much because of the brilliant sun.”
68th SQUADRON:
68th Sq., #41-23800 Y, Cramer
THE CAPTAIN AND THE KIDS
Crash-landed
68th Squadron Crewmen Who Remained in the Aircraft
CRAMER, THOMAS R.
ASN 0-23925
Pilot
Capt.
HUGHES, W. D.
Co-pilot
2nd Lt.
HOGAN, HARRY C.
Radio Oper.
T/Sgt.
GATES, W. J.
RW Gunner
S/Sgt.
MacCAMMOND, JAMES A.
LW Gunner
Slightly wounded
Sgt.
CASTILLO, RICHARD M.
Tail Turret
S/Sgt.
LAWSON, GERALD G.
Gunner
Sgt.
McMACKIN, CHARLES G.
Gunner
Sgt.
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68th Squadron Crewmen Who Bailed Out: All KIA
POOLE, WILLIAM A.
ASN 0-789500
Navigator
KIA
1st Lt.
Fayettesville,
North Carolina
FLYNN, ROBERT K.
ASN 0-727327
Bombardier
KIA
lst Lt.
Blair,
Nebraska
CRUMP, JOHN W.
ASN 36318179
Engineer
T/Sgt.
KIA, WOM Cambridge
Nashville,
Tennessee
Note: Three of the surviving crewmembers were later killed in action: Capt. Thomas Cramer (2 July 1943),
T/Sgt. Harry Hogan (15 June 1943), and Sgt. Charles McMackin (1 August 1943).
This aircraft, too, was damaged by the flak over Dunkirk at approximately 1540 hours, being hit
in #4 engine, which was feathered immediately. The same hit also crippled the bomb release
mechanism, the hydraulic system and portions of the oxygen system. Three FW 190s, reported as
painted gray with yellow noses, attacked in a line from astern, from near nine o’clock. One of
these enemy aircraft was claimed as destroyed by right waist gunner, Sgt. McMackin. During
these attacks, some small holes, either from 20-mm shells or machine guns bullets, developed in
the intake manifold of #2 engine. Too, about this same time, a 20-mm shell entered the cockpit,
bursting just aft of the pilot, Captain T. R. Cramer, who was protected by the armor plated seat.
Two more 20-mm shells entered the waist position, one of which slightly wounded Sgt.
MacCammond.
A subsequent attack started a fire in #1 engine but this was extinguished temporarily, and #2
engine was feathered. About mid-channel, near 8,000 feet altitude, the third attack by three FW
190s, also gray with yellow noses, occurred from 9 o’clock, level. The left waist gunner returned
fire at about 1,000 yards but the enemy aircraft continued to close until near 300 yards, and then
broke off. These three fighters had just attempted to finish off Lt. Oliphant’s ship, which had
been yawing badly. (This attack was not seen by Diehl’s crew.)
A few moments later #1 engine again caught fire and began to burn. At this same time Lt. Flynn,
the bombardier, went out on the catwalk in the bomb bay and manually jettisoned the bombs.
Then Lt. Flynn, Lt. Poole, and T/Sgt. Crump also bailed out by way of the open bomb bay. This
sequence was observed by crewmembers in Lt. Diehl’s aircraft.
At 1615 hours, it became apparent to Capt. Cramer that his ship could not make base so he
headed for the beach area. He succeeded in crash-landing on the beach 10 to 15 yards from the
water’s edge. The landing was made without flaps or landing gear, but those on board were not
injured seriously, and they soon managed to extinguish the fire in #1 engine. Site of crash was
approximately one mile south of Ramsgate.
Two bodies (Poole and Flynn) were recovered immediately. Crump’s body was never found.
16 February 1943
Port Facilities, St. Nazaire, France
The 68th Squadron did not participate in this mission, so the effort was a small one: seven ships
by the 66th and five by the 67th Squadrons. Of these planes, only six completed the mission, due
in part to a most unfortunate collision between two of the Group’s aircraft.
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67th SQUADRON:
67th Sq., #41-23818 R, Long
MISS MARCIA ANNE
MACR #4697
67th Squadron Crew:
Entire crew KIA
LONG, J. B.
ASN 0-438007
Pilot
lst Lt.
KIA, WOM Cambridge
May,
Oklahoma
McCORMICK, JOHN F.
ASN 0-728010
Co-pilot
2nd Lt.
KIA, WOM Cambridge
Minnesota
COOK, HAROLD C.
ASN 0-662333
Navigator
2nd Lt.
KIA, WOM Cambridge
Sterling,
Illinois
FRAZEE, WINTHROP T.
ASN 0-727328
Bombardier
2nd Lt.
KIA, WOM Cambridge
Buffalo,
New York
STEPHENS, RAYMOND C.
ASN 18074552
Engineer
T/Sgt.
KIA, WOM Cambridge
Lakeview,
Texas
COTTINGTON, ORNA E.
ASN 20649538
Radio Oper.
T/Sgt.
KIA, WOM Cambridge
Reedsburgh,
Wisconsin
McGINNIS, DONALD C.
ASN 16039337
Asst. Rad.
S/Sgt.
KIA, WOM Cambridge
Kalamazoo,
Michigan
PARKER, STEPHEN E. Jr.
ASN 11045788
Asst. Eng.
S/Sgt.
KIA, WOM Cambridge
Brockton,
Massachusetts
LAURENCE, RALPH C.
ASN 36124604
Gunner
S/Sgt.
KIA, WOM Cambridge
Northville,
Michigan
CRIGGER, WILLIAM C.
ASN 16041926
Belly Gun
S/Sgt.
KIA, WOM Cambridge
Detroit,
Michigan
At 1010 hours, which was soon after leaving the English coast off Selsey, Sussex, aircraft #354,
piloted by Lt. Billings of the 66th Squadron, seemed to be having trouble maintaining its
position in the formation. Slowing down, it lost its altitude rather rapidly, dipping the left wing at
the same time. The following aircraft in the formation, 67th’s aircraft #41-23818 and piloted by
Lt. Long, went under #354, and the pilot, seeing the danger, endeavored to wing away, down and
to the right. However, in so doing, his left wing tip collided with the under part of the fuselage of
Lieutenant Billing’s ship and seemed to lock in that position. A small fire appeared almost
immediately at that point of contact and within a few seconds an explosion took place, entirely
disintegrating both ships, which fell in flaming pieces down through a formation of Fortresses.
Apparently four men were thrown clear from both aircraft as four parachutes were seen to open
and float down and into the water. RAF Sea-Rescue combed the area but without success and all
were lost.
A 67th Squadron pilot and close friend of Lt. Long, entered this note in his diary after returning
from that mission, “Billings ran into little J.B. Long over the Channel – the little man never had
a chance. He went down burning, though some saw four chutes from the two planes. Doubt if
J.B. got out – he was one swell guy!”
66th SQUADRON:
66th Sq. #40-40354, Billings
SNAFU
MACR #5095
Note: This aircraft was a modified gunship.
66th Squadron Crew:
Entire crew KIA, all on WOM, Cambridge
BILLINGS, FRED M. Jr.
ASN 0-411918
Pilot
lst Lt.
KIA, WOM Cambridge
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McCLOUD, MERWIN K.
ASN 0-728009
Co-pilot
2nd Lt.
KIA, WOM Cambridge
Minneapolis,
Minnesota
HUTCHINSON, AMOS
ASN 0-436139 (18th Weather Sta.)
Navigator
lst Lt.
KIA, WOM Cambridge
San Antonio,
Texas
CHARLETTA, HENRY
ASN 6890102
Bombardier
M/Sgt.
KIA, WOM Cambridge
McKees Rock,
Pennsylvania
McARTOR, JOHN L.
ASN 13023200
Engineer
S/Sgt.
KIA, WOM Cambridge
Washington,
Dist. of Col.
ASWELL, HAROLD L.
ASN 14042027
Radio Oper.
T/Sgt.
KIA, WOM Cambridge
Dounsville,
Louisiana
JEFSON, HAROLD E.
ASN 38104143
Waist Gun
Sgt.
KIA, WOM Cambridge
Glenn,
Nebraska
ZIMMER, FLOYD H.
ASN 17029368
Waist Gun
S/Sgt.
KIA, WOM Cambridge
Russwell,
Iowa
MAIKO, ANDREW
ASN 11041425
Belly Gun
Sgt.
KIA, WOM Cambridge
Ansonia,
Connecticut
GOLDMAN, CARL S.
ASN 14046874
Tail Turret
S/Sgt.
KIA, WOM Cambridge
Mayesville,
South Carolina
Note: Lt. Hutchinson volunteered as navigator to fill in a vacancy. His normal duty was with the 18th Weather
Station.
20 February 1943
Practice Flying, Shipdham, England
Lt. Bill McCoy and crew were performing practice flying when the aircraft and crew suddenly
crashed in the vicinity of Watton, burning all of the men beyond recognition. As the crew was
flying alone and because there were no survivors, very little was learned as to what caused the
crash and the resulting disaster. A local English farmer said he heard the aircraft and saw it
crash. The entire tail section had broken off.
66th SQUADRON:
66th Sq., #41-23703 A, McCoy
SCRAPPIE’S PAPPY
66th Squadron Crew:
Entire crew died
McCOY, BILL
ASN 0-418136
Pilot
DIED
HOOK, ROBERT D.
ASN 0-789472
Navigator
lst Lt.
DIED, buried Cambridge (D-5-14)
Staten Island,
New York
BROWN, JOHN C.
ASN 0-727307
Bombardier
2nd Lt.
DIED, buried Cambridge (D-1-14)
Atlanta,
Georgia
SMITH, ALLEN D.
ASN 13038405
Crew Chief
DIED
McKeesport,
Pennsylvania
JOHNSTON, DAVID W. Jr.
ASN 18021146
Asst. Radio
S/Sgt.
DIED, at Cambridge (D-7-44)
Gordon,
Texas
SIVERTSEN, KENNETH C.
ASN 37109907
Passenger
Sgt.
DIED, buried Cambridge (D-3-44)
Clinton,
Iowa
BERG, ALBERT H.
ASN 19074373
Passenger
DIED
Seattle,
Washington
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M/Sgt.
Cpl.
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BINIENDA, WALTER
ASN 11032802
Passenger
DIED
26 February 1943
Cpl.
Auburn,
Massachusetts
Lt. McCoy was one of the most popular pilots in the Group, and an excellent pilot as well, so this
tragedy was a heavy blow to both the Squadron and the Group.
Howard Adams, who died only days later during the 26 February mission, wrote the following
words in his diary about the loss of Bill McCoy:
“Last Saturday (February 20th) marked the tragic end of a very tragic week. On that afternoon
Capt. Bill McCoy of the 66th took up Lt. Col. Snavely to shoot some landings in Bill’s B-24
SCRAPPIE’S PAPPY as he called it. After several landings they taxied back to the parking area
to let the Col. out but Bill said he wanted to shoot some more landings with Jon C. Brown , a
bombardier, acting as co-pilot. Twenty minutes after they had taken off the report came in that
they had crashed. Hoping against hope that it wasn’t serious, Bill Brandon and I rushed down to
operations only to be crushed by the news that all of the crew, some eight men, had been killed
including Bill McCoy, Brown, and Hook, a navigator for a long time in the 66th. Despite the fact
that all of the fellows on the ship were swell fellows the lost Bill McCoy was perhaps the hardest
blow yet suffered by the squadron or even the group. A big six foot two, 200 pounds with curly
black hair and a smile a mile wide, ‘Big Bill’ or ‘Wild Bill’ as he was affectionately known, was
liked and looked up to by everyone from the colonel to the lowliest private. As a flyer he took
second seat to nobody for he was noted for his ability to put a B-24 through its paces. On many
of our raids Bill led the whole group and was by far the best of them all at it. On investigation of
the accident it was found that the whole tail assembly had fallen off from Bill’s plane while it
was three or four thousand feet up and so it was impossible for even Bill to land her safely.
Immediately on losing its tail the plane went into a flat spin and dove into the ground at a very
high speed killing everyone on impact. After hitting the ground it burst into flames and so was
completely demolished. This accident brought our total losses for the week up to six.”
26 February 1943
Wilhelmshaven, Germany
Two 66th Squadron aircraft were lost on this mission. They both went down in the vicinity of
Oldenburg, Germany as the formation turned from the primary target, Bremen (which was
obscured by clouds), to attack the secondary target at Wilhelmshaven.
66th SQUADRON:
66th Sq., #41-23777 H, Adams
MAISIE
MACR #16067
ADAMS, HOWARD F.
ASN 0-023946
Pilot
Capt.
KIA, buried Ardennes (B-33-5)
Rutland,
Vermont
McLEOD, STANLEY W.
ASN 0-728012
Co-pilot
2nd Lt.
KIA, buried Ardennes (B-33-10)
Oklahoma City,
Oklahoma
GOTKE, WAYNE G.
ASN 0-727007
Navigator
POW
San Antonio,
Texas
HANNAN, WILLIAM J.
ASN 0-727337
Bombardier
2nd Lt.
KIA, buried Ardennes (B-33-8)
66th Squadron Crew:
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New York
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VOGT, ROBERT K.
ASN 13030085
Engineer
KIA
T/Sgt.
Danville,
Pennsylvania
JONES, LINWOOD F.
ASN 34258309
Radio Oper.
KIA
S/Sgt.
Greenville,
South Carolina
BOWIE, DONALD R.
ASN 11013585
Gunner
S/Sgt.
KIA, buried Ardennes (B-33-6)
North Conway,
New Hampshire
MIFFLIN, JAMES W.
ASN 16054891
Asst. Radio
POW
E. St. Louis,
Illinois
BREWER, SCOTT E.
ASN 39826187
Gunner
S/Sgt.
KIA, buried Ardennes (B-33-7)
Boise,
Idaho
WELSH, WILLIAM F.
ASN 11015413
Belly Gun
KIA
Loudon,
New Hampshire
POST, ROBERT P.
Civilian
New York Times war correspondent
KIA, buried Ardennes (B-33-9)
S/Sgt.
Sgt.
New York City,
New York
Note: Positive identification of the body of Robert Post was not made immediately. His father, Waldron Kintzing
Post, continued to search for his son’s grave or official verification as to the disposition of Robert, until after the
end of the war when his body was discovered in a cemetery in Bad Zwischenahn, German, where he and other
crew members were buried.
2nd Lt. Wayne G. Gotke, navigator, gave this account: “The only person I can be positive on
detail during the flight was Bill Hannan the bombardier who was riding in the nose of the ship
with me. I’m completely at a loss to understand his fate after the ship blew up. He was standing
by me when (I believe) the ship blew up and was not injured at the time. He had passed out twice
from lack of oxygen and I had replaced his mask and brought him back to normal.
“Our ship was under constant fighter attack from the time that we reached the Island of Texel
until we were shot down. We had fought off the planes with very minor damage until we were
almost to Oldenburg, then all hell broke loose. I spent most of this time with position reports
trying to get short cuts filled into the flight to allow us to gain and catch the rest of the formation.
However, I am reasonably sure no one was injured up to this point except for Sgt. Welsh, the
belly gunner, who had passed out from lack of oxygen, and as far as I know never regained his
senses. When we were almost to Oldenburg fighters hit us from all sides. Sgt. Vogt the engineer
and top turret operator shot the first fighter down, and I shot down the next down however not
until he had sent 20-mms. into the nose and cockpit. Sgt. Mifflin shot down the third from his
waist gun position. At this point my left gun jammed and I know at least two planes made direct
hits on nose and flight deck. Some one I’m sure was hurt on the flight deck and I was hit twice in
the nose of the ship operating a jammed gun.
“Engines #3 and #4 had been hit and were on fire. I believe fire spread to the wing tank and
caused the ship to explode. I was working on my guns when all at once it seemed someone
pushed me from behind and all went black. I woke up falling through space and I pulled my
ripcord and no results so I reached back and tore the back of my chute out. My last look at the
altimeter showed 26,000 ft. and the Germans claim they saw my chute open at 5,000 ft. They
picked me up after I had sat between two trees about 20 ft. in the air for about 25 minutes and
took me to a first aid station for treatment of cuts around the head and 20-mm. wounds.
“It was here I saw Sgt. J. Mifflin. The co-pilot of the other ship shot down at the same time as us
[Lt. Wockenfuss] said he saw Capt. Adam’s leather jacket and it appeared the man had been
killed. The ship’s loading list was removed by the Germans from the jacket. The Germans asked
me about your son [Robert P. Post, the New York Times War Correspondent] as they could not
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identify him from the loading list. I gave them no information whatsoever as my orders were to
say nothing in hopes that if men were at large their chances of getting home would be better. The
Germans asked questions about Bowie and Hannan, and from that I believe those two men could
not be identified…I’m under the impression that all bodies were not found, or if found, could not
be identified.”
Note: This description comes from a letter that Wayne Gotke wrote to Robert Post’s father after the war. Post
was part of a group of journalists called “The Writing 69th” whose members included Walter Cronkite and
Andy Rooney. See Jim Hamilton’s book “The Writing 69th” for more details. Also, German pilot Heinz Knoke
describes shooting down this B-24 in his book “I Flew for the Fuehrer.”
The other 66th Squadron aircraft shot down that day was Sad Sack (#41-23804).
66th SQUADRON:
66th Sq., #41-23804 J, McPhillamey
SAD SACK
MACR #16053
66th Squadron Crew:
McPHILLAMEY, ROBERT H.
ASN 0-437598
Pilot
POW
lst Lt.
Sheridan,
Wyoming
WOCKENFUSS, WILBUR E.
ASN 0-437620
Co-pilot
POW
1st Lt.
Watertown,
Wisconsin
LIPPERT, REXFORD W.
ASN 0-662346
Navigator
KIA
2nd Lt.
Grand Rapids,
Michigan
MOONEY, JOHN T.
ASN 0-727368
Bombardier
POW
2nd Lt.
Ventnor,
New Jersey
RUDIGER, EUGENE O.
ASN 16022826
Engineer
POW
S/Sgt.
Menomonie,
Wisconsin
SANDERS, KENNETH R.
ASN 37083209
Radio Oper.
POW
T/Sgt.
Campbell,
Missouri
GARMON, ROBERT P.
ASN 14098416
Waist Gun
POW
S/Sgt.
Atlanta,
Georgia
BEAMAN, HOWARD W.
ASN 37711373
Waist Gun
POW
Sgt.
Casey,
Iowa
SALVO, ALBERTO O.
ASN 11045878
Belly Gun
POW, KIA
Sgt.
Dorchester,
Massachusetts
MORSE, KENNETH R.
ASN 17066897
Tail Turret
KIA
S/Sgt.
Eagle Grove,
Iowa
STANLEY, LOUIE E.
Gunner
POW
Sgt.
Atlanta,
Georgia
Lt. McPhillamey stated, “The plan was that the 66th would be the third squadron in the group.
The 44th was supposed to have been followed by the 93rd BG. In assembly, however, the 93rd
cut in ahead and that left us as ‘ass-end Charlie.’ The B-17s were to lead the way and to fly
‘stacked-up’ and the B-24s were to fly over their top and fly ‘stacked down.’ The B-17s went up
higher than their assigned altitude and caused the B-24s to have trouble in the thin air
maintaining a position over the B-17 top elements.
“We were met over the North Sea west of the Heligoland island by a swarm of German fighters
who continued to attack all the way to the target. Eventually, flying ‘ass-end Charlie’ and the
lowest three in the groups of B-24s we hit the prop wash of the B-17s ahead and immediately
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44th Bomb Group Roll of Honor and Casualties
dropped about 1,000 feet out of formation. The flight of three consisted of Capt. Hank Adams in
the lead; Lt. Robert Miller on left wing: and I was on right wing. The three of us were instantly
under attack by ME’s and FW’s – about 20 of them, or more – who constantly bore in from
straight ahead.
“They picked me off shortly before we reached the I.P. Two engines were shot out and on fire;
the oxygen was shot out and there was a fire in the bomb bays; controls, elevators, wings, etc.
were shot up and became inoperable. Under those conditions I gave the order to ‘bail out.’
“Shortly thereafter, Capt. Adams was shot down. I learned later that Miller was able to dive
down and fly home with a group of B-17s. At the time that all of this was happening, we were
flying near 30,000 feet, but couldn’t go any higher to avoid the prop wash of the B-17s.
“I landed near a small village close to the town of Oldenburg, Germany, practically headed for
the parade ground of a detachment of German soldiers. I was captured immediately after a
couple of shots were fired in my direction and was taken by streetcar to the police station at
Oldenburg. There I ran into Mooney, Wockenfuss, and a couple others of the crew.
“We were then picked up by officers from the Luftwaffe and taken to a nearby airfield. I was put
into a room by myself and during the afternoon several German fighter pilots stuck their head in
the door and inquired if I was all right and also told me we had lost several planes (17s and 24s)
on the raid and that they also had lost a number of fighters.
“I would say the main cause of loss of aircraft was our prop wash fallout and the large number of
German fighters instantly attacking three stranded aircraft. Flak was not a factor. The primary
target, the FW factory, was not hit because of cloud cover and the rest of the U.S. force turned at
the IP point, which was Oldenburg, and attacked the secondary target of Wilhelmshaven.
“That evening six of us were put on a train (under guard) to Frankfurt, the main German
interrogation center. At that point the three officers were separated from the rest of the crew and
I never saw or heard from any of them again.
“Lippert was killed instantly in the plane by a 20-mm shell, decapitating him. Garmon was hit in
the knees just as he bailed out. He was reported to have survived and was in a hospital. Salvo
was hit in the shoulder and chest, and in several other places. Although he managed to bail out
he died in a hospital shortly thereafter. Wayne Gotke saw him in the hospital and reported his
death.” Salvo was buried May 31, 1943.
Lt. W. E. Wockenfuss, co-pilot, added, “We could see the coast of Sweden and opted to try for
it. But it soon became apparent to all of us that it was hopeless, and the order to bail out was
given. After the crew was out (I thought), I started to leave as well. But our engineer, Sgt.
Rudiger had passed out from lack of oxygen and was blocking the exit. I must have beaten and
abused him very badly when trying to get past him. I finally made it and was about to jump when
something stopped me. I thought, ‘My God! I can’t leave the engineer.’ I reached back and
grabbed him by the collar of his fur flying jacket and backed toward the bomb bay – falling out
and dragging him with me. I saw him later on the ground and it looked like he had been through
a meat grinder. I never did tell him that I had almost beaten him to death trying to get past him. I
reasoned that he must have regained his consciousness on the way down and pulled the ripcord.
“I landed about l00 yards from the main gate of a German Army camp where I was met by
dozens of excited soldiers. I said ‘Hello’ in my best German and one of the Germans responded,
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8 March 1943
‘Hello! For you the war is over.’ He had lived in Cleveland, Ohio, for 17 years. The Germans
told us that the enlisted men from our crew had landed safely and were being interned.”
Sgt. Rudiger reported, “I was still shooting in the top turret when someone grabbed my leg and
told me I had to get out. They said that I had passed out. I don’t necessarily agree to what they
said but it could be. Everything happened so fast. I was unconscious when I hit the ground but I
must have been conscious when I jumped out to pull the ripcord. I remember the plane being on
fire and the top turret had gotten black with smoke. I think it was the engines that were on fire.
“This was the first mission that we had the new parachutes. We wore a strap and when we
needed the parachute we just had to hook it onto this strap. Otherwise we had the old back type
parachute and we threw them in the corner of the plane and we wouldn’t have had time to strap
that thing on. But the new kind – all we had to do was strap the chute on when we needed it. I
don’t know if I did or if one of the pilots snapped it on me. If you had the ripcord in your hand
when you went out of the plane, the wind would move your hand and help pull the ripcord.
“I don’t know where I landed because I had passed out and when I first came to the German
soldiers had me. Actually, they thought I was dead at first. They were surprised when I came to.”
8 March 1943
Targets of Opportunity near Rouen, France
The target was to have been the marshalling yards situated on the west bank of River Seine,
south of Rouen. Only nine B-24s of the 44th BG departed the base at 1203 hours, rendezvoused
with the 329th Squadron of the 93rd BG, and then proceeded to Beachy Head and entered the
French coast over St. Valery. As the formation approached Rouen, they encountered a strong FW
190 formation of 30 to 40 aircraft, which attacked head-on. Spitfires and, for the first time, P-47
Thunderbolts flew air strikes against airfields ahead of our mission. Unfortunately the American
fighters encountered heavy opposition, leaving the Liberators unprotected. Two 67th planes were
lost.
67th SQUADRON:
67th Sq., #41-23784 T, Price
MISS DIANNE
MACR #15570
PRICE, CLYDE E.
ASN 0-398584
Pilot
Capt.
KIA, buried Ardennes (C-33-2)
San Antonio,
Texas
FORREST, ROBERT E.
ASN 0-727979
Co-pilot
2nd Lt.
KIA, buried Normandy (A-8-16)
Columbus,
Ohio
AUGENSTENE, JACOB A. Jr.
ASN 0-789432
Navigator
1st Lt.
KIA, buried Ardennes (C-25-9)
Pittsburgh,
Pennsylvania
GROSS, MORTON P.
ASN 0-727336
Bombardier
2nd Lt.
KIA, buried Normandy (B-17-43)
Denver,
Colorado
SNELL, DALTON R.
ASN 17032555
Engineer
KIA
Marked Tree,
Arkansas
JESTER, DONALD E.
ASN 17023590
Radio Oper.
T/Sgt.
KIA, buried Ardennes (C-36-14)
Ashtown,
Arkansas
GOSLINE, ROY E.
ASN 14069419
Asst. Eng.
KIA
Decator,
Alabama
67th Squadron Crew:
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DEVARS, DEANE J.
ASN 18035421
Gunner
POW
S/Sgt.
Orleans,
Nebraska
WYER, IRIS C. Jr.
ASN 35376277
Gunner
POW
S/Sgt.
Clarksburg,
West Virginia
ERHARD, KENNETH L.
ASN 13031247
Waist Gun
POW
S/Sgt.
Curwenville,
Pennsylvania
FLESHMAN, LEWIS J.
ASN 12035273
Tail Turret
S/Sgt.
KIA, buried Ardennes (C-33-18)
Albany,
New York
Captain James O’Brien, with Major Posey as Command Pilot, took off to lead the formation but
were forced to abort as a crewmate, John Husselton, passed out in the rear of their plane. They
left the formation, radioed the base for an ambulance and landed. Husselton was unloaded and
they took off again immediately with only nine men, and caught up to the formation as it was
crossing the Channel. He joined the second element position.
67th Squadron ships took over the lead when Captain O’Brien was forced to abort and was
looking for the P-47s to take over when Spitfires left their coverage. It was at this moment that
the German’s FW 190s chose to make their mass frontal attack, catching the American pilots by
surprise as they thought the enemy were our P-47s arriving to protect them.
Captain Clyde Price, in the lead, and lst Lt. Robert Blaine on his right wing, were blasted by a
swath of cannon fire as the enemy cut through our formation – and both ships went down almost
immediately.
Captain O’Brien states that the sight of all those enemy aircraft attacking so fiercely was enough
to “empty the bladders” of every man in the formation. And with the two lead ships gone, it was
“Cowboys and Indians” from then on to the target of opportunity, and back to the coast again.
S/Sgt. Kenneth L. Erhart, gunner on Capt. Price’s ship, told his experiences: “We were hit by
FW 190s as well as by flak, amidships. Needless to say, with oxygen and hydraulic lines
damaged, fire was inevitable. The bail out bell was sounded, which by this time, the ship was
well aflame. Due to the nose attack, the flight deck personnel did not make it out. I assisted Sgts.
Iris Wyer and Duane Devars out the right waist window, and also checked on Sgt. Fleshman, but
he was already dead. I bailed out of the right waist window, and, upon hitting the ground, saw
Lt. Gross coming down. His whole abdomen was ripped open and he died in my arms, with the
German soldiers looking on. Lt. Gross told me to take his watch and give it to his mother, but the
Germans took the watch away from me.
“While descending from the burning ship, I was shot at by both FWs and Me 109s! All three of
us survivors suffered flak or bullet wounds and burns. Devars and Wyer were captured a day or
two later, being unsuccessful in finding help. I was a volunteer from the Armament Section and
Roy Gosline was from the Engineering section. Upon being captured, and after Lt. Gross died,
the German soldiers turned me over to the Luftwaffe and SS troops. I was taken to a lazarette for
treatment of those flak-wounds and burns. Whatever the medication for burns was, I did not
suffer scars. I was treated by French doctors and watched by German doctors. From there I was
taken by train to Dulag Luft for interrogation, beat around a little, spent approximately ten days
in solitary confinement. After that I was taken to Stalag VII-A, Moosberg, Bavaria.”
Note: Miss Dianne and some crewmen crashed in Villers-Ecalles. A stone monument engraved with the crew
members’ names was dedicated in 1997 in this city.
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67th SQUADRON:
67th Sq., #41-23988 E, Blaine
DOUBLE PLAYMATE
MACR #4401
BLAINE, ROBERT W.
ASN 0-423910
Pilot
lst Lt.
KIA, WOM Ardennes
Plano,
Texas
ROETTO, LAWRENCE J.
ASN 0-727264
Co-pilot
KIA
2nd Lt.
Ronett,
Unknown
FRAZIER, LEO O.
ASN 0-659012
Navigator
POW
lst Lt.
Oakley,
Utah
MAYEN, THOMAS C.
ASN 0-726923
Bombardier
KIA
2nd Lt.
San Antonio,
Texas
NORED, GEORGE L.
ASN 14060975
Engineer
T/Sgt.
KIA, WOM Ardennes
Mobile,
Alabama
KREISSIG, OSCAR (66th Sq.)
ASN 11010544
Radio Oper.
T/Sgt.
KIA, buried Normandy (D-21-34)
New Britain,
Connecticut
WILLIAMS, DON J.
ASN 18037070
Belly Gun
KIA
S/Sgt.
Amarillo,
Texas
BRENISER, NORMAN A.
ASN 39092835
RW Gunner
KIA
S/Sgt.
Greshan,
Oregon
DORIA, FRANK N.
ASN 12039389
LW Gunner
KIA
S/Sgt.
Shreveport,
Louisiana
WHITE, BENJAMIN F. Jr.
ASN 11027878
Hatch Gun
Sgt.
KIA, buried Normandy (B-10-41)
Rockland,
Maine
SUFKA, EDWARD
ASN 37161475
Tail Turret
KIA
Hillman,
Minnesota
67th Squadron Crew (with one exception):
S/Sgt.
Note: Sgt. Kreissig was on loan from the 66th Sq.
Lt. Blaine’s aircraft was the second 67th Squadron ship to go down, several minutes after Capt.
Price’s. Lt. Leo O. Frazier, navigator on this aircraft, was the only survivor and he was, at first,
also officially reported KIA. He said: “Due to the fact that we did not have a full crew at the
morning briefing, we were not scheduled to go on this mission. However, we finally made up a
crew and were assigned to go. And, as a make-up crew, we did not fly our regular position and
were assigned to the fourth ship in the last formation. At that time it was called ‘Coffin Corner’,
but it did not bother us as it looked like an easy mission with fighter protection. However, this
did not turn out to be correct as we moved positions when the lead ship aborted and we were not
met by our fighters, but the fighters of Goering’s Flying Circus.
“On their initial attack, they shot down the lead plane and came on through and got our plane as
well. I was the only survivor from our crew and when I landed on the ground I was met by a
group of German soldiers and was captured. I served the duration in Stalag Luft III POW Camp.
“The reason that we went down is that we were hit by fighters from about 2 o’clock, high, with a
cannon shell exploding in the cockpit. I am sure that the co-pilot, Lt. Roetto, was killed instantly,
but the pilot lived long enough to press the bail out alarm button. I was the only one that bailed
out. What happened to the others I am not sure about, but I was told the airplane (with one half
of the tail knocked off) went into a flat spin that caused centrifugal force, preventing the others –
if alive – from jumping. I saw the ship after I left the hospital and it had not exploded, even with
the bombs still aboard.”
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This aircraft crashed at Le Plex, near Sierville. Lt. Cameron took over the formation lead,
selected a target of opportunity (a railroad yard) and bombed it.
Jim O’Brien recalls this mission: “On the Rouen mission when Clyde Price and Bob Blaine went
down in a hail of fire from those 35-40 FW 190s attacking head on, I think the fickle finger of
fate interceded to take me out of that lead position. Jim Posey and I, in the “Rugged Buggy”
were leading the Group and had just completed the assembly over Shipdham when S/Sgt. John
Husselton, the waist gunner, fainted in the back of the ship. Posey and I decided to relinquish the
lead and take Husselton back to the base. We deposited Husselton to a waiting ambulance and
took off again with the nine-crew members to catch the 44th just as they were crossing the
Channel. From the rear end of the formation, we saw the carnage up front. We would have all
gone down if it had not been for the Polish squadron of Spitfires that chased away the Germans.
“I had many odd experiences with the fickle finger of fate, but I always felt I owed Husselton
something for taking us out of that lead position on the Rouen Raid although there was no joy in
the loss of the two 67th crews. It was kind of a Russian roulette we played as stated by John
Muirhead in ‘Those Who Fall.’ ”
18 March 1943
Airfield, Vegesack, Germany
Major Howard Moore, replacing Major MacDonald, led the 44th BG on this historic raid to
Vegesack. This raid decidedly proved the fire power of the unescorted Liberators and Fortresses.
Only nine B-24s from the 44th BG, along with 15 others from the 93rd, followed the B-17s into
Germany for a historic air battle in which the 44th BG did not lose a single plane, and managed
to shoot down thirteen confirmed, six probables and eight damaged enemy aircraft. The 44th did
not escape unscathed, unfortunately, as one crewman from the 66th Squadron was gravely
wounded and died on March 29, 1943.
66th SQUADRON:
66th Sq., #41-23811 K, Miller
FASCINATIN’ WITCH
66th Squadron Crew:
MILLER, ROBERT E.
Pilot
1st Lt.
HODGE, DEXTER L.
Co-pilot
Capt.
ZARUBA, LeROY E.
Navigator
2nd Lt.
LAPLACE, ROBERT B.
Bombardier
2nd Lt.
McDONNELL, MARTIN J.
Radio Oper.
T/Sgt.
MURPHY, WILLIAM J. Jr.
Eng./Top Turret
T/Sgt.
LIGHT, EDWIN C.
Belly Gunner
S/Sgt.
ROWLAND, DANIEL W.
RW Gunner
S/Sgt.
HAZELTON, WALTER L.
LW Gunner
S/Sgt.
DUCOTE, CLARENCE J.
Tail Turret
S/Sgt.
BALSLEY, LUCIUS M.
ASN 39175097
Asst. Radio
S/Sgt.
KIA, buried Cambridge (D-6-69)
Pierce,
Idaho
Note: Edwin Light was killed in action on 1 August 1943.
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After days of valiant struggling for life, Sgt. Balsley died from these injuries. Sgt. Hazelton adds,
“He and I went to Vegesack as replacement gunners…Lucius was hit in the back over the target
while performing as a well gunner in the rear of the ship. We gave him first aid – as much as we
could at the time – as the fighters were thick all around us. We didn’t know how serious it was
until we landed. He was taken to the hospital in Norwich, where he died several days later. The
crew visited him on the second night – we all went over. I escorted the body to the cemetery
outside of London and was there when he was buried. A very sad day it was.” It was Balsley’s
12th mission.
22 March 1943
Wilhelmshaven, Germany
The Group put up 12 aircraft for this mission but only 10 of these successfully attacked the
target. The airplanes were attacked by enemy aircraft both before and following the bombing.
Two aircraft were lost. Three men in the 66th Squadron planes were wounded by these attacks,
but survived. They were Lt. P. P. Phillips, Sgt. K. L. Morrison, and Lt. E. M. McEachin.
(Phillips was killed in action on the 1 August 1943 mission.)
67th SQUADRON:
67th Sq., #41-23832 N, Warne
MAGGIE
MACR #15585
WARNE, GIDEON W.
ASN 0-404099
Pilot
Capt.
KIA, WOM Margraten
Elburn,
Illinois
BROWN, RICHARD C.
ASN 0-727161
Co-pilot
2nd Lt.
KIA, WOM Margraten
Schenectady,
New York
WALKER, ROBERT K.
ASN 0-662399
Navigator
POW
Newport Beach,
California
RAWLS, MALCOLM
ASN 0-661659
Bombardier
2nd Lt.
KIA, buried Ardennes (A-39-35)
Dozier,
Alabama
GANDY, GUY E.
ASN 18085234
Engineer
T/Sgt.
KIA, WOM Margraten
Davis,
Oklahoma
JONES, NORMAN H.
ASN 37049716
Radio Oper.
KIA
T/Sgt.
St. Louis,
Missouri
FALLS, CHARLES E.
ASN 14055946
Top Turret
KIA
S/Sgt.
Birmingham,
Alabama
HAMMOND, CHARLES P.
ASN 7000408
Belly Gun
Sgt.
KIA, buried Ardennes (C-16-10)
Metairie,
Louisiana
GRITSONIS, NICKOLAS C.
ASN 16034619
Asst. Radio
S/Sgt.
KIA, buried Ardennes (C-4-23)
Chicago,
Illinois
KLUG, LESTER G.
ASN 14064706
Hatch Gun
POW
S/Sgt.
De Land,
Florida
MARQUEZ, GABRIEL A.
ASN 18029077
Tail Turret
KIA
S/Sgt.
Denver,
Colorado
67th Squadron Crew:
2nd Lt.
This 67th Squadron aircraft was damaged by flak over the target area and slowly lost altitude on
the return and fell behind the formation. Lt. Robert J. Walker, navigator on Captain Gideon W.
“Bucky” Warne’s crew, briefly explained, “We were coming home from Wilhelmshaven when
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the ship was badly shot up by German fighters. Shortly after several attacks on us, the ship was
shot up so badly that we all had to bail out, in spite of the fact that we were out a bit over the
North Sea. We all came down in the vicinity of Alte Mellum island, but into the water. Sgt. Klug
and I were the first two picked up by a ship headed for Heligoland – and we were the only
survivors. Apparently all others drowned, or died from exposure in that frigid water before
rescuers found them.”
Sgt. Klug reported that after coming down in the water, he found that the sea was very rough and
visibility poor. He estimated that he had been in the water about a half-hour before he lost
consciousness. He did not know how long it was before they found him and pulled him on board
ship.
Later, he was taken to a hospital in German Heligoland, and about two days after that he was
asked to identify the bodies of five of his crew members. They were: Malcolm Rawls, Nicolas
Gritsonis, Charles Falls, Gabriel Marquez, and Charles Hammond. No crewmember had been
wounded prior to bailing out.
506th SQUADRON:
506th Sq., #41-24191 X, Fouts
CACTUS
506th Squadron Crew:
Entire Crew KIA
FOUTS, VIRGIL R.
ASN 0-437434
Pilot
1st Lt.
KIA, WOM Cambridge
Los Angeles,
California
NAVAS, FRANK
ASN 0-730577
Co-pilot
2nd Lt.
KIA, WOM Margraten
Scranton,
Pennsylvania
SEAMAN, ROBERT H.
ASN 0-663420
Navigator
2nd Lt.
KIA, WOM Margraten
Reading,
Pennsylvania
BRENNER, JOSEPH L.
ASN 0-727081
Bombardier
2nd Lt.
KIA, initially buried in Wilhelmshaven
Chicago,
Illinois
NORDQUIST, RICHARD K.
ASN 16020714
Radio Oper.
T/Sgt.
KIA, WOM Cambridge
San Antonio,
Texas
RUSSELL, ELDO A.
ASN 18070094
Top Turret
T/Sgt.
KIA, WOM Margraten
Denver,
Colorado
DOBBINS, MAURICE H.
ASN 16055011
Asst. Eng./Hatch
S/Sgt.
KIA, WOM Margraten
Pekin,
Illinois
KLOSE, KENNETH A.
ASN 37276328
Tail Turret
S/Sgt.
KIA, WOM Margraten
Buchanan,
North Dakota
WIESER, JERRY H.
ASN 39247916
RW Gunner
S/Sgt.
KIA, WOM Margraten
Burbank,
California
LINDAU, EDWARD W.
ASN 36012770
LW Gunner
S/Sgt.
KIA, WOM Margraten
Palatine,
Illinois
Note: Lt. Brenner’s body was the only one recovered.
On the same Wilhelmshaven mission this 506th Squadron crew, flying its first mission, as well
as the 506th’s first mission, was observed to be having a difficult time holding its position in the
formation. Mission debriefing reports show that the aircraft was singled out for attack by FW
190s. Eye witness accounts stated: “During the first attack from enemy aircraft, ship #191 was
hit in #4 engine, which caught fire and the ship began to lose altitude and leave the formation.
Shortly afterwards, the #3 engine also caught fire and the ship headed for the Island of Baltrum,
in the East Frisian group, off the coast of Germany in the North Sea.”
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Eye witnesses from the other crews in the formation reported seeing five chutes open from this
aircraft prior to losing sight of this ship. This aircraft was last seen at approximately 10 miles
northwest of Baltrum Island.
Grave registration investigations in 1948 pertaining to this crew and comments made in their
service records indicate that “the temperature of the waters in the North Sea in March is such
that, had the parachutes landed in the waters, life would not have been possible beyond a few
hours immersion therein.”
It should be noted that the isolated grave of the bombardier 2nd Lt. Joseph L. Brenner was found
after the war near Wilhelmshaven. The reports determined that “while no other bodies had been
found, it is reasonable to conclude that the plane crashed in the water and that the men who
parachuted from the airplane, as well as those who went down with it, were unable to reach land
and that none of the crew survived beyond the date of their disappearance, 22 March 1943.”
Research done by Virgil Fouts’ nephew in German archives indicates that aircraft #191 was
claimed as a victory by Lt. Hans Pancritius, a FW 190 Luftwaffe pilot of Staffel 8/JG1, flying
out of Leeuwarden, Holland. Lt. Pancritius was killed by a B-17 gunner on 17 July 1943 in
Yellow 12, FW 190A-5/U, #7366, 80 km north of Borkum Island in the North Sea. At the time
he was 22 years old and Commander of 3/JG11. He had 10 kills to his credit.
While doing his research, Fouts’ nephew also discovered the pilot who shot down Capt. Warne’s
B-24. It was Olt. Gerhard Sommer, Staffel 1/Gruppe 1 out of Leeuwarden.
14 May 1943
Kiel, Germany
The primary target area was the center of the Krupp Submarine Building Works at Kiel. We had
21 aircraft ordered to follow B-17 formations who were to drop high explosives and we were to
bomb with both 100-lb. and 500-lb. cluster incendiaries or matchsticks, as they were called. The
intent was to set fire to the rubble caused by the earlier bombs. This group had only 17 B-24s in
their formation when it arrived at the target, following 109 Fortresses. It was the toughest test to
date, with the following statistics: 21 enemy aircraft destroyed, 13 probables and 1 damaged.
However, the 44th lost 5, 1 was abandoned, 9 damaged, and 12 men wounded and 51 MIA. For
this successful mission, the Group was awarded its first of two unit citations.
Note: In addition to the Kiel unit citation, the Group also received a unit citation for the 1 August 1943 Ploesti
Oil Fields mission.
66th SQUADRON:
66th Sq., #41-24014 P
SCRAPPY
66th Squadron Crew
Entire crew survived, all but one returned to action
REED, JOHN Y.
ASN 0-660004
Pilot
lst Lt.
Matamoras,
Pennsylvania
WINGER, GEORGE W.
ASN 0-662848
Co-pilot
1st Lt.
Columbus,
Ohio
PHILLIPS, PHILIP P.
ASN 0-662366
Navigator
lst Lt.
Minneapolis,
Minnesota
McEACHIN, EUGENE M.
Bombardier
2nd Lt.
Salt Lake City,
Utah
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WYGONIK, ADAM C.
ASN 36301495
Engineer
T/Sgt.
POW, later repatriated
Cicero,
Illinois
PERRY, ALAN B.
ASN 12003178
Radio Oper.
T/Sgt.
Rochester,
New York
GREGORY, CHARLES C.
ASN 35268646
Asst. Eng.
S/Sgt.
Dayton,
Ohio
SASEK, CHARLES M.
Asst. Radio
Sgt.
Houston,
Pennsylvania
BARNETT, THOMAS J.
ASN 19079972
Gunner
Sgt.
Procktor,
Oklahoma
STEERS, FRANK B.
Gunner
S/Sgt.
Los Angeles,
California
BENNETT, RAVELLE A.
Tail Turret
S/Sgt.
Tampa,
Florida
Note: Philip Phillips and George Winger were killed in action on 1 August 1943.
lst Lt. John Y. Reed, pilot, relates his experiences: “On this Kiel mission the leading B-17s were
assigned to fly at a higher altitude than the B-24s to balance out the relative speeds. The
bombing run was further complicated when one of the B-17 outfits got out of position on the
bomb run and ended up directly over the 44th’s formation. It dropped its load of high explosives
right through the 44th’s planes! This was scary as Hell, but fortunately, to my knowledge, none
of the 44th planes suffered any damage from the errant bombs.
“The particular incendiaries that we carried were packaged in strapped clusters as they hung in
the bomb bay, but as soon as they were released, the clusters broke open, filling the sky with a
myriad of individual, random altitude sticks of potential fire. Having had experience with the
problem of this type bomb before, we flew a relatively loose formation so that the rear aircraft
could avoid running into the masses of sticks from the lead planes.
“We came under very heavy fighter attacks in the target area and were quite vulnerable because
of our spread-out bombing formation. Just prior to dropping our bombs, I saw an FW 190 peel
off at us from about 1 o’clock and slightly high, and as the puffs of bursting 20-mm selfdestroying ammo came toward us, it became apparent that the line of fire would put the
successive bursts right into our cockpit. Purely reflex action alone caused me to hit the wheel in
a dive to try to get below the line of fire, but unfortunately, the bursts did not quite clear the
plane, but hit the top turret directly behind the cockpit. The resulting explosion tore the top turret
canopy completely off, and the shrapnel severely wounded Sgt. Adam Wygonik about his head,
neck and upper body. The inside of the turret and the gun barrels were pitted from the force of
the shrapnel!
“Either the force of the explosion or Sgt. Wygonik must have reflexively dumped his seat lever
as he immediately fell out onto the flight deck. Sgt. Alan Perry, radio operator, immediately
sized up the situation, left his own oxygen supply, and attempted some first aid to Sgt. Wygonik,
who was bleeding profusely from his head and body wounds – and no oxygen supply.
“Sgt. Perry snapped Wygonik’s chest pack onto his harness and put his hand around the ripcord
ring, inasmuch as Sgt. Perry intuitively concluded that Sgt. Wygonik would die before we got
back to England and medical attention. He intended to roll Wygonik out of the ship as we were
still over the target area – and the possibility of immediate medical attention.
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“At this point, however, Perry was suffering from lack of oxygen and returned to his oxygen
supply to keep from blacking out. But when he was able to turn back to Wygonik, Adam was
gone! Apparently either intentionally or otherwise, Adam had rolled off the flight deck, onto the
catwalk in the open bomb bay. The bay doors were still open as we were on the bomb run. No
one could say for sure that Adam’s chute had opened since all attention was on fighting off the
attacking aircraft. We had no way of knowing whether Adam reached the ground dead or alive,
though the odds seemed stacked against his survival due to the severity of his wounds and the
resultant loss of blood, and the fact that he was without oxygen even longer than Sgt. Perry.
“The plane, as we came away from the target, was severely damaged, with one engine
smoldering, loss of top portions of the left vertical stabilizer and rudder, multiple hits from 20mm fire including the blown-away top turret canopy, and the left main landing gear dropped
down. Unable to maintain position in our formation, I dove toward a group of B-17s that were
ahead and below us in a shallow dive toward the coast, and managed to hold position behind and
below their rear flight. This protected our top with their bottom and rear turrets. After the fighter
attacks broke off, we flew pretty much alone back to England.
“When back over Shipdham, we circled and attempted to lower our landing gear using the
manually operated crank-down procedure, due to the fact that the hydraulic lines had suffered
hits. The gear started down but locked at about 45 degrees and at which point it could be neither
lowered nor raised. We couldn’t attempt an emergency landing on the runway due to other
activity there, and felt that an attempt to land in the grass would result in the partially down gear
snagging and catapulting the plane.
“I bailed the crew out over the field except for my co-pilot, George Winger. We flew the plane
back out toward the coast, where I set it on Automatic Pilot. George bailed out first and I was
close behind. After SCRAPPY crossed the coast, it was shot down by a flight of Spitfires piloted
by Polish escapees. George landed in a freshly plowed field and I came down in the midst of a
searchlight anti-aircraft battery right on the coast.”
Yes, Sgt. Wygonik survived and here is his story: “We were on the bomb run, bomb bay doors
open, when I received a direct hit from a 20-mm shell in the top turret from a FW 190. I was
blown down to the flight deck badly wounded in face, head, neck, eyes, arms, and hands. Sgt.
Perry hooked my parachute on my harness and shoved me out – probably saving my life as I
don’t believe I could have survived the long time trip home and bailing out over England. I
landed in Kiel city near the target area, was soon picked up by German troops and taken at once
to a hospital where I was well-treated and confined as a patient for a few days; then sent to
Sandbastel hospital just a few miles from Kiel, where I recuperated from most of my injuries.
Later I had my right eye removed at a hospital in Vienna, Austria.”
Harvey Compton witnessed the attack and added these details: “Capt. Abernethy was leading. Lt.
Reed was on Ab’s left wing and Lt. Kolliner was on Ab’s right wing. Lt. Reed was having a little
trouble holding formation so Kolly and Reed switched positions. On the run in, Reed’s plane
was hit in the top turret. Must have been a rocket or 30 or 40-mm shell.” He continued, “ The
plane was also hit in the #2 engine and in the left vertical stabilizer. The top left half sheared off
and the left main gear dropped. The plane fell off sharply to the right. I thought they were surely
gone. After landing and debriefing, we heard he was coming in. The crew bailed out and were
picked up. Reed had a new gunner from the armament shop. He came up to our C.O., Hodges, I
believe, threw his parachute down and said, ‘There’s your blankity-blank receipt. I quit.’ He
went back to the armory.”
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John Reed and Alan Perry both were commended for their actions on this mission:
Reed received a DFC. Here is the citation: “John Young Reed, 0-660004, 1st Lieutenant, 44th
Bombardment Group (H), Army Air Forces, United States Army. For extraordinary achievement
while serving as pilot of a B-24 airplane on a bombardment mission over Germany, 14 May
1943. On reaching the German Coast, the formation was attacked by one of the largest enemy
fighter plane forces encountered to date. During the bombing run, Lieutenant Reed’s airplane
suffered severe damage and on leaving the target enemy fighter planes attacked in force
disabling three engines. Displaying great courage and skillful airmanship, Lieutenant Reed with
only one engine of his airplane functioning properly dove into a cloud bank and by so doing
evaded the attacking fighter planes. On reaching his home base, Lieutenant Reed ordered all
members of the crew to bail out as the airplane was in such a condition that it could not be
landed or crash landed. He and the co-pilot then flew their airplane to the coast where it could
crash into the water without harm to anyone. On arriving at the coast, Lieutenant Reed set a
seaward course for the airplane and then he and the co-pilot bailed out. The actions of Lieutenant
Reed on this occasion were directly responsible for the safe return of all members of his crew
and reflect the highest credit upon himself and the Armed Forces of the United States.”
Commenting on the citation, Reed wrote: “The write up for my DFC for the Kiel raid was a real
comedy of errors, which no one in headquarters ever wanted to take credit for. To my
recollection, there were no clouds in the area and, though I’d like to believe that I was a
reasonably good pilot, neither I nor anyone else I know would ever claim that “with three
disabled engines,” a B-24 was flown from Germany to England.”
Perry received a Silver Start. Here is the citation: “Alan B. Perry, 12003178, Technical Sergeant,
66th Bombardment Squadron (H), Army Air Forces, United States Army. For gallantry in action
while serving as radio operator and gunner on a B-24 airplane on a bombing mission over
Germany, 14 May 1943. Before reaching the target enemy fighter planes attacked in unusually
large numbers rendering the top-turret useless and wounding the gunner, who slipped from his
seat onto the catwalk over the open bomb bay which could not be closed due to damage.
Displaying great bravery and skill Sergeant Perry, without waiting to make proper oxygen
connections administered first aid and put a parachute pack on the injured gunner, placing his
hand in the release handle. Having accomplished this and being too weak from lack of oxygen to
render further assistance, Sergeant Perry was forced to return to his radio compartment for a
supply of oxygen. When he returned to the bomb bay to give further aid, his comrade was not
there. Sergeant Perry then entered the top-turret and attempted to fire the damaged guns thus
preventing the enemy from realizing that this highly important position had been destroyed. The
bravery, skill and devotion to duty displayed by Sergeant Perry on this occasion reflect the
highest credit upon himself and the Armed Forces of the United States.”
67th SQUADRON:
67th Sq., #41-24278 Q, Brown
MISS DELORES
MACR #16558
67th Squadron Crew:
BROWN, ROBERT I.
ASN 0-727162
Pilot
POW
1st Lt.
Norwalk,
California
WESTBROOK, HARTLEY A.
ASN 0-728041
Co-pilot
POW
1st Lt.
Coon Rapids,
Iowa
BISHOP, ROBERT H.
ASN 0-353495
Navigator
POW
Capt.
Knoxville,
Tennessee
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HAYWOOD, HOLDEN R.
ASN 0-727341
Bombardier
POW
2nd Lt.
Terra Haute,
Indiana
WANDTKE, GILBERT A.
ASN 16047953
Engineer
POW
T/Sgt.
Manawa,
Wisconsin
SUSAN, JOHN L.
ASN 6995427
Radio Oper.
POW
T/Sgt.
Llewellyn,
Pennsylvania
ULLRICH, AUGUST
ASN 342142804
Asst. Radio
POW
S/Sgt.
Brooklyn,
New York
MILLHOUSEN, GEORGE R.
ASN 37133211
Gunner
S/Sgt.
KIA, WOM Margraten
St. Louis,
Missouri
CATE, RICHARD E.
ASN 20366318
Gunner
Sgt.
KIA, WOM Margraten
Hampton,
Virginia
KLINGLER, ROY L.
ASN 39303276
Tail Turret
S/Sgt.
KIA, WOM Cambridge
Portland,
Oregon
Note: It appears that Millhousen and Klingler stayed in the aircraft.
This mission was a maximum effort but only three 67th crews could be scraped together. SUZYQ was being repaired so the third crew was not only “patched” together, it was forced to fly a
replacement aircraft named MISS DELORES. T/Sgt. John L. Susan relates his experiences
aboard this ship on this mission: “We tried to overtake the B-17s and get above them but the
chase was futile. We could not catch them even though we were faster. When we got to the
target, we had reached a good altitude but the B-17s were still ahead and above us. The German
gunners had a good track on the B-17s and the B-24s were coming in on the same track – and we
took on a lot of flak.
“MISS DELORES took a hit and we started to fall behind, as one of our left-side engines was
knocked out. 2nd Bombardment Wing had recently issued a directive that Radio Operators could
not man the top turret, but should stay at his position on the flight deck. Sgt. “Gib” Wandtke was
operating the top turret but the flak burst had also hit Gib, taking some metal in his knee, and he
came tumbling down out of the top turret, which was almost directly above me. He motioned to
me that I should get into the turret – and I did. But unknown to me was the fact that the flak
bursts had also knocked out the Intercom! Everyone, therefore, was on his own.
“When I got into the top turret, we were already a sitting duck as we were falling behind the
formation due to that lost engine. And my guns would not fire between the two vertical
stabilizers for some reason. I kept cussing as I would bring the guns down to shoot at the six or
more following Jerries who were taking pot shots at us from the rear. I don’t know if our tail
turret guns were functioning or not. [Editor’s note: They were not.] Then our left wing started on
fire – and it was time to start getting out.
“Just when I decided the situation was too precarious, our pilot, Lt. Brown, tried to give the
signal to bail out, but he could not communicate with the crew to advise them. We had dropped
our bombs and the bomb bay doors were still open. Gib Wandtke, wounded and all, fought his
way back to the rear of the plane to warn the gunners back there to abandon ship. When he got
back to the flight deck I had found my chest pack chute and was standing on the catwalk at the
front of the bomb bay. So I tumbled out, and knowing that some Jerries would attack my chute, I
delayed my opening for about sixty seconds.
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“When I pulled the cord the altitude was about 8,000 feet and the feeling was very eerie – no
sound whatever. A very, very quiet sensation, with only the wind through the shrouds that could
be called only a whisper, and was the only sound that I could discern.
“Above, I could see the remaining planes on their way back from Kiel. Back over the bay, I
could see many chutes on the way down, high above me. Below, I noticed some boats leaving
their wake in the bay. Shortly thereafter, I took off my bail out bottle, my shoes, and loosened
my harness as we had been instructed to do over water. Hanging onto the harness by my hands, I
approached the water of Kiel Bay.
“There is one problem, however. How do you know how high you are off the water? You have
no reference point on water to judge your altitude. Are the whitecaps you can see six inches high
or 16 inches? When I thought I was 6 to 10 feet above the water I let go of my harness – but I
had miscalculated! Just as I let go, my feet were already in the water, and the shroud lines came
tumbling down over my head!
“As I entered the water I went on down possibly 10 feet, but being buoyant, popped right back
up under my shroud lines. The parachute canopy also had dropped over my head and my fight to
free myself began. I struggled with the shroud lines and the chute until I thought I would never
get free. Just then a boat came by and a fisherman took his gaff and pulled the chute from my
head. Then he gaffed me and pulled me out of the water like a big fish. He probably saved my
life by being there. Other members of my crew, if they did not delay their opening, may have
drowned by being blown out to the mouth of the Bay. The first words uttered by the boat crew
were, ‘Für Sie das Krieg ist fertig’ – meaning, ‘For you the war is finished.’
“Later I learned that during the battle, Lt. Hayworth, our bombardier, after dropping the bombs,
saw a cannon shell coming toward the front of the plane and covered his head with his hands.
The shell exploded on the plexiglass nose section and shattered plexiglass blasted against him.
When he became a POW, his hands and forehead were peppered with shrapnel and plexiglass.
He no doubt saved his eyes by shielding them with his arms and hands. I did not realize that the
last three original planes – all except SUZY-Q – in our Squadron had been hit and downed on
this mission until the crew members of the other B-24s showed up in my prison camp.” S/Sgt.
Susan spent most of his time in Stalag 17. Lt. Bishop was rescued from the bay by a Danish
Trawler.
Note: Bishop lived in England for many years after the war.
67th SQUADRON:
67th Sq., #42-40126 T, Roach
ANNIE OAKLEY…
MACR #2441
Note: Full name is ANNIE OAKLEY “CRACK SHOT”
67th Squadron Crew:
ROACH, WILLIAM A. Jr.
ASN 0-791505
Pilot
KIA
1st Lt.
Lumberton,
North Carolina
TENNEY, ROSS A.
ASN 0-728767
Co-pilot
KIA
1st Lt.
San Diego,
California
KISSINGER, LOUIS L.
ASN 0-729632
Navigator
POW
1st Lt.
Rio Linda,
California
KENNON, WYATT S.
ASN 0-661636
Bombardier
1st Lt.
Virginia
Evadee, later KIA, buried Ardennes (B-20-2)
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GRAHAM, SIDNEY W.
ASN 39381894
Engineer
KIA
T/Sgt.
Pullman,
Washington
STEPTOE, THOMAS E. Jr.
ASN 33133951
Radio Oper
T/Sgt.
KIA, buried Ardennes (B-20-1)
Manaroneck,
New York
LEWIS, CARL R.
ASN 33185548
Well Gun
KIA
S/Sgt.
Mt. Pleasant,
Pennsylvania
ADAMS, RICHARD W.
ASN 14120178
RW Gunner
KIA
S/Sgt.
Macon,
Georgia
HOBBS, HERBERT J. Jr.
ASN 34117537
LW Gunner
KIA
S/Sgt.
Salisbury,
North Carolina
LANDRETH, CALVIN F.
ASN 15104217
Tail Turret
S/Sgt.
KIA, buried Ardennes (D-38-20)
Indianapolis,
Indiana
The second 67th Squadron plane lost this day was flown by the first replacement crew (lst Lt.
William A. Roach’s), which was on its second mission. Only two members from this crew
appear to have bailed out successfully – the navigator, Lt. Louis L. Kissinger and bombardier Lt.
Wyatt S. Kennon. Lt. Kissinger was captured and became a POW, while Lt. Kennon evaded
capture for a period of time (not recorded) but was later killed. Six charred bodies were found at
the crash site, four of whom were identified by their dog tags: Sidney Graham, Herbert Hobbs,
Richard Adams, and Thomas Steptoe. Two bodies without tags were not identified.
The lone survivor, Lt. Kissinger, could not be located to obtain his account of his experiences
that day.
67th SQUADRON:
67th Sq., #41-23807 U, Phillips
LITTLE BEAVER
MACR #2748
PHILLIPS, CHESTER L. Jr.
ASN 0-421129
Pilot
Capt.
KIA, Ardennes (D-12-2)
Greenville,
Texas
WILBORN, EVERETT W. Jr.
ASN 0-729393
Co-pilot
KIA
1st Lt.
Port Lavaca,
Texas
BARTMESS, THOMAS E.
ASN 0-726980
Navigator
KIA, drowned
lst Lt.
Houston,
Texas
HILL, WILLIAM E.
ASN 0-727342
Bombardier
POW
1st Lt.
Louisville,
Kentucky
DENNY, MICHAEL J.
ASN 12055743
Engineer
POW
T/Sgt.
Shortsville,
New York
PRICE, GEORGE B.
ASN 12034269
Radio Oper.
T/Sgt.
KIA, WOM Margraten
Oakhurst,
New Jersey
HUBBARD, GAYLORD F.
ASN 37120505
Gunner
KIA
Sgt.
Blackton,
Iowa
GLAUBITZ, DALE A.
ASN 37087575
Asst. Eng.
POW
S/Sgt.
Sidney,
Nebraska
PHILLIPS, EDWARD W.
ASN 18063461
Asst. Radio
S/Sgt.
KIA, buried Ardennes (A-35-28)
Fort Worth,
Texas
FOREHAND, CHARLES C.
ASN 20443081
Waist Gunner
POW
S/Sgt.
Nashville,
Tennessee
GRABOWSKI, BARNEY J.
ASN 20641515
Tail Turret
KIA
S/Sgt.
Detroit,
Michigan
67th Squadron Crew:
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The third of the three 67th Squadron aircraft and crews to go down this day was the one piloted
by Captain Chester “George” Phillips. Sgt. Michael J. Denny, engineer on LITTLE BEAVER,
wrote to lst Sergeant Robert Ryan from his POW camp and he included this information:
“Chubby Hill, Glaubitz, Forehand, and myself are the only ones who got out OK. Glaubitz was
hit pretty badly, still in hospital in pretty bad shape…Lt. Roach went down before we did – all
dead but Kissinger. Brown went down about the same time that we did – all OK but little
Klingler, Millhousen, and some new boy (Cate).
“We were hit after we left the target. Two bursts in the back end, also knocked out one engine;
then a burst in back of our navigator [Thomas E. Bartmess]. The entire inside of the flight deck
was a mass of flames. It must have hit the hydraulic fluid in the accumulator positioned there.
We went into a flat spin – had a Hell of a time standing on my feet and putting on my parachute.
Tried to put out the fire, but was impossible. Could not get doors [bomb bay doors] open so I had
to fight my way back to the rear windows to get out. Bailed out at about 800 feet. Was the last
one to leave the plane, and saw it crash and burn.”
S/Sgt. Charles C. Forehand states, “I remember Tommy Bartmess well – he was a very good
officer and navigator. He led us over enemy territory for 22 raids and back. We were looking
forward to making the 25th mission soon and coming home. The day we were shot down, the
anti-aircraft flak was very heavy and accurate, fighters were everywhere we looked. I was flying
as waist gunner that day and we were hit by flak, were on fire. After that, things went so fast I
don’t know what went on in the front of the plane. That night a German officer told me that three
crew members survived, but I never saw any of them or heard from any of them. I was captured
as soon as I hit the ground and was a POW for two years.”
Lt. William E. Hill, bombardier, included this bit in a letter dated 29 May 1943 that he sent home
from his POW camp: “I suppose by this time you know I am a POW. Went on one mission too
many this time. I am the only officer from my crew alive, plus three enlisted men – four out of
ten! A 20-mm cannon shell exploded right in the nose of plane just behind me. I believe having a
steel helmet on my head saved my life. Flames broke out immediately and the plane went into a
flat spin. My navigator [Bartmess] was first to bail out and I followed. He landed in the water,
but was caught in shrouds of parachute and drowned. Fortunately, I stayed with the plane about 3
minutes longer and landed on the beach. Was almost knocked cold by a blow on my forehead as
chute opened and again when I landed. However, came out of it all with only a scratch on
forehead, sore spine for a few days and a little shock. Germans treat us fine and we have plenty
to eat.”
Captain Phillips, the pilot, was killed by a flak burst, shortly after leaving the target. This was
probably the same flak burst described by Lt. Hill. lst Lt. Wilborn, co-pilot, was last seen
standing on the flight deck, and could have had time to bail out, but he did not survive for
reasons unknown.
With the loss of these three planes, the 67th Squadron was left with only one aircraft and it was
being overhauled in Northern Ireland – and one make-shift crew!
68th SQUADRON:
68th Sq., #41-23819 A, Howell
RUGGED BUGGY
MACR #15509
68th Squadron Crew (with one exception):
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HOWELL, MALCOLM C.
ASN 0-727992
Pilot
lst Lt.
KIA, parachute torn, Ardennes (B-37-28)
Topeka,
Kansas
O’BRIEN, JAMES E.
ASN 0-435700
Command Pilot
POW
Major
Monogahala,
Pennsylvania
BLEDSOE, JOHN D.
ASN 0-726990
Navigator
POW
1st Lt.
Clinton,
Massachusetts
CRISAN, NORIUS
ASN 6994910
Bombardier
POW
M/Sgt.
Denver,
Colorado
McCABE, KENNETH C.
ASN 16001425
Engineer
POW
S/Sgt.
De Kalb,
Illinois
ERNST, RALPH C. (From 66th Sq.)
ASN 6863975
Radio Oper.
POW
T/Sgt.
Enderlin,
North Dakota
VAN OYEN, HAROLD D.
ASN 37144043
Well Gunner
KIA, drowned
S/Sgt.
Madison,
Wisconsin
MacCAMMOND, JAMES A.
ASN 11040993
RW Gunner
POW
S/Sgt.
Darien,
Connecticut
HUSSELTON, JOHN W.
LW Gunner
POW
S/Sgt.
Fairfield,
Illinois
CASTILLO, RICHARD M.
ASN 35278673
Tail Turret
POW
S/Sgt.
Springfield,
Ohio
Note: T/Sgt. Ralph C. Ernst was from the 66th Squadron.
The 68th Squadron lost one aircraft and crew – that being the plane flown by lst Lt. Malcolm C.
Howell with Major James E. O’Brien in the right seat as Command Pilot. Major O’Brien has
written a detailed account of this day, some of which follows, “The words came down one calm
night of May 13th that the Group was to recall all crews for a maximum effort to Bordeaux,
France. However, at 0200 hours the field order changed and to load up with 4,000 pounds of
new-type incendiary clusters for Kiel, Germany. The obvious question was ‘What good will
incendiaries do at Kiel?’ The explanation given at briefing at 0700 was that the B-17s were
going to bomb Hell out of the Sub Pens, Aircraft Factories and Seaport Facilities and the B-24s
were to kindle the fires…but it was a long trip without fighter escort!
“With vacancies due to men on leave in London, Lt. Mac Howell would have to fly as first pilot.
This seemed quite simple except that poor little Mac had never wanted to be a first pilot – he just
wanted to go home to his dear, loving wife. As #41-23819 A (Bar A) taxied out, Mac said, ‘If I
get back from this trip, I’m going to get stinkin’ drunk!’
“As we passed through 19,000 feet above the Frisian Islands, which we were to have avoided,
we saw scattered puffs of flak smoke and responded with the usual appreciation of poor
marksmanship from ground batteries. My attention was diverted momentarily to Tom Holmes’
ship which took a burst of flak and appeared to have some flames coming out of the bomb bay.
All of a sudden our ship was rocked with two explosions. One real indication of trouble was the
manifold pressure on two left engines, which dropped to 15 psi and there was a sudden drag to
the left, which Howell and I struggled to correct. I had thoughts of feathering these two left
engines but that would have been a sure give-away to German fighters waiting to come in for an
easy kill. We lost communications with the five boys in the rear of the ship, too. The formation
had leveled off onto the bomb run and we were still keeping up with them.
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“The bomb bay doors opened and the 44th let go with their clusters of matchstick incendiaries,
which added even more confusion. The clusters did not hold together for 200 feet before
breaking up. As soon as they hit the slipstream they were all over the sky in a negative trajectory,
flying back through the formation, bouncing off of wings and propellers. Nothing worked better
for the Germans at this point as the formation scattered to avoid these missiles.
“Meanwhile, we had dropped our own clusters of bombs and had plenty of trouble. The cockpit
smelled of gasoline and our unspoken thoughts as Howell and I looked at each other were fire
and explosion. We had now separated from the formation after leaving the target and I noticed at
least two other stragglers off to the right. One of them was from the 67th Squadron and the other
was Captain Swede Swanson of the 506th Squadron, which had just joined our Group [in late
March] back at Shipdham. There was plenty of company now joining us – FW 190s in formation
off to the left and Me 109s off the right wing. “Mac” McCabe, in the top turret, kept yelling
through his oxygen mask to dip the wing so he could hit them with a few .50s. Howell and I
were just trying to keep the ship flying, not knowing what else to do. We had been through this
before and somehow fate had brought us through. In the past we had outlasted German fighters
until they turned back over the North Sea, but now we were practically standing still in a 70
mile-per-hour headwind, on a heading of 285 degrees, with lots of German soil still underneath
us.
“There must have been at least two Jerrys sitting off our tail and pumping a steady flow of
cannon and .30-caliber bullets into us. I heard several .30s zing into the cockpit and bounce off
the armor plated seats. Mixed among these .30s were some incendiary bullets which made a
good mixture with the intense gasoline fumes and pretty soon we had a roaring furnace in the
bomb bay.
“My first knowledge of the fire was the intense heat all over the cockpit and I leaped out of the
seat, breaking my oxygen hose. I pulled open the top hatch to get out, saw the whirling
propellers and antenna wires. And I recall my steel GI helmet, which we wore before the
invention of flak helmets, blowing right off into the wind as I stuck my head out of the hatch. If
there was any time to take a second guess, it was here. I decided on some other exit. T/Sgt.
Ralph Ernst, radio operator, desperately kicked the bomb bay door open to make an opening
large enough to exit, providing you could make it through the smoke and flame. In the rush, I
was looking for my snap-on British-type chest pack and mistakenly snapped on a life raft
dinghy! I threw the dinghy pack to the floor and found my chest pack in time to get into the nice
quiet of the atmosphere. This final rush quickly ended in peaceful and quiet descent as I looked
up to see the secure strings of a parachute canopy lowering me to Mother Earth. But not before
the shock of pulling the ripcord and the patient wait for a jerk. But there was no jerk and I was
sure the thing had failed, especially with the handle in my hands which had a little 12 inch wire
dangling from it. I was sure something had broken. This experience for every novice parachutist
can take a few years from his life expectancy!
“On my way down, I decided that I should have my back to the wind so I experimented with the
shroud lines trying to turn the canopy so I was facing down wind. All this did was make a violent
swing that almost spilled the canopy so that first experiment ended quickly.
“Shortly after I realized I had an open chute, I looked up to see another chute coming down
beside me with one nylon panel torn open from bottom to top. I couldn’t determine who it was
but on the ground I found Crisan, Bledsoe, McCabe, Ernst, Husselton, MacCammond, and
Castillo (in a stretcher with his foot badly injured). With the very limited communications
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allowed, I was able to determine that Crisan, Bledsoe, Ernst, and McCabe did not have a bad
chute as they were alive and uninjured. Howell didn’t show up, and the first indication of his fate
was the first question thrown at me by an English speaking German medic. ‘Do you know a little
man in a yellow suit? He is toten (dead).’
“One other casualty was Sgt. Harold Van Oyen, our assistant radio operator and waist gunner.
He always had a fear of drowning, even with a Mae West life preserver. When we got our first
burst of flak, it not only stopped the two left engines but it blew a hole in the tail end, knocking
S/Sgt. Castillo out of his turret and injuring his foot. The other three boys in the rear sized up the
situation as hopeless as we had no intercom, pushed Castillo out, pulling his ripcord for him and
then bailed out themselves. Van Oyen landed in the Kiel Bay; a German ship picked him up, but
he had already drowned in his life jacket.
“Sgt. Castillo was taken to a German hospital and the rest of us were put on a train to Frankfurt
where the Germans interrogated all POWs – Dulag Luft I. After another three or four days,
Bledsoe and I were sent to Stalag Luft III at Sagan and the NCOs were sent to Stalag 17 near
Krems, Austria. For the next 23 months we were POWs.”
S/Sgt. Castillo later stated that the last thing he remembered was a couple of German fighters
sitting 20 to 30 yards off the tail of the aircraft and systematically peppering the rudders and tail
section with everything they had. He and his rear turret had been knocked out of commission by
these German 7-mm and .30-caliber fire. His ammunition box near his right foot had been hit
and wedged against his foot, which was badly mangled. The next thing he could remember was
being picked up on the ground.
A second 68th Squadron plane was also involved with casualties. This aircraft, piloted by Lt.
George R. Jansen, had crew members seriously wounded. S/Sgt. McCrady was hit by a .30caliber machine gun bullet in his stomach and died the next day from this wound. In addition,
S/Sgt. Robert Reasoner, tail gunner, had a head injury from a .30 cal. bullet, his second combat
injury; M/Sgt. Robert M. Smith, right waist gunner had 20-mm shell fragments in his right leg;
and S/Sgt. Butler was wounded in his right hand, right arm and chest from .30 cal. bullets. The
plane was badly damaged as well, including a flat tire, but Lt. Jansen made a perfect landing to
allow his men to receive immediate medical aid.
Tony Mastradone reported that McCrady was “put on a stand-by plane and flown to an American
hospital somewhere in England. The late Capt. John Young [the Flight Surgeon for the 67th
Squadron], Cpl. Clifford Hiess, and I were on the flight and everything possible was done, but to
no avail.”
68th SQUADRON:
68th Sq., #41-24009 W, Jansen
MARGARET ANN
Returned to base
68th Squadron Crew:
JANSEN, GEORGE R.
Pilot
1st Lt.
GIRARD, LOUIS V.
Co-pilot
1st Lt.
VIKERY, EUGENE P.
Navigator
2nd Lt.
GUILFORD, GEORGE W.
Bombardier
S/Sgt.
STRANDBERG, CLARENCE W.
Radio Oper.
S/Sgt.
HUFF, CORWIN C.
Eng./Top Turret
S/Sgt.
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McCRADY, LEO V. Jr.
ASN 17056134
Gunner
S/Sgt.
KIA, buried Cambridge (E-4-91)
Kansas City,
Kansas
REASONER, ROBERT J.
ASN 34242418
LW Gunner
Slightly wounded
S/Sgt
New Plymouth,
Ohio
SMITH, ROBERT M.
ASN 13027651
RW Gunner
Slightly wounded
M/Sgt.
Philadelphia,
Pennsylvania
BUTLER, RICHARD J.
ASN 13044499
Tail Turret
Slightly wounded
S/Sgt.
Philadelphia,
Pennsylvania
Note: Louis Girard was killed in action on 1 August 1943. Robert Smith was killed in action on 1 October 1943.
The tail gunner, Richard Butler, wrote the following: “It was a good day for a bombing mission
as the sky was clear except for a few scattered clouds below us. Soon after we crossed the
coastline and were over the continent, we began to have fighter attacks at irregular intervals
before we reached the target city. As we reached the outskirts of Kiel, the fighter attacks
intensified and became almost constant. At about that time I saw Captain O’Brien’s ship drop
out of formation and lag behind. He was under heavy attack and the fighters were just swarming
around them. I was unable to observe any parachutes drop from the plane because of the large
number of fighters in the area.
“As we were nearing the target, we had become ‘tail-end Charlie’ because of the loss of Captain
O’Brien’s ship. (I think we were flying #2 position and O’Brien was #3). Captain Jansen had
called me over the intercom and said, ‘Let me know when the ____ are coming in!’ When I
called and said, ‘Here they come!’ He then slipped up under the leadship of our formation and
did such evasive action that the gunners of the lead ship said they could almost touch us. They
were worried that Captain Jansen would cut the bottom out of their ship with his props.
“It seemed the fighters would never stop coming in on us. Most of the attacks were from 6
o’clock high and were mostly FW 190s that lined up one behind the other and came in. Their
tracer bullets coming at me appeared to be like little streaks of light that flashed on and off. On
one attack, I suddenly found myself hanging on my back out of the tail turret. I didn’t know what
had happened until I got back in position in the turret. At that time, I saw a bullet hole in the
turret Plexiglas at eye level just above the bulletproof glass on the rear of the turret. The bullet
would have hit me in the center of the forehead, but I was saved because I was shooting at the
right and when sighting through the gunsight, I had to bend forward and stoop slightly.
“The bullet had just broken the skin on my head. It felt just like a hard blow with a heavy club.
The bullet had torn a slit in my helmet, clipped my headset, and continued on into the aircraft
structure. My imagination took over and I could feel the blood seeping on my head. I didn’t dare
check then, but it turned out to be my imagination because the blood had remained in the area
where the bullet struck me.
“Even after the bombardier had dropped our bombs, the fighters continued to attack in large
numbers. It seemed they would never stop their attacks. By this time I had just about given up
and wondered why Captain Jansen had not rung the bailout bell. I looked in the waist section to
see if the other gunners were still there. I could see they were still firing their guns and it looked
like they were up to their ankles in spent 50-caliber cartridges.
“As the fighters had begun their attacks rather slowly, they ended their attacks abruptly. I
wondered why and looked around for a reason. The tail gunner is the last to know! There, below,
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was the coastline of the North Sea. The timing was perfect for us. My right gun was out of ammo
and the left gun had a strip of ammo about 18 inches long.
“The safety from the fighters as we reached the North Sea gave us a chance to look around for
the first time. When we saw all the holes in our plane, we thought of the new danger of the cold
water below and how long we could survive if we had to bail out or crash-land in the water.
Also, how long before we could expect to be picked up and would it be in time?
“Anyway, Captain Jansen kept MARGARET ANN going with her #3 engine feathered. All of us
in the waist kept a sharp lookout for any other signs of failure, but none appeared and we arrived
back at our base at Shipdham. The engineer shot a red flare indicating wounded aboard, and we
were cleared to land immediately. Captain Jansen made a perfect landing – he held the plane on
the left main landing wheel as the right tire had been flattened by a 20-mm armor piercing shell.
When the plane slowed until he could not hold it off the right wheel any longer, he let it touch
down and made a curve off the runway onto the beautiful green grass and soft earth of England.
The exit of the crew from MARGARET ANN must have set some kind of a record.
“MARGARET ANN was riddled. The ground crew told us later that we had 250 major holes
(1/2 inch or bigger) in our aircraft. Most of the fuel tanks had been punctured but luckily, the hits
were above the gas line. There were three holes in the tail turret. The one that hit me on the head;
one that came in at a slight angle and knocked the handle off the Plexiglas door behind me (an
early modification to keep the cold air off the tail gunner); and one that came through the bottom
of the turret and nearly cut the toes out of my G.I. shoes stored under the catwalk behind the
turret. In the turret, I wore silk socks covered by wool socks and fleece-lined flying boots. The
ground crew traced the bullet that hit me and presented me with the steel point of a 30-caliber
armor-piercing bullet.
“I’m sure those of us that still survive will always remember the first American raid on Kiel. All
of us in the rear of the plane had been slightly wounded. Besides me, the two waist gunners had
been hit by 20-mm explosive shell fragments. The bottom gunner (McCrady) had received
internal injuries and died the next day.”
Captain John W. “Swede” Swanson and crew also were lost on this mission. It was only the
second aircraft and crew lost by the 506th Squadron since joining the 44th Bomb Group in
March.
506th SQUADRON:
506th Sq., #41-24295 J, Swanson
WICKED WITCH
506th Squadron Crew:
SWANSON, JOHN W.
ASN 0-431385
Pilot
POW
Capt.
Warsaw,
Missouri
MYERS, DOUGLAS B.
ASN 0-730575
Co-pilot
POW
2nd Lt.
Joplin,
Missouri
SCHIEFELBUSCH, RICHARD L.
ASN 0-663417
Navigator
POW
2nd Lt.
Jasper,
Missouri
BANK, SIDNEY W.
ASN 0-727615
Bombardier
POW
2nd Lt.
Denver,
Colorado
MEARS, WILLIAM J.
ASN 37282895
Engineer
KIA
T/Sgt.
Knox,
North Dakota
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WOLF, FREDERICK T.
ASN 36233230
Radio Oper.
T/Sgt.
KIA, buried Ardennes (D-10-8)
Milwaukee,
Wisconsin
CHRISTENSEN, GEORGE E.
ASN 37281658
RW Gunner
S/Sgt.
KIA, buried Ardennes (D-8-57)
Bisbee,
North Dakota
DUNCAN, JOSEPH B.
ASN 33281841
LW Gunner
KIA
Martins Ferry,
Ohio
GLEMBOSKI, STANLEY W.
ASN 36196961
Tail Turret
S/Sgt.
KIA, WOM Magraten
S/Sgt.
Stanbaugh,
Michigan
Note: Apparently only a nine-man crew. Sgt. Mark Morris was assigned this day, not called out.
Doctor Richard L. Schiefelbusch, navigator, gave me this account for this crew: “Sid Banks
(bombardier) and I, in the nose of the plane, were aware at first of an order to bail out, which we
did by going out through the nose door hatch. On the way down I saw two chutes, one on each
side of me. The one between me and the coast line was Banks. I never knew who the other one
was. I came down in the Baltic about 10 miles from shore. Later I found out that both Myers (copilot) and Swanson (pilot and last one out) came down on land.
“Our plane, of course, was somewhat out of formation as the planes swung around after bombing
out over the Baltic preparing to head back to England. We were hit by fighters that queued up
ahead of our bombers and came in at us head-on.
“Lts. Myers and Swanson stated that one engine was on fire and that the instrument panel had
also been hit.
“I have always assumed that the five who died got out first, but because the plane was over the
sea and heading back toward land, those out first had the least chance of being picked up. I
estimate that I was picked up about 30 minutes later by a motorized fishing boat. The fishermen
were probably volunteer air-sea rescuers who were informal members of a rescue service along
the coast line. I suppose they spotted chutes and came out to find all the survivors they could.
“The only crew member I ever saw again (in addition to Myers, Banks and Swanson) was S/Sgt.
Stanley W. Glemboski, tail gunner. They must have fished him out of the Baltic. He was simply
a body placed in the truck that hauled us to prison from the fishing village. I am sure that there
were only five enlisted men on our crew.”
2nd Lt. Douglas B. Myers, co-pilot, also adds, “I believe we had flak damage to the inner
starboard engine (#2) which resulted in fire and loss of power. We remained in formation as best
we could, to the target and salvoed our load. We were not able to remain in formation after
turning west and when alone, were attacked by fighters. We took some machine gun fire in the
nose and flight deck areas and cannon hits in the waist area. The controls became unresponsive
and we were not able to maintain altitude. Because of the fighter attacks and the enlarging fire, it
was determined to abandon our craft.
“Sgts. Mears and Wolfe, respectively the top turret gunner and radio operator, were on the flight
deck. One of them entered the bomb bay and removed the empty cartridge casings so that he
could open the bomb bay doors. Neither of them were wounded at the time that they jumped. I
have no other knowledge concerning the gunners in the waist and tail area but have reasoned that
they could have been wounded by cannon fire. I do not know if they were able to or did leave the
ship.”
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Another 506th aircraft, RUTH-LESS piloted by Lt. Frank Slough suffered considerable damage
but upon return to base and entering the landing pattern, could not determine if the tires were
flat, so the control tower gave him orders to continue on to Northern Ireland where repairs could
be made. There were too many ships in distress at the base to chance another crash-landing.
RUTH-LESS landed without difficulty in northern Ireland.
For this mission, the first air battle of Kiel, the Group received its first official unit citation
award from the War Department. This was the first awarded in the European Theater of
Operations (ETO). Here is an excerpt from that citation:
“On this mission, a single group was, for the first time, fully loaded with incendiaries to be
dropped after the lead groups had released their high explosive bombs. Because of the trial of the
incendiaries, the 44th Bombardment Group (H), which had been assigned this task, was required
to continue its bombing run for some two miles beyond the release point of the other groups in
order to bomb effectively. To accomplish this, it was necessary to fly alone, without supporting
fire power of other groups, over one of the most heavily defended areas in Germany with a
formation considerably smaller than the minimum for mutual self-protection. The mission was
undertaken with full knowledge of the extreme hazards involved. Its successful performance
demanded the highest degree of bravery and skill.
“With only 19 B-24s, the 44th Bombardment Group (H) followed three B-17 groups to the
target. Fierce and determined attacks by some 120 enemy fighters commenced at the German
Coast and continued until after leaving the coast on the return route. After the B-17s had reached
their release point and turned away, the 44th Bombardment Group (H) proceeded alone in the
face of continuous attacks by swarms of enemy fighters and increasingly concentrated flak. By
opening its formation as required to clear the incendiaries of ships ahead, it was rendered
particularly vulnerable to enemy attack. Five of its airplanes were shot down on the approach to
and over the target. Despite these losses, the group held the necessary formation and continued
on its run alone to its bomb release point. Bombing was extremely accurate and the target was
blanketed with incendiaries. Widespread fires destroyed or damaged many enemy installations.
One additional airplane was lost after leaving the target. This small force was officially credited
with 23 enemy aircraft destroyed, 13 probably destroyed, and one damaged.
“The successful fulfillment of this highly dangerous mission was due to the extraordinary
courage, skill, and devotion to duty of all concerned, which will always be worthy of emulation.
Such heroism reflects the greatest credit on the Army Air Forces.”
Note: For an excellent account of this mission, refer to the 2nd ADA Journals. See the article written by Lt. Col.
Fisher in the June 1984 issue (pages 18-19) and continued in the September issue 1984 (page 10).
68th SQUADRON:
68th Sq., #41-23813 V, Holmes
VICTORY SHIP
Returned to base
68th Squadron Crew (partial):
HOLMES, TOM W. Jr.
Pilot
Capt.
WEANT, W. BAXTER
Co-pilot
2nd Lt.
STINE, ROBERT J.
Navigator
1st Lt.
KLEKAR, HOWARD R.
Bombardier
1st Lt.
FLESHER, ISAAC A.
Radio Oper.
S/Sgt.
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DEBERRY, SAM H.
Eng./Top Turret
S/Sgt.
CARLSON, EDWIN L.
Belly Gun
Sgt.
BOWDEN, EDWARD F.
RW Gunner
S/Sgt.
BALAZOVICH, MICHAEL J.
LW Gunner
S/Sgt.
GREEN, GEORGE L.
Tail Turret
Wounded
S/Sgt.
Note: Holmes mentions that several crewmembers were wounded, including the radio operator who is not
named in the account but may be Isaac Flesher.
In 1991, Lt. Col. Tom Holmes wrote the following account of the mission:
“The Kiel Raid took place May 14, 1943, and turned out to be the worst raid I ever made. Before
it began, little did I realize how rough it would really be.
“Recently, while recuperating in Beaumont’s St. Elizabeth hospital from my second major
surgery in four months, I looked out my hospital window overlooking the lawn and I could see
Old Glory proudly waving in the spring breeze and, just beneath, our beautiful Texas flag. It is
always with pride that I observe our flag. To see these flags waving there over the Land of the
Free tells me it was worth all the effort back in May 1943, when we made the big raid on Kiel in
Northern Germany.
“I had been in England approximately seven months and was a captain in the 68th Squadron,
44th Heavy Bomb Group, flying B-24-D Liberators in daylight raids over Germany and France.
This raid was one of two Presidential Citation raids. The other was the Ploesti raid over the
Rumanian oil fields which was made at treetop level and one in which we had some awfully
heavy loses, about the same ratio as the Kiel raid.
“Awakened about 3 a.m. this particular morning, dressing in cold barracks, we put on winter
flying clothes because at high altitude temperatures can be somewhere around 45-65 degrees
below zero. No heaters were used in the aircraft because heat would fog the windshield and we
could not see enemy fighters as clearly. After breakfast we went to the briefing room to get
details on the raid we would make this day. Everything we needed to know including bomber
formations, who was flying and in what positions, we wrote on rice paper. In case we should be
captured we could eat this critical information so that the enemy would find no evidence of our
plans or of how many aircraft was involved. Our group put up 21 airplanes that day, our
squadron furnishing six. There were five to six other groups, both B-17s and B-24s making this
raid
“We were to bomb the shipping yard and harbor in Kiel. I had no idea we would lose seven of 21
planes, including our new squadron commander of six weeks, Major Jim O’Brien. Jimmy was
going along this day to check out his co-pilot Mack Howell, who would be a first pilot from then
on. Mack was one of two of the smallest men in the outfit, men we nicknamed “dusty butts”
because they had to sit on extra pillows to get up to the height of the controls.
“We took off about 7:30 a.m. The leader began to circle the field to allow all of us to get into the
air and join the formation before starting across the English Channel. This was routine. Many
times we had to go through clouds and it was pretty rough. Frequently we would circle and join
on top of the clouds. We started across the North Sea, staying well off the coast of Holland and
off the coast of Germany to avoid anti-aircraft guns.
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“We flew well off the coast, past Heligoland, an island off the northern cost of Germany where
we turned inland to go straight to the initial point. At this point the bombardier takes control and
guides the plane to the bomb release point, one of the most dangerous parts of the mission since
the plane has to go straight and level, directly toward the target, thus giving the anti-aircraft guns
an easier target.
“This day we carried some new magnesium bombs, also called incendiaries (large clusters
banded together in small individual packets). Our ordnance people thought these bombs would
drop several hundred feet in a package, then break, and scatter, so they would thoroughly cover
the target area. Though that proved not to be the case, they thought the extremely hot magnesium
bombs would cause a great many things to burn. (More about that later.)
“Shortly after we turned in over the coast, we began to pick up fire from the German anti-aircraft
guns, some of the best in the world. The 88-mm. guns were very effective. Though we were
flying at 28,000 feet, which helped a lot, those shells can easily come to that height and explode
on contact. Frequently they would explode on a pre-set time in order to scatter a lot of shrapnel
into the sky which might bring down some planes.
“It took about an hour and 45 minutes from the coast of England to the coast of Germany and
then towards the initial point. All eyes strained to catch a glimpse of German fighters that we
knew would jump us anytime after we crossed inland. German fighters scarcely ever surprised us
since we could always see them 20-30 miles away. We would see the sun shining on their
canopies or something bright that would always give them away.
“This time we were jumped by 125-130 German fighters (my estimate). Once we got to the
initial point, we made a left turn toward the target: the ships and harbor at Kiel. Just as we started
to open our bomb bay doors, we were hit from the ground by a big artillery shell and there was a
loud explosion in the bomb bay, and we were unable to drop the bombs. The doors were pretty
well blown off the belly of the airplane. We couldn’t drop the bombs and we couldn’t get rid of
them, yet they did not burn. All of the hydraulic system was blown out, which disabled the
brakes, flaps, and other controls dependent on the system. We’ll never know why the magnesium
bombs did not burn us up. It had to be the intervention of the Good Lord.
“We started in to the target in formation with our other friends in order to protect each other
from the German fighters. But a group of B-17s somehow got about 4,000 feet above us at
approximately 32,000 feet As we were on our bomb run I looked off to the left of the wing about
200 feet, and saw a whole string of thousand pound bombs sailing down past us, dropping from
the B-17s above.
“This was pretty scary, but fortunately they didn’t hit us. We were just glad they were headed
toward the target. When we got to the point of release, instead of our bombs dropping a few
hundred feet and exploding, they came out like a basket of leaves and scattered the minute they
came out of the bomb bay. We were flying a step-down trail formation and there was absolutely
nothing to do but jump them because we didn’t want to run into them and set our plane on fire
from our own bombs. Fortunately I had room to hop over them.
“Some of our planes were not that fortunate and ran into them. Some of the bombs lodged in the
engines and other places but did not go off or ignite; this was all that saved those planes.
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“After releasing the bombs we made a left turn to head back toward the ocean. We were a long
way inland and had a bitter struggle with the German fighters as well as anti-aircraft shells that
continuously harassed us as we withdrew.
“About that time there was a loud explosion on the right side of the cockpit and I thought my copilot, Willie Weant, one of our better co-pilots, was hit, but when I looked at him he gave me a
big OK sign with his index finger and thumb, and a broad smile spread past his oxygen mask.
“Some fragments did get past him and hit the radio operator right in the middle of his forehead.
There was a lot of bleeding and it looked like the boy was dying. I was awfully worried about
him. Later I found the wounds were superficial and real shallow. Outside of being covered with
blood he was all right
“After taking evasive action, we retreated to the coastline. One fighter came in so close and so
straight at us I couldn’t see how we could avoid running into him. Occasionally the fighter pilots
would be shot and come in out of control, taking one or two bombers with them. But this fighter
was coming directly at us from just slightly above and a little to our left. At the very last moment
it looked as if there was no way to avoid a head-on collision and I ducked my head to get set for
the collision which, miraculously, never took place.
“In a split second we were back on the job, grateful we had avoided the head-on crash. We
fought these fighters for almost 45 minutes until we got back out to sea. By this time, they had
diminished somewhat and we got back on our course back to England.
“Phil Phillips, an old friend of mine then and now, was flying the Lemon Drop on my right wing
and we noticed a B-24 with two engines smoking rather badly. We figured he needed a little
protection to get home, so we latched onto him and flew in number three position. Phil flew in
number two on his right wing and we escorted him back to England. He was from another group
and we never did learn just who he was, but we flew with him all the way back.
“We got in a little too close to the coast of Holland and picked up seven German fighter planes.
Out of the seven, two were FW 190s, a single radial engine fighter plane, much like our P-47s.
They were armed with 20-mm. cannons. When the leader of the two FWs made a pass at our
three planes, one of our gunners nailed him. As he went down in flames his wingman quit and
went back home.
“That left us with five Me 210s, twin-engine German Messerchmitts. As we were returning
across the North Sea, the three of us were harassed by these fighters. As our tail guns were
inoperable and our tail gunner wounded, though not seriously, he stayed at his position. One of
the twin-engine fighters saw our tail guns weren’t working and tried to make a run at us from the
rear. Sgt. George Green, our tail gunner, told me about it on the intercom. I told him to call out
the range and as soon as the Me 210 got close enough, I pulled the plane up into a steady climb,
thus giving the top guns a shot and maybe we could get him.
“He called out 1,000 yards, 900, 800, 700, and when he called 600 yards, we figured he would
start firing pretty soon, so I put the plane into a gentle climb at about a 25-degree angle…our
engineer and top gunner [Sam DeBerry], was turned around, waiting. He fired two short bursts
and the second one set the German’s right engine on fire and he crashed in the sea. That left us
with four Me 210s to fight, giving us a running battle all the way across the North Sea. Between
the three of us we finally were able to shoot down three more German planes, making a total of
five of the seven German bandits.
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“We were still harassed by the fifth plane, but he seemed uneasy about coming too close and
would sit off at long range and lob shells at us. Though he was ineffective we still were unable to
shoot him down. He stayed with us until we were within sight of the English Coast. Fearing
British fighter planes, he took off from whence he came, somewhere in Holland.
“In the meantime, Major O’Brien and Mack Howell were knocked out somewhere in the
intensive fighting from the target area back to the coastline. I was leading the second element
that day and, although they were flying in the number three position on my left wing, I was so
busy I never really realized when they went down. It was much later that I learned they had
bailed out. They lost two engines on one side and were surrounded by enemy planes. O’Brien,
the last one out, just barely cleared the plane when it exploded and his face was badly burned
and his eyebrows singed when he dived through the fire in the bomb bay. All the crew had to
jump through the burning bomb bay, but I think they all made it safely down except little Mack
Howell. I feel sure he was dead when he hit the ground.”
Note: The crew, including O’Brien would spend two years in German Prisoner of War Camps. Because of
malnutrition O’Brien lost all his teeth and a lot of weight. He died in his sleep at his Pittsburgh, Pa. home on
July 25, 2001.
“Once the last German fighter broke away, I asked our bombardier [Howard Klekar] what he
could do to get rid of our bomb load. He got a pry bar and went back to the bomb bay where
everything was in a shambles, but he was able pry the bombs out and get rid of our load before
we got back to land.
“Once we released the bombs we began to worry about the landing. With our hydraulic system
gone, nothing happened when we attempted to lower our gear. We had a backup cable system, so
the flight engineer was able to wind the main gear and the nose gear down, but the left main
wheel would not lock. It had a strut on it and a yellow indicator on the strut would show when it
was locked. Initially, it was not locked.
“We worried with this gear for some 40-45 minutes before finally getting it to lock. We were
kicking this gear in and out with the rudder trying to make the weight of the wheel pop it in and
make the strut lock.
“Our worries were not over because we found three of the men were wounded, though not
seriously. Our usual procedure was to bail out the crew over the field letting the pilot and copilot take the disabled bomber up to the wash about 20-25 miles northeast of our base and head it
out to sea. They would then bail out and the British fighters would shoot the bomber down to
keep it from flying across the channel or getting into the hands of the enemy.
“Since we had three wounded men we decided to make an attempt to land at our home field.
Because of the failure of the hydraulic system, we had no flaps and no flap backup. We
attempted to come in real low and I was going to try and land in a plowed field just before the
end of our runway. Not accustomed to this procedure, I overshot a little and landed on the
runway near the end and we landed fairly hot because we had no flaps to slow us down.
“I tried to zigzag the plane all the way down the 6,000-foot runway but unfortunately there was
not much wind, and when we got to the end of the runway, we were still doing about 40 miles
per hour. There was a taxi way on my right and directly in front about 150 yards out was a rural
road and deep ditch. I knew if we went straight ahead into that ditch we would probably break up
and burn. Getting out of a burning B-24 is no easy job, especially if it has crashed. So I did the
only thing that occurred to me – put full power on number one and number two engines on the
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left side and turned it to the right. We made a smoking, screaming turn to the right and with the
help of the Good Lord, we were able to head the plane up the taxi way, off the end of the
runway.
“We later discovered 13 strands of a 16-strand rudder cable had been severed and all the time we
had been kicking the rudder hard to get the gear down and locked and down the runway we were
fishtailing back and forth trying to slow down, we never realized only three strands were
holding. This was just another sort of miraculous happening.
“We were so grateful and so relieved after making the turn onto the taxiway that I reached down
(we were still doing 20 miles per hour) and hit the master switches and killed all four engines.
Once our engines began to die, I realized I had no brakes and no way to steer and we were
heading toward a parked B-24 over on the first dispersal on the left. Watching us land were
ground crewman standing around and others sitting on the parked B-24 and in nearby jeeps and I
stuck my head out of the pilot’s side and yelled a warning that they should all run as we were
coming through with no control. Again, the Lord was with us because the main gear, the one that
was not locked, held up and survived the severe right turn, but we also ran off the perimeter to
the left and when we hit the soft dirt, it immediately spun the plane around, stopping us just 1520 feet short of the other bomber, almost in perfect formation position with wings overlapping.
“We had cursed the ever-present mud at Shipdham. It had caused us much distress. In this case,
however, “It is an ill wind that blows no good.” This day the mud was a lifesaver. I truly believe
it saved our lives and two B-24s, ours and the one we were about hit and maybe many other men
on the ground.
“We were so relieved to get stopped, we got out, and I immediately kissed the ground. I was so
glad to get back. The wounded men were taken to the hospital by ambulance and the rest of us
were loaded into a truck, to be taken to debriefing where we would try to summarize the raid’s
results.
“The damage to the airplane was severe. We had taken one 88 mm. into the bomb bay, a second
one had hit the left rudder on the tail, pretty well stripping it off at the hinges. We also counted
twenty-seven 20-mm. cannon hits, direct into the plane, but none were vital and none set us afire.
We had numerous flak holes and several strings of bullets from fighter planes laced the plane.
“There were several hundred holes in this old V VICTORY, our airplane that day. We had been
extremely fortunate to get back at all. It had been a long day - seven and a half-hours - five and
half hours engaged in battle.
“Now you can see why I sum this raid up as probably the worst I ever made.”
17 May 1943
Bordeaux, France
The Bordeaux submarine repair shops were the objective of the 44th bombs. This mission was
made in two flights for several reasons. The assigned aircraft first flew to Davidstowe, England
on the 16th to be closer to the target as well as to have complete secrecy from German spies as
well as from their radar. On the morning of the 17th, the aircraft took off for the target, which
was to be the longest mission in distance to this date and its execution demanded exacting work
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from all of the crew members, especially the navigators. It was necessary to fly west, out and
around the Brest peninsula, and then back east to target.
The Germans were taken completely by surprise, the target was hit with excellent results, no
enemy planes seen and only moderate flak. One of our 66th Squadron crews was forced to seek
refuge in Spain, a neutral country.
66th SQUADRON:
66th Sq., #42-40130 H, Hilliard
AVENGER II
MACR #3301
66th Squadron Crew:
All men interned in Spain
HILLIARD, RAY L.
ASN 0-431193
Pilot
Interned
1st Lt.
DAMRON, ALFRED C.
ASN 0-431128
Co-pilot
Interned
1st Lt.
Alexandria,
Virginia
AUSTON, WILLIAM T.
ASN 0-726975
Navigator
Interned
1st Lt.
Houston,
Texas
SCHWEYER, RALPH
ASN 12038908
Engineer
Interned
T/Sgt.
Brooklyn,
New York
FELSECKER, ROBERT E.
Radio Oper.
Interned
T/Sgt.
Calumet City,
Illinois
GIBSON, CHESTER C.
ASN 33074178
Belly Gun
Interned
S/Sgt.
Natrona Heights,
Pennsylvania
HOOPER, ROBERT L. Jr.
ASN 18104567
Photographer
Interned
S/Sgt.
San Antonio,
Texas
TRITSCHLER, PHILLIP H.
LW Gunner
Interned
S/Sgt.
Nashville,
Tennessee
WHITLOCK, GEORGE E.
ASN 11037527
Tail Turret
Interned
S/Sgt.
Concord,
New Hampshire
CARSON, JOHN B.
ASN 14043222
RW Gunner
Interned
Sgt.
Highland Park,
Tennessee
lst Lt. Ray L. Hilliard’s aircraft developed engine trouble before reaching the target, but much
too far away from England to attempt to return all that distance over water, so he elected to take
his chances with a neutral country. This he was successful in doing, all men were interned.
However, the entire crew later returned to the 8th Air Force on the eighth of August 1943, after a
period of more than two months.
lst Lt. William T. Auston, navigator, added these words, “We had fuel problems caused by our
malfunctioning engines and couldn’t make the long trip back to England. (Back out and around
the Brest peninsula) About our only choice was to go to a neutral country, with Spain being the
obvious one. Approaching Spain, we were flying at a high altitude looking for a field and finally
saw a fighter base way below us. We were losing altitude as we were down to one engine
running and came in for a landing on their short runway. Lts. Hilliard and Damron had to set
their brakes very hard and we skidded along on the runway because we saw a steam roller
blocking our path at the end of the strip! No one was injured – a successful landing. The name of
the airfield was Alhama de Aragon, which is located northwest of Saragossa and almost due
south of the French coast.
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“Later, our crew was loaded into an old bus and we were transported through several villages
and cities like Seville and Madrid. Eventually we arrived at Gibralter where they, at last, made
arrangements to fly us back to England.”
Sgt. George Whitlock, tail turret gunner, said, “This was my eighth mission. I remember that we
were still out over the ocean when two of our props ran away, and we immediately dropped like
a rock. We immediately salvoed our bombs and threw overboard everything we could get loose.
The pilots got things back under control at about 2,000 feet, I’d guess, and we headed for Spain.
We managed to gain some altitude on the way, and landed without any enemy action.
“After about two months, we made our way down to Gibralter and were there for nearly two
weeks – 3rd of August – when we were loaded into a C-47 and flown back to England. A few of
us were reassigned to an anti-submarine patrol unit at Talbenny, Wales [the 479th], where we
flew eight more missions out over the Bay of Biscay. That unit disbanded, so I was assigned to
the 392nd BG until we were shot down in July 1944, and it was a POW Camp for me until the
end of the war.”
68th SQUADRON:
66th Sq. Casualty
Capt. Diehl’s aircraft
Returned to base
Waist Gun/Radio Op. T/Sgt.
KIA, WOM Cambridge
Springfield,
Missouri
68th Squadron Crewman:
HOGAN, HARRY C.
ASN 37009698
On this Bordeaux mission, one of the more unfortunate accidents of the war took place. As
Captain Diehl was heading his plane across the Bay of Biscay a mere twenty miles from the
coast of France, he suddenly heard the excited voice of S/Sgt. Herbert H. Gentry, his engineer,
who was manning the gun at the right waist window shouting, “We’ve lost Hogan out of the
window!”
As they were nearly on the bomb run, there was little else to be done except man their stations. It
was not until they had started back on the route for home that they discussed what happened.
T/Sgt. Harry C. Hogan had been standing by the left waist window when somehow, his
parachute accidentally opened and was immediately caught in the speeding air stream and was
sucked outside through the open window. Hogan was pulled out through the window to his
death, the parachute being torn and Hogan hit both the fuselage and tail assembly before falling
clear and then down to the ocean below. He must have been seriously injured by the contacts
with the aircraft, so there was little chance of surviving once into the cold water below.
2 July 1943
Ground Crew Incident, Cornwall, England
Shortly after the Air Echelon departed Shipdham on 26 June several of the Ground Echelon were
moved to southwestern England to assist the Anti-Submarine Group personnel with their
Liberators on patrol from there. Two men from the 68th Squadron were killed when making
contact with a German land mine at Mawgen Porth Beach, near St. Eval Air Field, Cornwall.
68th SQUADRON:
68th Sq. Casualties
Killed by mine explosion
68th Squadron Ground Crew:
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CALVIN, WILLIAM A.
ASN 7010352
Ground crew
S/Sgt.
KIA, buried Cambridge (D-5-69)
Oklahoma City,
Oklahoma
CLOSSON, WILLIAM E.
ASN31088145
Ground crew
Private
KIA, buried Cambridge (D-4-69)
Milton,
Massachusetts
2 July 1943
Airdrome, Lecce, Italy
On June 26th, the 44th BG departed Shipdham, having been placed on temporary duty in
northern Africa, at Benina Main Airdrome, approximately 20 miles west of Benghazi, Libya.
Most of the crews took two days en route. The first target while operating from this base was the
Italian Airdrome at Lecce, Italy.
Twenty-four of our bombers departed base but only 19 of them reached the target and bombed,
all with excellent results. However, one 68th aircraft was lost shortly before the target, and
another one was forced to ditch in the Mediterranean.
68th SQUADRON:
68th Sq., #42-40094 Bar-E, Garrett
MISS VIRGINIA
MACR #21
68th Squadron Crew:
GARRETT, WILMER J.
ASN 0-727982
Pilot
Eye injury
1st Lt.
Fresno,
California
LEHNHAUSEN, ROBERT J.
ASN 0-728890
Co-pilot
Cuts & bruises
lst Lt.
Peoria,
Illinois
JOHNSON, CARL E.
ASN 0-730268
Navigator
Broken ankle
lst Lt.
Riverside,
Rhode Island
LAFLEUR, ROBERT A.
ASN 0-727351
Observer
Capt.
KIA, WOM North Africa
Waterville,
Maine
TAYLOR, ORAN J.
ASN 18062096
Bombardier
T/Sgt.
KIA, WOM North Africa
Raymondsville,
Texas
WAITE, EDWARD R.
ASN 13013601
Engineer
Cuts & bruises
Sgt.
Chareroi,
Pennsylvania
BRZOZOWY, ADOLPH E.
ASN 11018046
Radio Oper.
Cuts & bruises
T/Sgt.
Turner Falls,
Massachusetts
BERNSTEIN, DAVID G.
ASN 39234569
Asst. Eng.
S/Sgt.
KIA, WOM North Africa
San Diego,
California
TENOSKY, ANDY J.
ASN 16072477
Waist Gun
S/Sgt.
KIA, WOM North Africa
Sesser,
Illinois
COLE, MELVIN J.
ASN 11012152
Hatch Gun
Chest injury
S/Sgt.
Waterbury,
Connecticut
GARRARD, JAMES M.
ASN 14070592
Tail Turret
S/Sgt.
KIA, WOM North Africa
Greenwood,
Mississippi
This first 68th Squadron aircraft was damaged over the target by flak hits in the #1 and #2
engines, tearing a hole in the gas tanks between these two engines as well. The plane ran short of
fuel on the return across the Mediterranean Sea and was forced to ditch in the water. When the
plane struck the water, Lt. Lehnhausen, co-pilot, was thrown completely through the windshield.
He swam back to the stricken craft and released a life raft, and then seeing that a number of the
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crew were having difficulty with the second raft, swam to it and found that a rope securing the
raft had become fouled in the wreckage. All efforts to disentangle the rope failed and Lt.
Lehnhausen, fearing that the sinking airplane would drag the raft and the injured men under,
took the rope and managed to chew it in two, releasing the raft!
For this heroic deed and his gallant efforts beyond the call of duty, Lt. Lehnhausen was awarded
the Soldier’s Metal.
68th SQUADRON:
68th Sq., #42-40745 Bar-A, Peterson
MACR #22
68th Squadron Crew:
Entire crew KIA
PETERSON, ROBERT E.
ASN 0-421662
Pilot
KIA
1st Lt.
CRAMER, THOMAS R.
ASN 0-23925
Command Pilot
KIA
Major
TABOR, JAMES A.
ASN 0-736908
Navigator
KIA
2nd Lt.
MONAHAN, EUGENE R.
ASN 0-734485
Bombardier
KIA
2nd Lt.
PHARIS, CHARLES W.
ASN 34268115
Engineer
KIA
T/Sgt.
Douglas,
Georgia
COONEY, WOODROW J.
ASN 35307128
Radio Oper.
KIA
T/Sgt.
Cleveland,
Ohio
NIZNOK, STEVE
ASN 35307431
Asst. Eng.
KIA
S/Sgt.
Cleveland,
Ohio
HALL, CLIFTON C.
ASN 18157469
Asst. Rad.
KIA
S/Sgt.
Austin,
Texas
SMITH, HARRY G.
ASN 35370944
Waist Gun
KIA
S/Sgt.
Sullivan,
Indiana
YOAKUM, ARTHUR M.
ASN 36068208
Tail Turret
KIA
S/Sgt.
Decatur,
Illinois
The MACR has two versions of what occurred. One observer states that just as we crossed the
coast of Italy, and before we reached the target, he looked back to see an Me 109 coming up
from below at about 0730 o’clock. The Me 109 was firing at ship #42-40745 and was apparently
hitting it from the bomb bay to the cockpit. Smoke was coming out of the left wing. The ship
turned over on its back and started down in large circles. The next thing he saw was a flash at
about the time of the crash. He did not see any of the crew bail out.
A second witness said, “I saw cannon shells bursting off of the right wing of ship #42-40745 and
saw that #4 engine had been hit, and started smoking. Apparently the cockpit had been hit as the
ship started down on its left wing, out of control. None of the crew bailed out.”
Captain Lehnhausen stated that this was the first mission for Lt. Peterson and that Major Thomas
R. Cramer, as per his usual procedure, flew as co-pilot to offer his experience to this new crew.
Lt. Raymond Hamlyn, the regular co-pilot, did not fly that day. Colonel Leon Johnson later said
that Thomas Cramer was a super person who had all the qualifications to become Chief of Staff.
It was a tremendous loss!
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In response to an inquiry to the Department of the Army, I received the following reply dated
September 26, 2004: “Our official files reveal eye witness accounts, that airplane B-24D, #4240745 assigned to the 44th Bombardment Group, 68th Bombardment Squadron departed Benina,
Libya, on an operational mission to Lecce, Italy, at approximately 0931, July 2, 1943. The
weather conditions were given as South, South West surface wind with unlimited visibility.
Shortly after crossing the coast of Italy, the airplane was intercepted by a German fighter, an Me
109, and a running battle ensued. The intercepting aircraft riddled the bomber from its bomb bay
to cockpit with machine gun and cannon fire. The fighter then proceeded to disable the already
damaged plane by concentrating its attacks upon its wings and engines. Cannon shells damaged
the right wing severely, number four engine was smoking, and smoke was coming from the left
wing. The cockpit of the bomber was hit and the plane turned over and went down out of control.
None of the crew was seen to parachute from the plane during its descent. Immediately after the
plane crashed to earth, it burst into flames and the flash was seen by other planes of the same
formation flying high above.
“Members of the American Graves Registration Service recovered remains from a mass grave in
Muro Leccesse Civilian Cemetery, and the Civilian Cemetery of Cavallino, Italy. These remains
were reinterred in the United States Military Cemetery, Bari, Italy, with unknown designations,
pending further investigations. Although the circumstances rendered individual identification
impossible, sufficient evidence was present to determine that the unknown remains were those of
the 10 service members of flight #42-40745 and to warrant a group identification of the remains.
“These group remains were interred in Zachary Taylor National Cemetery, located in Louisville,
Kentucky, in accordance with the provisions of Public Law 383, 79th Congress, as amended by
Section 3, Public Law 368, 80th Congress. Final internment in a National Cemetery in the
United States where perpetual care will be given to the graves is fitting and proper. This
particular National Cemetery was selected in order that no undue burden of travel would be
placed on any one family wishing to attend the burial services.”
17 July 1943
Naples, Italy
27 of the 29 aircraft dispatched bombed the target of Naples, Italy with good results. Defensive
flak was quite heavy and there were several aircraft damaged. One of these was a 67th Squadron
aircraft piloted by Lt. C.S. Griffin.
67th SQUADRON:
67th Sq., #42-63763 F, Griffin
LADY FIFINILLA
MACR #149
GRIFFIN, CURTIS S.
ASN 0-727211
Pilot
Capt.
KIA, WOM Sicily/Rome
Kansas City,
Missouri
POTTER, JOSEPH H. Jr.
ASN 0-736345
Co-pilot
2nd Lt.
KIA, buried Sicily/Rome (H-8-13)
Fairhaven,
Massachusetts
LEVINSON, SAMUEL E.
ASN 0-795273
Navigator
POW
2nd Lt.
Greenville,
Kentucky
ROUSER, CHARLES L.
ASN 0-734961
Bombardier
POW
2nd Lt.
Elwood City,
Pennsylvania
67th Squadron Crew:
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CORCORAN, JAMES A.
ASN 11037316
Engineer
POW
T/Sgt.
Brockton,
Massachusetts
HARRINGTON, DAVID G.
ASN 17037028
Radio Oper.
T/Sgt.
POW, injured, repatriated
St. Paul,
Minnesota
SWANSON, ERNEST V.
ASN 37211566
RW Gunner
POW
S/Sgt.
Smolar,
Kansas
GREATTINGER, GORDON J.
ASN 16048131
LW Gunner
KIA
S/Sgt.
Caledonia,
Wisconsin
NICHOLLS, ROBERT W.
ASN 39678019
Hatch Gun
Evadee, returned
S/Sgt.
Mina,
Nevada
TERABERRY, PHILLIP F.
ASN 19101247
Tail Turret
Evadee, returned
S/Sgt.
Malcom,
Iowa
Note: Lt. Levinson, navigator, was a substitute for Lt. Walter Sorenson. Lt. Levinson was from Lt. Worden
Weaver’s crew. And as fate would have it, Lt. Walter Sorenson was a member of Worden Weaver’s crew that
was lost over Ploesti. Both of the navigators managed to survive these mishaps!
George L. Kelsey, who was in another aircraft, made these observations of the fate of LADY
FIFINILLA: “When I first saw Lt. Griffin’s ship, he was out by himself, heading in for the
formation. There was smoke coming out from the wing at approximately the position of the #4
engine. There were two fighters coming in on the ship. One at about 2 o’clock high, and one at 6
o’clock low. There was one chute that came out by itself. The ship then looked to be out of
control and sliding off to the left. The right wing broke off between #3 and #4 engines. At the
same time, five other chutes came out. The last I saw of the ship it was headed down towards a
bunch of white clouds. It looked like the ship might have been partially brought under control at
this time.”
Lt. Rouser, bombardier on this stricken aircraft, was an original member of the Leroy Hansen
crew (see 13 November 1943), but was selected to fill the bombardier slot on Griffin’s crew. As
Rouser became a POW on 17 July, he never flew a combat mission with his regular crew. About
this mission, Lt. Rouser stated, “We were hit by flak over the target and our controls were
damaged. Approximately a dozen fighters – 4 or 5 Italian and the rest German – finished off our
plane, setting two engines on fire (#3 & #4). Immediately after bailing out, I saw the wing of the
plane hurtle past me, and then the plane itself spun past on the way to earth. Of the ten of us in
the plane, 8 parachuted out – and one of these, the co-pilot Potter, was shot by the Italian soldiers
as he hit the ground.
“Captain Griffin, the pilot, and one of the waist gunners [this could have been Greattinger] – did
not get out and I heard from others of the crew later that they both had been wounded in the
plane. Two of the men were hurt very badly while landing. One was the Radio Operator
Harrington, who had a broken right hip (later repatriated) and another whose name I have since
forgotten [believed to be Sgt. Corcoran], hit the top of a fence post with his face and it was
terribly lacerated. He, too, was later repatriated to the States to have plastic surgery performed.
“I was the first one captured by the Italians, both civilians and military, and given pretty rough
treatment. This began a very long experience for me of two years – in 13 different prison camps,
an escape which lasted 7 months, etc…” Rouser’s escape from the Italian mainland ended when
he was recaptured while moving south through German lines. He was finally freed from his
POW camp by General Patton’s tanks in Moosberg, near Munich.
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(Then) Lt. Cameron included this in his recollections: “On this day, for some odd reason I can’t
remember now, we had a seventh airplane flying under our box formation of six B-24s; i.e. two
flights of three aircraft. This was a most vulnerable position as the fighters would attack this low
aircraft staying away from our upper guns. It is quite probable that the fighter attacks which we
came under were directed primarily at this aircraft piloted by Lt. Griffin, who was one of our
best...At any rate, our crew blasted away at these enemy fighters for possibly a half hour or
more. Unfortunately, though, we lost Lt. Griffin. Word came back later that Joe Potter, a member
of that crew, was killed by Italian farmers after he had parachuted safely.”
Phillip Teraberry, the tail gunner recalled: “We were bombing the docks and marshalling yards
at Naples on the day that we bought the farm. We were at about 25,000 feet, I think, had dropped
our load and were turning to haul out of there, when we got it in the #4 engine. We dropped out
of formation to the right, then the fighters hopped on. The bell dinged to abandon ship and I got
out of the turret, I unplugged heated suit, intercom, but left oxy tube plugged in. I figured I
would suck oxygen until I got up to the back hatch. Well, I got there, had a hell of a time getting
my chute pack hooked up. Had put it on a whole lot of times in practice, but that day it balked,
finally managed. When I got to the hatch, Harrington was facing me on the front side, then I saw
Nicholls go out the left waist window, about that time, the damn oxy hose came loose at the
other end and hit me a wallop, I stepped back, ripped the mask off, and Harrington went out the
hole, me right behind him. Greattinger was ready to jump, but never did, rode her down I guess. I
saw the guys from up front out before we did.
“Anyhow the chute worked, thank God, and I saw Harrington and Nicholls below me, being a
little guy, about 125 lbs., I guess I did not go down as fast as they did. The wind was blowing
pretty good so I was drifting pretty smartly, I saw this little creek with trees on the banks,
anyhow my chute caught in the trees and flipped me head first into the creek bank. I came to
hanging about 4 feet off the ground, bleeding like a stuck pig. Nicholls, who landed about a
block away came running up and poured sulfa on my face and wrapped me up. Boy, I smeared
my nose all over the left side of my face.
“We started to walk, I don’t know where, but we could hear people crashing around in the brush
around us, and here comes the paisano civilians, mad as hell. They had found Harrington who
had hit a tree and broke his leg. I was wearing heated suit, fatigue pants, khaki shirt, flight
coveralls, flight jacket, helmet and gloves. Well they stripped off the coveralls and then took our
belts, I guess they figured we could not run because our pants would fall down. Anyway, that
mob was damn ugly, finally a couple German soldiers showed up and ran them off. They had a
litter and loaded Harrington up and took us to the local jail in a little town called Avellino. They
had the rest of the surviving crew members there.
“From there Harrington and I were taken to the local hospital in Avellino, there they did set his
leg, me nothing. After several days a guy from the International Red Cross showed up with a
card we could send home, which my folks got, all they knew was MIA, so it was a great boost
for them. This guy could speak English so I told him we would like to go to a POW camp where
at least English was spoken. A couple of days later we were loaded on a train, and eventually
landed in Sulmona POW camp.
“Harrington went to the infirmary, such as it was, and they made him as comfortable as they
could. Myself, I had started to heal pretty good, but looked like hell, so they left good enough
alone. Swanson, Nicholls and Corcoran were sent to another POW camp in Italy, and the officers
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were sent to Germany, or so I was told by Swanson and the others who I saw in London after we
all managed to get out of Italy.”
After spending some time in an Italian POW camp, Teraberry escaped and headed south with a
small group of POWs that was made up of Teraberry, two English Sgt. Hurricane pilots, a Sgt.
Maj. Aussie, and Mike Siegle from Col. Kane’s 98th bomb group. After several days and nights
of walking the group met up with some Canadian soldiers. Eventually, Teraberry and Siegle
were ordered to report to 12th Air Force Headquarters in Algiers. From there Teraberry went to
8th Air Force headquarters in Scotland and then he was sent home for reconstructive surgery on
his face.
1 August 1943
Ploesti Oil Complex, Romania
The great ground-air battle of Ploesti has been told in numerous publications so there is no need
to expand on it here. My intent is mainly to relate the stories of the individual aircraft and crews
lost this day as well as those returning with dead or injured crewmembers. At the end of the
accounts, I have included Tom Holmes’ recollection of the entire mission.
Eleven aircraft and crews failed to return. Of those, two were interned in Turkey.
66th SQUADRON:
66th Sq., #42-40182 A, Gentry
FORKY II
MACR #2415
66th Squadron Crew:
GENTRY, ROWLAND M.
ASN 0-727983
Pilot
KIA
Capt.
Miami,
Florida
MOSS, BENJAMIN M.
ASN 0-793818
Co-pilot
KIA
1st Lt.
New York City,
New York
CHORZELSKI, MICHEL
ASN T-190738
Navigator
KIA
Flt. Of.
Laramie,
Wyoming
AYERS, JOHN T.
ASN 0-734779
Bombardier
KIA
2nd Lt.
Plymouth,
Pennsylvania
LIGHT, EDWIN C.
ASN 38047888
Engineer
KIA
T/Sgt.
Dallas,
Texas
GOODMAN, EARL E.
ASN 11011586
Radio Oper.
KIA
T/Sgt.
So. Attleboro,
Massachusetts
WILSON, STANLEY
ASN 12060904
Asst. Eng.
KIA
T/Sgt.
Brooklyn,
New York
BRIDGES, CHARLES T.
ASN 10601003
RW Gunner
S/Sgt.
POW, returned to duty
Anderson,
Indiana
LEISINGER, WILLIAM L. Jr.
ASN 37068883
Tail Turret
Sgt.
KIA, buried Ardennes (C-12-23)
Yancopin,
Arkansas
The last wave of aircraft over target “White Five” consisted of four airplanes led by Rowland M.
Gentry in FORKY II. His orders were to bomb from 400 feet at the top of the stepped up
formation that had been adopted for the five “Eight Ball” waves. The last wave was well exposed
to the German gunners.
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Gentry led a V-flight with a plane piloted by Charles Hughes and Spencer S. Hunn on his left
and one piloted by George Winger on his right.
In the target smoke, explosions killed two gunners and set two of FORKY II’s engines on fire.
Sgt. E.C. Light, in the top turret, and the right waist gunner, Charles T. Bridges, remained in
action.
On the other side of the target, three German fighters came up at them from the deck. Bridges,
the veteran of 53 missions, many with the Royal Air Force, got in his last rounds of battle. The
fighters left FORKY II burning in a cornfield with the nose buried in the ground and the tail
standing. Bridges staggered out of the wreck as it exploded!
Sgt. Bridges added, “We attacked at low level, gun fire, explosions and all the horrors hidden in
Hell were let loose. My crew was shot to bits. First it was Gentry, and then two others. We kept
on going after bombing, but after attacks by enemy aircraft, we were shot down, too. My crew
fought most valiantly against all odds, and died as men.
“I guess that Capt. Gentry tried to land the plane even though he was seriously wounded and
near death himself. Wilson was lying on the floor by the left waist. He was hit by fragments. We
were burning and I had to throw out our incendiaries as we were under attack. Just before I
passed out, a terrific explosion took place in front of the plane.
“I was trained and in combat before the U.S. entered the war. I was first attached to crews of
Royal Norway in Coastal Command. We all had been trained by Canadian and English
instructors. Our main planes were Defiants and Hampdens, but later was transferred to
Wellingtons of medium size. We were on the first 1,000 bomber raid against targets in the Ruhr
area, with all British medium and heavy bombers – quite an event in its day!
“I was transferred to the USAAC in London with two other Americans – DeCrevel and
Rastowitz…My back was broken twice – but I am still thankful.”
Note: Charles DeCrevel was in SAD SACK II.
So it appears that when Bridges staggered out of that burning and wrecked plane, he did so with
a broken back!
66th SQUADRON:
66th Sq., #42-40777 N, Hughes
FLOSSIE FLIRT
66th Squadron Crew:
All men interned in Turkey and returned to duty
HUGHES, CHARLES E.
ASN 0-662790
Pilot
1st Lt.
Interned, returned to duty
Oakdale,
California
HUNN, SPENCER S.
ASN 0-730500
Co-pilot
1st Lt.
Interned, returned to duty
Provo,
Utah
HAUSE, MAURICE E.
ASN 0-728480
Navigator
2nd Lt.
Interned, returned to duty
Cochranton,
Pennsylvania
GOODNOW, EDWARD W.
ASN 0-794123
Bombardier
2nd Lt.
Interned, returned to duty
Hartford,
Connecticut
LUCAS, HOWARD M.
ASN 18063852
Engineer
S/Sgt.
Interned, returned to duty
Grand Saline,
Texas
SHANLEY, EDWARD M.
ASN 32230451
Radio Oper.
S/Sgt.
Interned, returned to duty
New Haven,
Connecticut
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NALIPA, STANLEY G.
ASN 15324363
RW Gunner
S/Sgt.
Wounded, interned, returned to duty
Poland,
Ohio
ALBINE, ROBERT L.
ASN 13087450
LW Gunner
S/Sgt.
Wounded, interned, returned to duty
Connellsville,
Pennsylvania
BLAGG, SHELDON N.
ASN 35384230
Tail Turret
S/Sgt.
Interned, returned to duty
Canton,
Ohio
Note: Three crewmembers were KIA on later missions: Lt. Goodnow (21 January 1944), S/Sgt. Albine (20
February 1944), and S/Sgt. Nalipa (7 July 1944).
1st Lt. Hughes’ aircraft, FLOSSIE FLIRT, managed to get through the hail of bullets and fire of
Ploesti, leaving their two crashed sister ships behind them. They flew alongside some barracks
from which soldiers ran out firing rifles, machine guns and pistols. The air gunners mowed them
down in bloody windrows. FLOSSIE FLIRT was almost untouched or so it seemed, but when
Hunn looked back in the fuselage, he was surprised how bright it was. Ground fire had turned it
into a sieve.
1st Lt. Hunn said, “We looked for a plane to tack onto. We picked one and he was shot down.
We picked another and he was knocked down, too. A fighter got on our tail – tracers were
zooming above and around the cockpit. Hughes and I were giving it all the left rudder we could
in evasive action. Our tail gunner reported the attacker suddenly hit the ground like a ton of
bricks.” Hughes sailed into the sanctuary of a cloud and surveyed the situation: not enough fuel
to reach Libya, a large hole in the left stabilizer, a cable hanging by a thread, and both waist
gunners, Stanley G. Nalipa and Robert L. Albine, were wounded. They headed for Turkey.
66th SQUADRON:
66th Sq., #41-24153 L, Lasco
SAD SACK II
MACR #2414
LASCO, HENRY A. Jr.
ASN 0-731886
Pilot
1st Lt.
POW, returned to duty
Chicago,
Illinois
KILL, JOSEPH F.
ASN 0-735397
Co-pilot
POW
Chicago,
Illinois
STENBORN, HARRY W.
ASN 0-667449
Navigator
2nd Lt.
KIA, buried Ardennes (B-24-4)
Wellington,
Kansas
SCRIVEN, DALE R.
ASN 0-733106
Bombardier
KIA
2nd Lt.
Boulder,
Colorado
RASPOTNIK, LEONARD L. (506th Sq.)
ASN 17042564
Engineer
KIA
T/Sgt.
Des Moines,
Iowa
SPIVEY, JOSEPH B. Jr.
ASN 34303915
Radio Oper.
KIA
S/Sgt.
Windsor,
South Carolina
DECREVEL, CHARLES P.
ASN 19061008
Asst. Eng.
S/Sgt.
POW, returned to duty
San Francisco,
California
SHAFFER, ALBERT L.
ASN 19061944
Asst. Radio
S/Sgt.
POW, returned to duty
Los Angeles,
California
WOOD, THOMAS M.
ASN 18015826
Tail Turret
KIA
Ackerly,
Texas
66th Squadron Crew (with one exception):
2nd Lt.
Sgt.
Note: Sgt. Raspotnik was from the 506th.
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1st Lt. Henry A. Lasco, Jr. was the pilot of the third 66th Squadron aircraft lost, flying as left
wingman in the fourth wave. This crew was flying their seventh mission. Flying with them this
day as left waist gunner was Charles DeCrevel, who had served in the RAF. This crew’s story is
more complete than for most of the crews and probably is typical for many.
DeCrevel stated that, “Other planes were riding on flak like trucks on a highway. We caught a
hail of small-arms fire and something went through my thigh. I was strafing gun crews on a roof
top and noted out of the corner of my eye that my interphone box vanished from the wall. I
donned my parachute pack and stuck my head out the window. I noted a tree at eye level. I
‘heroically’ decided to stay with the ship.”
Pilot Lasco: “Our target was on fire with very heavy black smoke and fire high in the sky.
Colonel Johnson headed into this conflagration and we followed.”
Co-pilot Kill: “I wasn’t paying any attention to where we were going except to watch a couple of
rivets on the lead airplane. I glanced up ahead and thought ‘How in Christ’s name can we get
through that?’ I can’t push her down, so I hollered to Lasco to get on the controls with me.”
The bombardier called for corrections for target, which was the boiler works and tool shed. The
back end called that the tail gunner, Thomas M. Wood, was dead. And at ‘bombs away’ the
navigator, Harry W. Stenborn, was badly shot through the chest. He somehow managed to crawl
through the ship to the rear, where he collapsed and eventually died.
Lasco shouted, “Number two is out. She won’t feather.” And the aircraft plunged into the inferno
– nothing but smoke and flames. After coming out, this ship joined a formation of six aircraft
while the 88s were shooting at them at very short range. The top turret gunner, Leonard L.
Raspotnik, and radio operator Joseph Spivey, were hit and the decision was made to head for
Turkey.
DeCrevel then began to have grave doubts if anyone was alive on the flight deck. Wherever he
looked he could see holes as big as his fist and the left wing was almost scraping the ground.
SAD SACK II was vibrating badly and extremely rough to handle.
From seven to nine Me 109s were queuing up to take shots at them as they made level, dead
astern attacks. DeCrevel shot down the first one and Al Shaffer, at the other waist position, and
standing on one leg (the other almost completely shot off) scored hits on it. The interior of the
plane was full of little white puffs, like firecrackers going off. Ammunition was exploding in the
boxes and DeCrevel said that he could feel “fingers” plucking at his clothing. “I received
shrapnel wounds in the back, head and knee, and was floored by a 13-mm in the butt. The
parachute pack in that area saved me.”
Lasco continued, “We were very low to the ground, probably fifty feet, when a Me 109 circled
around us and came in very shallow at 10 o’clock on my side. I saw his wing light up and felt a
tremendous sock on the jaw. I was shot through both cheeks and upper palate. I had no strength.
I couldn’t see anything.”
Co-pilot Kill: “Lasco called for flaps – no flaps. I reached down and started pumping them by
hand. We were headed for a cornfield. I glanced at Lasco. He was lying over the control column,
all bloodied. I was coming to horizon level. We were left wing low, headed straight in. I kicked
hard right rudder and picked up the wing.”
DeCrevel continued, “The pilot must have cut all his engines to crash her in – then I heard a
scream. The navigator was kneeling on the catwalk and holding on to the open door to the bomb
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bay. He looked like he had caught an 88 right in the chest. The flesh was stripped away and I
could see the white ribs. I wanted to help him but there wasn’t time. We were all dead, anyway. I
had made up my mind to shoot it out with that sonofabitch on our tail. I leaned out the window
and swiveled the gun parallel to the fuselage and fired inside the fin and below the horizontal
stabilizer. We hit the ground and my last view of aerial combat was of our left rudder
disappearing in a puff of smoke. I tumbled head over heels in flame and tearing metal and hit the
forward bulkhead with a sweet, black THUD. Then, immediate consciousness and a vision of
green corn and blue sky from a bed of hot coals. No plane to speak of, just a pile of burning junk.
I staggered out of it, trying to run. Looked back – no Shaffer. Go back, drag him out and dump
him about fifty yards off.”
Kill: “Lasco was blindly thrashing around, pinned in his harness. All I could do was to tell him I
couldn’t get out. Both of my legs were broken and the right foot was out of the socket at the
ankle. Lasco somehow got loose and unfastened my legs from a tangle of wires and cables. He
grabbed me under the arms and dragged me through a hole in the side of the fuselage … Then he
seemed to wander off.”
Lasco: “I went to look for aid for Joe’s legs which were bad, and my mouth was not in too good
shape. I saw some peasants, but they ran away and then threw stones at me.”
Kill: “Two other peasants jumped me and tore off my watch and ring, emptied my pockets and
then belted me a beauty. I guess they figured I was about gone, anyway, what with the legs, a
cracked forehead and bad burns. Surprisingly, I didn’t go out, although I prayed for
unconsciousness.”
DeCrevel: “I drug Shaffer a bit further; then stripped off my smoldering outer gear. Shaffer was
hollering like hell. His leg looked like hamburger. No morphine. I gave him a cigarette, told him
I’d go for help.”
SAD SACK II’s sergeants spent their time in captivity in the officers’ camp because Lt. Kill was
sharp enough to list all of them as officers. Sgt. Raspotnik died on the way to the hospital;
Spivey was hit in stomach and died in the aircraft.
66th SQUADRON:
66th Sq., #42-40375 G, Scrivner
SCRAPPY II
66th Squadron Crew:
Entire crew KIA
SCRIVNER, THOMAS E.
ASN 0-728030
Pilot
lst Lt.
KIA, buried Ardennes (D-10-38)
Carlsbad,
New Mexico
ANDERSON, EVERETT P.
ASN 0-885575
Co-pilot
KIA
lst Lt.
Quincy,
Illinois
PHILLIPS, PHILIP P.
ASN 0-662366
Navigator
KIA
lst Lt.
Minneapolis,
Minnesota
YOUNG, ROBERT E.
ASN 0-734863
Bombardier
KIA
2nd Lt.
Kansas City,
Missouri
COLL, WILLIAM F.
ASN 13051982
Engineer
KIA
T/Sgt.
McAdoo,
Pennsylvania
SATTERFIELD, CHANNING N.
ASN 20631208
Radio Oper.
KIA
S/Sgt.
Detroit,
Michigan
MICKEY, MARVIN R.
ASN 18037185
RW Gunner
KIA
Sgt.
Plainview,
Texas
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SCHAPPERT, THOMAS F.
ASN 20317133
LW Gunner
KIA
Sgt.
Wilkes-Barre,
Pennsylvania
MALONE, HUGH J.
ASN 15062923
Tail Turret
KIA
S/Sgt.
Bronx,
New York
The fourth 66th aircraft lost was that piloted by Thomas E. Scrivner. K for King, commanded by
Robert E. Miller, led the fourth wave into the dark and fiery target. On his wings were the
aircraft of Lasco, as detailed above, and that of 1st Lt. Scrivner. But when Miller emerged from
the target, neither of his wingmen were there. Several crews reported seeing this plane, along
with two others, caught in a terrific explosion as they were approaching their target, and then not
seeing any of the three ships later.
Thomas E. Scrivner’s ship came out in flames with the pilots fighting for a crash-landing. They
sledded into a wheat field, but before the slide was spent, the ship exploded into a hundred foot
sphere of flame. None of the men that the pilots had so valiantly struggled to save managed to
come out of it alive.
66th SQUADRON:
66th Sq., #41-24015 R, Winger
WING DINGER
MACR #2410
WINGER, GEORGE W.
ASN 0-662848
Pilot
lst Lt.
KIA, WOM Florence
Columbus,
Ohio
BARNETT, EDWARD
ASN 0-730337
Co-pilot
2nd Lt.
KIA, WOM Florence
Chicago,
Illinois
PALMER, FREDERICK H.
ASN 0-730291
Navigator
KIA
1st Lt.
Palo Alto,
California
GRADWOHL, JACOB
ASN 19005806
Bombardier
KIA
Sgt.
Portland,
Oregon
KRETZER, HAROLD
ASN 37116421
Engineer
T/Sgt.
KIA, WOM Cambridge
Clarks Grove,
Minnesota
GOTTS, HOWARD F.
ASN 12055796
Radio Oper.
Sgt.
KIA, WOM Florence
Stanley,
New York
TRAUDT, BERNARD G.
ASN 36228769
Asst. Eng.
S/Sgt.
POW, returned to duty
Milwaukee,
Wisconsin
CICON, MICHAEL J.
ASN 33345705
Asst. Radio
S/Sgt.
POW, returned to duty
Exeter,
Pennsylvania
PHILLIPS, ELVIN L.
ASN 19011888
Tail Turret
Sgt.
KIA, WOM Cambridge
Salt Lake City
Utah
66th Squadron Crew:
The last of the 66th aircraft lost on 1 August was that flown by Lt. George W. Winger, and
whose position in the formation was on the right of Lt. Gentry. Lt. Winger was flying a B-24 that
was mistakenly reported to be bright orange in color.
As this formation was on their bomb run, Winger’s ship was knocked aside by an explosion, and
crossed directly below Hughes’ ship. On the other side of the target, Winger was still in the air
but his aircraft was now an orange color because its Tokyo fuel tanks were aflame in the bomb
bay. The pilots evidently knew that the end was near.
Lt. Hunn said, “Winger climbed steeply to about five hundred feet. It must have taken him and
his co-pilot (Barnett) enormous effort to get her high enough for people to bail out.” And two
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men did jump out of the waist ports, and their parachutes opened as the ship crashed and
exploded. Winger and his men had completed 27 missions and were legally “retired” but chose
to go on one more mission as it was so important to the war effort.
The chutists, who had received the gift of life from their pilots, were gunners Michael J. Cicon
and Bernard G. Traudt. Traudt was a seventeen year-old with a perpetual grin. He landed unhurt,
concealed his chute, and crawled under some bushes and went to sleep. He had gotten no sleep
the night before. Later he stated, “The other waist gunner, Michael Cicon, and I bailed out at
approximately 500 feet, due to the fact that the plane was on fire and the bail out alarm rang. The
plane hit the ground before we did, and we did not see any one else get out.”
Lt. John Harmonoski reported that he saw Lt. Winger salute him just before he pulled his
airplane upwards!
67th SQUADRON:
67th Sq., #41-24024, Carpenter
On loan from 376 BG
MACR #15859
Note: Notation from Will Lundy reads: #41-24024 – 34 (Loan from 376 BG)
67th Squadron Crew (with one exception):
CARPENTER, REGINALD L.
ASN 0-665663
Pilot
1st Lt.
Rescued, returned to duty
Ferndale,
Michigan
RUMSEY, EDWIN L. Jr.
ASN 0-736373
Co-pilot
2nd Lt.
Wounded, to hospital
San Fernando,
California
POWELL, JOHN E. (389th BG)
ASN 0-16009853
Navigator
2nd Lt.
Rescued, returned to duty
Huron,
South Dakota
KULLMAN, MARTIN L.
ASN 0-733324
Bombardier
2nd Lt.
Rescued, returned to duty
Los Angeles
California
HUENERBERG, VINCENT E.
ASN 31104703
Engineer
T/Sgt.
Rescued, returned to duty
Bridgeport,
Connecticut
MANQUEN, JOSEPH F.
ASN 36146811
Radio Oper.
T/Sgt.
Wounded, to hospital
Detroit,
Michigan
LOOKER, ROLLIN C.
ASN 37207413
LW Gunner
S/Sgt.
Rescued, returned to duty
Topeka,
Kansas
BROWN, WALTER L.
ASN 18063845
RW Gunner
S/Sgt.
KIA, drowned, on WOM Sicily/Rome
Cooper,
Texas
DURAND, FREDERICK W.
ASN 16021949
Tail Turret
S/Sgt
KIA, drowned, on WOM Sicily/Rome
Gile,
Wisconsin
Note: Lt. Powell was on loan from the 389th BG, 415th Squadron.
Lt. Carpenter’s aircraft suffered considerable damage over the target and several men were
wounded. They were losing gasoline from a severed gas line, and then they encountered an
enemy air attack as they approached the sea. An Me 109 had attacked other stragglers and,
coming off one attack on them, managed to get in a shot at Carpenter, knocking out another
engine. But they continued on out over the sea, losing altitude due to the loss of two engines
now. Finally, a third ran out of gas and stopped. The pilots managed to start it again for a few
minutes, but only long enough for them to feather all propellers – and they prepared to ditch.
Note: The last name of the pilot of the Me 109 is believed to be Stahl-Burk. (Source: The Dugan/Stewart book
on Ploesti)
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They hit the water easily the first time, but the plane glanced off of it and hit again some distance
away. The ditching tore off the rear fuselage section just aft of the wing. All nine crewmembers
were in the nose section as per instructions. Seven men got out of the plane and released the two
life rafts. Neither Walter L. Brown nor Fred Durand got clear of the sinking ship. They drowned
when it went down.
The survivors floated all night and most of the next day before being spotted by a Wellington of
Air-Sea Rescue. This plane dropped them supplies and water, then circled them for nearly five
hours until relieved by a second Wellington. Finally, that night at 1930 hours, they were picked
up by a motor boat of Air-Sea Rescue Service.
As Radio Operator, Joseph Manquen was observing results of their bombing through the open
bomb bay doors, when a shell exploded just below these doors, seriously wounding him. 2nd Lt.
Rumsey, co-pilot, who suffered a broken leg, and Sgt. Manquen were hospitalized upon their
return.
From a letter by Lt. R. Carpenter: “On the low level Ploesti mission, August 1, 1943, when we
were forced to ditch in the Mediterranean Sea, Vincent was the first crewman to go out the top
hatch. The aircraft’s tail was torn off and it was sinking nose down very rapidly. Vincent swam
to the left dingy hatch, which was now under water and attempted to deploy it, but the door was
jammed and he could not open it. Rapidly, he swam over to the right dingy hatch and fortunately
he was able to open it and deploy the dingy. When I finally got free of the cockpit and came to
the surface the first thing I saw was Vincent standing in our one and only dingy pulling all the
survivors into it. If it were not for his strength and determination to deploy that remaining dingy
we would have all perished. All who survived owe their lives to Vincent E. Huenerberg, the best
Engineer a pilot could have. Regrettably, S/Sgts. Walter Brown and Edward Durand were
crushed on the flight deck when the top turret tore loose from the fuselage and they were unable
to escape.”
67th SQUADRON:
67th Sq., #42-40780 H, Jones
AVAILABLE JONES
MACR #2411
JONES, FRED H.
ASN 0-389988
Pilot
POW
Century,
Florida
DUKATE, ELBERT L. Jr.
ASN 0-739924
Co-pilot
2nd Lt.
New Orleans,
POW, escapee, returned to base 31 July 44 Louisiana
SWEET, ADOLPHUS J.
ASN 0-796622
Navigator
POW
2nd Lt.
East Northport,
New York
BERNARD, ALBERT F.
ASN 0-734871
Bombardier
POW
2nd Lt.
Brooklyn,
New York
SPANN, LEO G.
ASN 34330466
Engineer
POW
T/Sgt.
Chapman,
Alabama
PAOLILLO, MICHAEL A.
ASN 32403362
Radio Oper.
POW
T/Sgt.
Corona, L.I.,
New York
BECKER, ROBERT H.
ASN 17077406
Asst. Eng.
POW, wounded
S/Sgt.
Lincoln,
Nebraska
SAVETTIERRE, ANTHONY J.
ASN 32495641
Waist gun
POW, wounded
S/Sgt.
Brooklyn,
New York
67th Squadron Crew:
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SIGLE, MICHAEL P.
ASN 32468414
44th Bomb Group Roll of Honor and Casualties
Tail Turret
POW, escapee
S/Sgt.
Clayton,
New Jersey
Note: Although it has been completely overlooked in our records, this ditching event was the first incident where
the entire crew not only survived, but did so without serious injuries.
1st Lt. Fred H. Jones’ crew was the second 67th Squadron loss on 1 August 1943. T/Sgt. Leo
Spann, engineer, described the mission: “We approached the target down the railroad track at a
very low altitude of approximately 100 feet. Our target was already on fire as some other Group
[the 93rd] had already bombed it. We went through the smoke and fire, dropping our bombs on
our designated spot. We then went down on the deck as low as we could, as those picturesque
hay stacks opened up and then revealed their guns – and these guns started giving us hell. They
shot out the #4 engine and a shell exploded between the two waist gun positions, wounding both
gunners in the legs. I was the engineer and operated the top turret and I had a complete view of
what was going on. I saw one plane that had gone in with the wheels up in a field and all of that
crew was outside of the plane.
“We broke one balloon cable and I was looking directly at it when we collided with it. I saw
another B-24 climb straight up until it stalled, and just as it “fell out” I saw one parachute come
out and open just before it hit the ground. I talked later to this boy (Bernard Traudt) as he came
into the prison camp where I was.
“We lost speed and dropped out of formation, and the fighters jumped us. With the two waist
gunners out, they came in so close to us it seemed we could almost touch them. We figured that
we had shot down four of them, and they finally left us, but the #4 engine had frozen up and with
a flat propeller, it caused a hellava drag. The propeller would not feather!
“We started trying to gain altitude to clear the mountains ahead. Threw out everything that
wasn’t tied down – all of the guns, ammunition, equipment, etc. When we finally arrived at the
coast, our #3 engine was failing. The oil pressure was almost gone and the temperature was
much too high. Lt. Jones asked me how long I thought it would last and I estimated about 30
minutes at the most. We decided to feather #3 engine and see if we could fly with the other two,
but they were on the same side! If we couldn’t fly, we were going to ditch it on the beach.
“I feathered the prop, Jones and Dukate got the plane leveled out, but we could not maintain our
altitude. So we began making plans to ditch. We flew onward for approximately forty-five
minutes before we were forced to ditch – the time was about 1840 – at least that is the time that
my watch stopped. We all managed to get out of the plane and into our life rafts, even though the
tail gunner and the navigator were slightly injured in the ditching.
“The next morning a German submarine came by, started to help us, changed their minds and
took off, leaving us. Then, at approximately 1500 hours, a three-engined Italian seaplane sighted
us, landed and picked us up and took us to Brindisi, Italy and to the hospital there.
“Later that same night, Jones, Dukate, Bernard, Paolillo and myself were put on a train and sent
into the mountains – to an old monastery. Much later, both Sigle and Dukate managed to escape,
with Sigle getting back to the States in about two months.”
Fred Jones, the pilot, wrote: “We ditched 30 miles south of Corfu. All crew okay. Saw all
crewmembers at Camp Lucky Strike May 1945, except co-pilot Dukate, who escaped and Sigle,
who escaped in Italy, 1943.
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67th SQUADRON:
67th Sq., #42-40267 N, Mitchell
HORSE FLY
MACR #8250
67th Squadron Crew:
Entire crew interned in Turkey
MITCHELL, EDWARD R.
ASN 0-728013
Pilot
lst Lt.
Interned (later was KIA)
Sioux City,
Iowa
DECKER, DONALD R.
ASN 0-2044424
Co-pilot
2nd Lt.
Interned (later was KIA)
Jamaica,
New York
SALADIAK, JOHN
ASN T-190780
Navigator
Interned
Flt Of.
Pittsburgh,
Pennsylvania
KIPPLE, JAMES E.
ASN 13044894
Bombardier
Interned
S/Sgt.
Mt. Joy,
Pennsylvania
McADAMS, ROBERT C.
ASN 14039719
Engineer
T/Sgt.
Interned (later was POW)
Ensley,
Alabama
BRUMAGIN, DELOROS R.
ASN 33112937
Radio Oper.
Interned
T/Sgt.
Wattsburg,
Pennsylvania
CASTELLOTTI, JULIO G.
ASN 39836622
Asst. Eng.
Interned
S/Sgt.
San Jose,
California
COLLIE, DAVID T.
ASN 34180386
Asst. Radio
Interned
S/Sgt.
Clifton,
Tennessee
FLISTER, HENRY O.
ASN 36232737
Tail Turret
Interned
S/Sgt.
Edgerton,
Wisconsin
Note: Lt. Mitchell was KIA on 18 November 1943, and Sgt. McAdams became a POW on 11 December 1943. Lt.
Decker was KIA on 20 February 1944.
Although seriously damaged, this plane made it to Turkey. All of these men returned to duty in
September 1943.
No additional details are available, however Lt. William P. Newbold noted that both Lts. John R.
Huddle and Robert S. Schimke [Henderson’s crew], were badly injured on this Ploesti mission.
So Newbold and his bombardier, Henry R. Zwicker, filled in for them on the next big mission,
Wiener Neustadt, on 1 October 1943. Lt. Newbold became a POW and Lt. Zwicker was KIA.
67th SQUADRON:
67th Sq., #42-40371 Q, Reinhart
G.I. GAL
MACR #2412
REINHART, ELMER H.
ASN 0-731899
Pilot
lst Lt.
POW, returned to duty
Oakland,
California
STARR, CHARLES L.
ASN T-190606
Co-pilot
KIA
Cashmere,
Washington
TOTTEN, GARELD J.
ASN 0-667456
Navigator
2nd Lt.
POW, returned to duty
Sparta,
Michigan
PENDLETON, RICHARD H.
ASN 0-661022
Bombardier
1st Lt.
POW, returned to duty
North Tonawanda,
New York
GARRETT, FRANK D.
ASN 14067723
Engineer
T/Sgt.
POW, returned to duty
Lafayette,
Alabama
HUNTLEY, RUSSELL D.
ASN 10600904
Radio Oper.
S/Sgt.
POW, returned to duty
Concord,
New Hampshire
67th Squadron Crew:
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WOLFE, ROBERT W.
ASN 35273527
RW Gunner
S/Sgt.
POW, returned to duty
Canton,
Ohio
MASH, ALFRED A.
ASN 39314376
Asst. Eng.
S/Sgt.
POW, returned to duty
Portland,
Oregon
VAN SON, GEORGE
ASN 16109574
Tail Turret
S/Sgt.
POW, returned to duty
St. Petersburg,
Florida
1st Lt. Elmer H. Reinhart was the pilot of the fourth 67th Squadron ship lost. It was the last plane
away from Blue Target. With part of a wing shot off, Elmer emerged into a crisscrossing of
ships, was unable to catch up with any of the improvised formations ahead and so was a
tempting target. The Me 109s pounced upon him and shot away most of the tail turret, but
George Van Son later crawled out of the debris alive. The attackers incapacitated waist gunners
Alfred A. Mash and Robert Wolfe. The radioman, Russell Huntley, gave them both first aid.
The fighters then left this bomber they had mangled but could not shoot down. Engineer Frank
D. Garrett reported, “Gas was pouring out of a hole near #3 engine; the tunnel was a wreck; the
tail turret was hanging by a thread. The left vertical and horizontal stabilizers were almost shot
off; the left aileron was practically gone. And there was a big hole behind #1 with oil streaming
out.”
Elmer Reinhart said, “I realized that we could never get back to base so I tried to gain altitude.”
The crew put on their parachutes as the plane heaved and quivered from nose to tail. Reinhart
managed to coax 3,500 feet from his struggling craft but disintegration was at hand. Eighty miles
from the target, he turned on the automatic pilot and hit the bail out button. He stayed in his seat
until the others had jumped, then went into the bomb bay and hurled himself out.
Lt. Reinhart landed in a field of six-foot corn and hid his parachute. The ground suddenly
trembled and a black column of smoke climbed into the sky – his ship had crashed. He ran for a
considerable distance through corn, wheat and alfalfa much like those at home. Later he was
captured and became a POW.
When questioned about his co-pilot, Charles L. Starr, Elmer said, “After giving the bail out
signal, I stayed at the controls until Starr was in the bomb bay. Then I went to the bay, too, but
Starr was still there. I encouraged him to jump but he wanted me to go first. This I did.” Later,
Lt. Starr was reported KIA as his chute failed to open properly and was so badly torn up he
asked to be shot – as one report goes. But he could have been beaten up first and then shot by the
civilians. The truth is not known even now.
67th SQUADRON:
67th Sq., #42-63761 D, Weaver
LI’L ABNER
MACR #2413
WEAVER, WORDEN
ASN 0-792187
Pilot
1st Lt.
POW, returned to duty
Theadore,
Alabama
SNYDER, ROBERT R. Jr.
ASN 0-736394
Co-pilot
2nd Lt.
POW, returned to duty
Oakland,
California
SORENSON, WALTER M.
ASN 0-667446
Navigator
2nd Lt.
POW, returned to duty
Winslow,
Arizona
REESE, WILLIAM L. Jr.
ASN 0-733097
Bombardier
2nd Lt.
POW, returned to duty
Columbus,
Ohio
67th Squadron Crew:
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SCHETTLER, WILLIAM J.
ASN 39092894
Engineer
T/Sgt.
KIA, buried Ardennes (A-12-3)
Los Angeles,
California
HINELY, JESSE L.
ASN 34258126
Radio Oper.
T/Sgt.
POW, returned to duty
Savannah,
Georgia
BRITTAIN, JAMES A.
ASN 14123264
Asst. Eng.
S/Sgt.
POW, returned to duty
Black Mountain,
North Carolina
BREEDLOVE, PAUL L. Jr.
ASN 37223087
Asst. Radio
S/Sgt.
POW, returned to duty
Kansas City,
Missouri
SUPONCIC, FRANK J.
ASN 13025174
Tail Turret
S/Sgt.
POW, returned to duty
Cleveland,
Ohio
Lt. Worden Weaver was the pilot of the fifth 67th Squadron plane lost. This airplane was leading
the third flight following Col. Johnson into the smoke and flames over the target area. They
came out of that crematory with three engines damaged and their controls shot away. Forty miles
away from the target on the way back to base, Weaver could no longer hold his ship in the air.
He belly-landed near Visnia-Dombovitsa, and a wing tip caught the ground during the skid.
LI’L ABNER came to a halt with the nose rolled under the fuselage, the bomb bay telescoped
into the flight deck, and the engineer, William J. Schettler, crushed to death inside the fallen top
turret. The wreck burst into flames in the bomb bay section, while six men managed to get out
through the rear section, but the pilots and navigator were imprisoned on the flight deck. Lt.
Weaver seized a crack in the windshield, forced open a hole and wriggled out. But as navigator
Walter M. Sorenson followed, his chute harness fouled in the opening and he was stuck halfway
out, with the co-pilot, Robert R. Snyder still trapped behind him. The flames spread forward.
One of the men who escaped from the rear, bombardier William L. Reese, Jr. went through the
fire and exploding ammunition and cut away Sorenson’s harness. Reese and radioman Jesse L.
Hinely hauled both trapped men clear. The crew then split up and ran in several directions while
a German fighter circled the area, evidently reporting their location and directions. Weaver
obtained help from a Rumanian farm boy who led them to a village where some women dipped
feathers into a homemade balm and gently brushed it on their seared flesh.
Lt. Weaver later explained that after dropping their bombs and escaping the attacking enemy
aircraft, he went back to the rear of his ship to help put out a fire in the tail section, leaving Lt.
Snyder alone to fight the controls to maintain altitude. When he returned, the plane was so low it
hit the ground – and even as it crashed, Sgt. Schettler was still firing his top turret guns. The
turret came loose in the crash and pinned him in it with no escape possible. He had shot down
two enemy aircraft. Remarkably, he was the only man killed in action aboard this aircraft.
Weaver said that the navigator, Sorenson, told Schettler to leave his top turret, but he stayed
there firing at enemy aircraft until the crash.
68th SQUADRON:
68th Sq., #42-40995 Bar-C, Houston
MARGUERITE
68th Squadron Crew:
Entire crew KIA
HOUSTON, ROWLAND B.
ASN 0-727991
Pilot
KIA
GIRARD, LOUIS V.
ASN 0-885283
Co-pilot
lst Lt.
KIA, WOM Florence
West,
Texas
SCOTT, WILLIAM
ASN 0-796608
Navigator
2nd Lt.
KIA, WOM Florence
Clifton,
New Jersey
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McMACKIN, CHARLES G.
ASN 11047450
Bombardier
S/Sgt.
KIA, WOM Florence
Revere,
Massachusetts
SCHOER, WALTER B.
ASN 39826757
Engineer
S/Sgt.
KIA, buried Ardennes (C-11-6)
Holstein,
Iowa
SEVICK, STEPHEN F.
ASN 12044639
Radio Oper.
KIA
T/Sgt.
Pittsburgh,
Pennsylvania
WARD, JOE F.
ASN 34107345
Asst. Rad.
KIA
T/Sgt.
Slocomb,
Alabama
CARLTON, CLYDE W.
ASN 14037452
Gunner
S/Sgt.
KIA, buried Ardennes (C-6-29)
Lexington,
North Carolina
SPEARS, MILFORD L.
ASN 37136575
Tail Turret
KIA
Springfield,
Missouri
S/Sgt.
Captain Rowland B. Houston, flying with the first wave over Blue Target, joined the end of an
assembling formation as the B-24s fought to give one another protection from the attacking
enemy fighters. Luftwaffe pilot Willie Steinmann, who had shot down one Liberator at the
opening of the battle, was flying one of the Me 109s that pursued him. The following quote is
from “The Great Ground-Air Battle of 1 August 1943” by James Dugan and Carol Stewart:
“The German ace picked out Houston’s ship, which was ‘about a hundred fifty feet from the
ground. I attacked him from the rear,’ said Steinmann. ‘I cut back on the throttle, slowed her
with flaps, and gave the Liberator a good raking from wing tip to wing tip. I could see tracers
walking across the width of the plane and flames coming out everywhere. The top turret man,
[Walter B. Schoer] and the tail gunner [Milford L. Spears], particularly the man in the tail, were
shooting me up. I closed to within seventy feet!’
“ ‘My engine caught fire and there was a tremendous quivering. My speed carried me under the
left side of the bomber, which was going out of control. The Liberator and the ground were
coming together fast and I was in between, with no control. I had an instant to consider what
would happen. The best chance seemed being thrown free in the crash. I loosened my harness
and opened the latch on my canopy. I don’t remember crashing.’
“ ‘The first thing I knew I was seated on the ground with my pants torn and cuts on my legs.
Near me the two planes burned. I got up from the ground and walked away.’ No one walked
away from Houston’s ship.”
It is believed that this plane is the one described as, “Aircraft skimmed over the top of woods
and fell on the other side, and exploded.”
Lt. Houston volunteered for this mission even though he had completed his tour of operations. It
was too important for the war effort to miss.
There were many men wounded on those aircraft that returned to base – but not all were
recorded. Other than the two on Charles Hughes’ aircraft, few others were identified. However,
there was one fatality aboard an 68th Squadron aircraft piloted by Captain John H. Diehl.
68th SQUADRON:
68th Sq., #41-23813 V, Diehl
VICTORY SHIP
Returned
68th Squadron Crewman:
DIEHL, JOHN H. Jr.,
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1 August 1943
POSEY, JAMES T.
Command Pilot
Lt. Col.
STINE, ROBERT J.
Navigator
1st Lt.
KLEKAR, HOWARD R.
Bombardier
1st Lt.
FLESHER, ISAAC A.
Radio Oper.
T/Sgt.
METSA, TAUNO I.
Eng./Top Turret
T/Sgt.
WILLIAMS, TRUITT H.
ASN 18037355
Waist Gun
S/Sgt
KIA, buried North Africa (D-1-8)
BOWDEN, EDWARD F.
Waist Gun
S/Sgt.
GREEN, GEORGE L.
Tail Turret
S/Sgt.
Amarillo,
Texas
Posey’s lead aircraft, VICTORY SHIP, was piloted by a twenty-nine mission man, John H.
Diehl. The first wave of five planes was formed like a spread “M”. Following them were three
more M-shaped waves of Liberators. Drumming closer to the target, Posey saw ribbons of
artificial smoke dribbling across the refinery, but this was trivial compared to the inferno that he
could glimpse over at White Five (Col. Johnson’s target). Alongside the speeding column shells
from a 37-mm. gun knocked off part of Posey’s tail. They also killed Sgt. Truitt H. Williams, one
of his waist gunners.
Two men were wounded on a 66th Squadron plane flown by Capt. Miller, according to a report
written by Major Dexter Hodge.
66th SQUADRON:
66th Sq., #41-23811 K, Miller
FASCINATIN’ WITCH
Returned
66th Squadron Crewmen:
MILLER, ROBERT E.
Pilot
Capt.
HODGE, DEXTER L.
Co-pilot
Maj.
ZARUBA, LeROY E.
Navigator
1st Lt.
EDWARDS, ROBERT L.
Bombardier
1st Lt.
McDONNELL, MARTIN J.
ASN 11036914
Radio Oper.
Leg Wound
T/Sgt.
MURPHY, WILLIAM J. Jr.
Eng./Top Turret
T/Sgt.
ROWLAND, DANIEL W.
ASN 16034838
Asst. Rad./RW Gun. S/Sgt.
Leg Wound
NEWMES, ROBERT G.
LW Gunner
S/Sgt.
DUCOTE, CLARENCE J.
Tail Turret
S/Sgt.
Providence,
Rhode Island
Alliance,
Ohio
While over the target and under intense ground fire, Sgt. Daniel W. Rowland was hit by a bullet
in his upper left leg, which almost tore it off, and the radio operator, Sgt. Martin J. McDonnell
stopped two .30 caliber slugs in his leg. Sgt. Rowland was knocked down and yelled for Martin
to throw him an oxygen mask so he could use it for a tourniquet. But Martin could not go to
assist Daniel as the ship needed all the fire power it could muster to attempt to ward off the
sheets of gunfire coming up at them. Until help arrived, Daniel was successful in stopping much
of the flow of blood. About 20 minutes passed before the ship got sufficiently away from attacks
to permit the bombardier, Lt. Robert L. Edwards, and the engineer, William J. Murphy, to help
care for the two wounded men. By this time, Sgt. Rowland was quite weak from loss of blood,
and McDonnell was having difficulty. So Captain Miller decided to try for Malta for a landing so
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that these two could get immediate medical attention – if his fuel supply could take them that far.
It did, and these two were left in a good hospital, well cared for.
The 44th BG sustained one more casualty during this August 1 raid on Ploesti, but it did not take
place in a 44th BG aircraft. Instead, Sgt. Clarence C. Hood was on temporary duty with the 93rd
Bomb Group to help fill vacancies in crews ill from dysentery – and he was a volunteer. The
pilot of the crew which was interned in Turkey was that of lst Lt. Claude A. Turner. At least part
of this crew returned to duty, as Lt. Turner himself was Killed In Action on 13 November 1943.
68th SQUADRON:
93rd BG, Lt. Turner
Interned in Turkey with 68th Sq. volunteer
68th Squadron Crewman:
HOOD, CLARENCE C.
Tail Turret
Interned in Turkey
Sgt.
Rensselaer,
New York
Sgt. Hood remained with the 93rd BG after his internment and elected to continue combat flying
with that Group until he completed his 16th (and last) mission with them.
To close this overview of 44th Bomb Group losses at Ploesti, here is an account by 68th Bomb
Squadron operations officer and pilot, Tom Holmes:
“Even before we left England in June 1943, we knew something big was going to happen that
would involve low level flying. Since everything was top secret we were told only that we were
going to Libya but we had no idea what a contrast in climate we would encounter and how very
hot and desolate this land would be. The temperature would rise to 130 degrees and we would be
assaulted by lots of hot wind, dirt, grasshoppers, and scorpions.
“While practicing in the desert we flew very low which we enjoyed but I am sure some of the
crew were somewhat upset or nervous about flying into the ground. We did hit two hawks, one
hitting the #2 engine prop governor, and a second hawk coming through the Plexiglas window in
the nose and leaving blood, guts, and feathers through the entire airplane even to the tail.
Luckily, no one in the nose was injured.
“Benina, our airfield, was a large base about 15 miles east of Benghazi where the remains of
previous battles fought there were scattered all about: abandoned German planes, trucks, and
armored vehicles along with thousands of oil drums everywhere from Cairo west across the
desert. We lived in tents and were introduced to rations that we had not previously experienced
(dehydrated foods) which were not particularly tasty.
“We continued to practice low level flying and in between flew about 14 missions over Sicily
and Italy. We had no ice in the desert and took great pleasure in returning from these missions,
drinking ice water frozen at altitude, eating K or C rations and listening to Axis Sally on the
radio. To keep from perspiring so much, and to keep our clothes dry, we would remove them for
takeoff and dress as we ascended. This may not have been Standard Operating Procedure but it
kept us dry.
“To keep the sand from being drawn into the air scoops, we always had to be careful before
takeoff to keep our engines at low rpm or turned sideways to the wind.
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“We lost our third squadron CO, Tommy Cramer, on 2 July Lecce Airdrome, Italy. John Diehl
was promoted to CO and I, operations officer. I had finished my missions and hence did not fly
many of the missions while at Benina. I did fly a mission to Rome where we bombed the railroad
marshaling yards with strict orders to bomb only our target.
“During the invasion of Sicily in mid-July 1943 we were assigned to bomb the communication
center in Catania. As we flew over Sicily we saw the largest armada of naval vessels assembled
just offshore that we had ever seen.
“When we were ordered to go to Ploesti the mission was of such importance that we needed
every available plane and crew even though several crews had finished at least 25 missions.
Capt. Roland B. Houston and crew would be doing #32.
“Even though he was recuperating from a traumatic crash at sea a few weeks earlier we needed
pilots so badly that I had to ask Robert J. “Bob” Lehnhausen if he would fill out a crew. He
replied that he did not care to fly, but would go if ordered. Because of his circumstances I would
not order him to go but since I asked, he courageously consented. He made the round trip, and, at
a later time, he, as a Lt. Col., served as Commanding Officer of the 68th Squadron. He survived
the war, and returned to his home in Peoria, Ill. He served four years as mayor of that city,
proving himself a born leader.
“On the morning of the raid on Ploesti we were up very early for breakfast and briefing and then
to the planes for takeoff at 7 a.m. We were eager to get started on this exciting low-level raid
after three months of practice and getting ready. All the planes got off okay and headed out over
the Mediterranean Sea toward the Adriatic Sea just east of Italy and west of Yugoslavia.
“I observed a very strange event as we were flying at 8,000 to 10,000 just south of Italy over the
Ionian Sea. A B-24 suddenly dived straight down into sea. Later we learned it was our lead plane
for the entire mission. I could not imagine what could have gone wrong. As usual we were too
busy to dwell very long on this unusual event and proceeded on with our mission. For various
reasons we had 20 to 30 planes turn back [from the 178 that started]. Most were attributed to
mechanical failures caused by the desert sand.
“We flew a loose formation over the water gradually climbing to about 11,000 or 12,000 feet and
then turning on a heading of about 70 degrees across the mountains of Yugoslavia and clouds
which gave us trouble, but didn’t stop us. Later, we began a slow descent down the east slope to
the Blue Danube River, which was a muddy brown, I suppose from rains. As we flew lower we
could see the countryside, cities, animals, people dressed in bright colors, as if we were out for a
pleasant Sunday afternoon drive.
“Before we knew it we arrived at the IP (initial point) where we changed course and flew
southeast for approximately 25 to 30 miles to the target. At this time we were flying very low,
passing a downed B-24 on my right. It appeared to have landed wheels up but fairly well intact.
The crew was standing beside the plane, waving as we flew by. How I did wish we could land
and pick them up.
“Next we came upon a power line and I remember pulling up to get over it thinking of the planes
on my wings. By this time the anti aircraft guns were in full swing and many shells were
exploding all around us. This was the first time we had ever been this close to 88 mm. guns and
the impressive thing was the rapid rate of fire and the flames and bright flashes which seemed to
be 30 to 40 feet long out of the muzzle.
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“We were now able to see many of the other targets burning. B-24s were coming back, over and
through us. One plane, Bar D, flew directly over the top of our planes. I looked up about 100 feet
and saw a hole about six feet across between #1 and #2 engines burning fiercely with the metal
burning brilliantly around the outer edges. I’m sure he did not go far before crashing. The sky
was full of B-24s returning from the other targets. They flew over the top of our planes as we
were approaching the target flying extremely low. Our target was less than a mile straight ahead.
There were numerous guns around the refinery and they were all firing. We had one or two fixed
50 caliber guns in the nose for the pilot to fire but I do not recall firing them. I was too busy
flying toward the target to concentrate on a target for the nose guns. I remember seeing a ground
soldier literally explode when hit by some of our 50 caliber guns. He was less than 400 feet
away.
“We had the target in sight from about 10 to 15 miles away and now we were rapidly
approaching at a very low level – less than 50 feet high. I remember very clearly pulling up to
get over the smokestacks on the power house which was my assigned target and I feel sure we
put our bombs directly over target. The bombs were delayed action bombs and exploded at
intervals of 30 seconds to 72 hours. This was to keep fire fighters away from the refineries.
“After releasing our bombs, we continued on a course that led us to the southwest and toward
home. The fighters jumped us on the retreat and several of them flew into the ground as we were
still at a very low level. Our gunners were well trained and experienced at shooting enemy
planes and they did an excellent job.
“I noticed one B-24 trailing heavy black smoke from the tanks in the bomb bay. He was flying
very low and about 200 to 300 yards in front of me. The smoke grew bigger and I knew he could
not last much longer. I never did understand why he did not gain some altitude in order to bail
the crew out. After about 20 miles he pulled up into a steep climb to about 700 to 800 feet. I was
so close behind I had to observe the direction of his nose in order to dodge his plane. I turned to
the right as he veered to the left. When he stalled the nose fell abruptly and three chutes opened
as the men in the tail were thrown 15 to 20 feet above the tail section. I feel sure they landed
okay and probably made their way to the wreckage. The plane passed under our left wing and
exploded which I believe ended in the deaths of all the men in the front, six, probably. I never
heard any more about this plane or crew.
“We lost #3 engine as our fuel ran out because of a faulty pump. We were not far from the target
when this happened so we transferred fuel and restarted the engine until we were off the coast. In
the meantime, I ordered the crew to throw everything overboard: guns, ammunition, etc. I
remember the long strings of 50-caliber ammo snaking through the air and into the mountains of
Yugoslavia. We saved 100 rounds for the top and tail turrets in case we ran into enemy planes.
We dropped behind after crossing the coast in order to save fuel. All engines were reduced, both
RPMs and manifold pressure. Our flight across the Mediterranean was uneventful. We
encountered a number of low cloudbanks and felt that each one would be over landfall but this
was not to be until about the fourth or fifth cloudbank. It was nearing dark as we finally crossed
the coast and our field was now only about 20 miles ahead. We proceeded directly to the field
and landed promptly as we knew we were extremely low on fuel.
“I thought we flew about 14 hours, but later records showed 13 hours and 26 minutes. The next
day I was told by the crew chief on our ship, “Wing and a Prayer,” that we had less than ten
minute’s fuel. He drained the tanks to be sure.
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16 August 1943
“We were very tired but elated at the excellent results of our mission. “Blue Target,” which was
the Brazi refinery, the largest and latest American-built refinery in Rumania, was 100 percent
destroyed.
“We were all saddened by the loss of 50 or more planes in the five groups making the raid, but
especially touched by the loss of one in our squadron piloted by Roland B. “Sam” Houston when
he and his entire crew were lost. This plane was shot down by German Fighter Pilot Willie
Steinman in an Me 109 whose story has been recorded. Houston and his crew were on their 32nd
mission.
“All of us felt the importance of this raid and had practiced long and hard to make it. Patriotism
was very much alive in America on August 1, 1943, and most certainly in our crews as well.
“All crewmembers were well decorated; our squadron receiving two Distinguished Service
Crosses, three Silver Stars, and everyone on the mission receiving Distinguished Flying Crosses.
Five Congressional Medals of Honor were awarded for this raid, including our own Group
Commander, Col. Leon Johnson, and Col. “Killer” Kane. Three were awarded posthumously.
The group received its second Presidential Unit Citation – the first, three months earlier for the
raid on Kiel, Germany on 14 May, 1943.
“The official records of the Ploesti raid are recorded well by Webb Todd, a member of the 68th
Squadron, in his history of this squadron.
“Most of the events of this raid are still quite vivid in my mind some 58 years later as I write this
account. I shall never forget our fallen comrades, and I pray that the price they paid shall not
have been in vain. To this day I am thankful I do not have to arise and make another mission.
The experience was something we endured with hope and gratitude but never desired to repeat.”
16 August 1943
Airfields and Marshalling Yards, Foggia, Italy
Just 15 days after the horrors of Ploesti, the 44th BG was to suffer another devastating blow.
This was the mission to the airfields of Foggia. On previous flights into that territory the
missions were “milk runs”, but this day proved far from that. Seven planes failed to return with
the losses by Squadrons as: 66th – 1; 67th – 3; 68th – 1; and the 506th – 2.
66th SQUADRON:
66th Sq., #41-23778 F, Curelli
LADY LUCK
MACR #3150
CURELLI, ROCCO A.
ASN 0-670981
Pilot
2nd Lt.
KIA, buried Sicily/Rome (I-5-63)
Biddeford,
Maine
PAPADOPULOS, JOHN G.
ASN 0-743260
Co-pilot
KIA
2nd Lt.
Salt Lake City,
Utah
ROSSI, WALTER Jr.
ASN 0-797402
Navigator
KIA
2nd Lt.
Bronx,
New York
TURROU, VICTOR T.
ASN 0-738948
Bombardier
2nd Lt.
KIA, buried Sicily/Rome (J-2-62)
Falks Church,
Virginia
GRINDE, JOHN H.
ASN 36241507
Engineer
KIA
Morrisonville,
Wisconsin
66th Squadron Crew:
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ZIMMERMAN, WESLEY L.
ASN 34312350
Radio Oper.
T/Sgt.
POW, escapee, returned
Winston Salem,
North Carolina
ELA, DEFOREST L.
ASN 31157299
Asst. Rad.
KIA
S/Sgt.
Quincy,
Massachusetts
SHAFER, RAYMOND C.
ASN 35354093
Asst. Eng.
KIA
S/Sgt.
Anderson,
Indiana
HUGHES, JOHN R.
ASN 32468888
Gunner
S/Sgt.
KIA, buried Sicily/Rome (J-13-57)
Bogeta,
New Jersey
ZOLLER, HARPER F. Jr.
ASN 36529756
Gunner
KIA
Detroit,
Michigan
S/Sgt.
2nd Lt. R. Curelli and crew were newly arrived replacements, and like several others lost on this
mission, were on only their second mission.
The MACR states that this plane was hit by flak over the target. While in a spin, it was attacked
by enemy aircraft. Three to five chutes were seen to open. Later Glenn C. Hickerson [the tail
gunner on the Austin crew, who was for a time a POW at Bari, Italy until he escaped] stated that
all of the crew were killed except Zimmerman, who eventually returned to the 44th BG on 4
November 1943.
Sgt. Zimmerman, radio operator on this crew, sent this description, “Contrary to the MACR
report, I do not recall our ship being hit by flak. After passing over the target and dropping our
bombs, one of the engines went out due to an extreme oil leak. When this #3 engine failed and
we fell out of formation, that is when we were hit by enemy fighters. After several direct hits
from the fighters, we tried to get out of the plane, but could not. The main hydraulic system
would not operate, and we couldn’t get the bomb bay doors open in order to jump.
“At that point, Sgt. Grinde, engineer, went out the sliding door to the bomb bay without a
parachute on, to try to open the bomb bay doors manually. This was the time that the ship went
into a dive or spin and the sliding door came down and we could not get out. Since I was on the
flight deck I don’t know if any of the crew in the rear got out before the plane exploded. But
when it did explode – which I think was caused by the fire in that burning engine reaching the
gas tanks – I was somehow blown clear, and opened my chute and came down safely. I had
several small cuts on my head and arms, and was black and blue over most of my body for two
or three weeks.
“I was taken prisoner by the Italians and was in several camps before escaping and returning to
Africa – and later back to England; and then the States.
“Also, contrary to the reports, I saw only one other chute and that landed several hundred yards
from where I did. I went to it and it was Lt. Curelli. He was badly torn up and was dead.”
Two men in the town of Ruoti, Italy, stated that the plane seemed to partly explode in mid-air
and several crew members were seen to parachute from the plane. When these two men arrived
at the scene of the crash and landing parachutists, they saw several civilians taking many articles,
such as watches, rings and even identifications papers from the bodies. Only five of the nine
bodies could be identified due to these thefts. They were: Lts. Curelli and Papadopulos; Sgts.
Hughes, Grinde, and Shafer.
67th SQUADRON:
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16 August 1943
67th Sq., #41-23817 L, Bateman
SUZY-Q
MACR #2445 & #02361
67th Squadron Crew
Entire crew KIA, all on WOM, North Africa
BATEMAN, WALTER R.
ASN 0-796281
Pilot
1st Lt.
KIA, WOM North Africa
Baltimore,
Maryland
PROPST, HALBERT W.
ASN 0-793136
Co-pilot
1st Lt.
KIA, WOM North Africa
Cape Girardeau,
Missouri
TRAVIS, WILLIAM C.
ASN 0-736049
Navigator
2nd Lt.
KIA, WOM North Africa
Akron,
Ohio
ELLIS, JOHN T.
ASN 0-676452
Bombardier
2nd Lt.
KIA, WOM North Africa
Warren,
Ohio
CHAPMAN, ROBERT D.
ASN 32142986
Engineer
T/Sgt.
KIA, WOM North Africa
Albion,
New York
POST, HERBERT F.
ASN 16109394
Radio Oper.
T/Sgt.
KIA, WOM North Africa
Port Huron,
Michigan
CIANCIOLO, MICHAEL A.
ASN 34288192
Asst. Eng.
S/Sgt.
KIA, WOM North Africa
Memphis,
Tennessee
AGUIRRE, ADOLPH P.
ASN 39251163
Asst. Rad.
Sgt.
KIA, WOM North Africa
Exeter,
California
STEVENSON, JOE A.
ASN 32478604
Gunner
S/Sgt.
KIA, WOM North Africa
Little Valley,
New York
SMITH, CHARLES R.
ASN 11165246
Tail Turret
S/Sgt.
KIA, WOM North Africa
Hendersonville,
North Carolina
1st Lt. Walter R. Bateman was the pilot on SUZY-Q, the most famous ship of the 67th Squadron
which had led the Group on Ploesti. He was new to the Squadron and was on his first mission, as
was his entire crew. It seems very ironic that this famous ship should be lost without a survivor
and with only one observer seeing her demise. No one reported seeing the aircraft go down until
Sgt. William Brady (of the Carpenter crew that went down 1 October 1943) said that he had.
About the only mention of SUZY Q is that when they last saw her she was “lying burnt and
broken on an Italian beach” believed to be Cape Stilo.
Lt. Egan, bombardier on the Hill crew, stated that he also saw SUZY-Q go down. “Four men
managed to bail out, but one man’s parachute hung up in the bomb bay. I remember a man
hanging by his parachute in the bomb bay – he couldn’t get out and the plane was burning all
over. We were the lead ship of our squadron, with six ships behind us. All six of them were shot
down!”
67th SQUADRON:
67th Sq., #42-41021 T, Hager
BLACK SHEEP
67th Squadron Crew:
HAGER, CARL S.
ASN 0-669713
Pilot
POW
2nd Lt.
Glasgow,
West Virginia
PIMENTEL, ROBERT E.
ASN 0-735107
Co-pilot
KIA
2nd Lt.
Berkeley,
California
BAKER, WALLACE P.
ASN 0-734296
Navigator
KIA
2nd Lt.
Champaign,
Illinois
MILLS, JOHN D.
ASN 0-676093
Bombardier
KIA
2nd Lt.
Chicago,
Illinois
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CURRY, FRANCIS X.
ASN 33361905
Engineer
T/Sgt.
KIA, buried Sicily/Rome (I-14-55)
Philadelphia,
Pennsylvania
WOODS, HOWARD C.
ASN 37374038
Radio Oper.
T/Sgt.
KIA, buried in Missouri
Stella,
Missouri
DONES, ISABELINO
ASN 32437848
Asst. Eng.
S/Sgt.
POW, escapee, returned
Bronx,
New York
BLAKENEY, ROBERT W.
ASN 11088344
Asst. Rad.
S/Sgt.
POW, escapee, returned
Newton Center,
Massachusetts
FARLEY, HENRY R.
Gunner
S/Sgt.
POW, escapee, returned
Peoria,
Illinois
HESS, JOHN M.
ASN 13089744
Tail Turret
S/Sgt.
POW (injured), escapee, returned
Dunbar,
Pennsylvania
2nd Lt. Carl S. Hager was the pilot of the second airplane lost by the 67th. Assistant radioman on
this crew, Robert W. Blakeney, related their experiences this day: “We were shot down by
German Messerschmitts and FW 190s. Our B-24 tried to reach Sicily but three engines were on
fire. We crash-landed on a beach in the Reggio Calabria area of Italy. Five of our crew were
killed when the plane exploded before they could get out. They were: Lts. Pimentel, Mills, and
Baker; Sgts. Curry and Woods. Five of us were able to get out safely.
“I suspect that the five who were killed died in the explosion and fire that followed – am not sure
whether any had been wounded or killed in the fight with the German planes. Lt. Hager was
badly burned about the face, ears, hands and arms. They looked to me like 3rd degree burns. He
only survived because of his courage, and he always felt guilty and surely responsible for the
deaths of his crewmen. John Hess was injured in the crash and he received the Purple Heart later.
The rest of us were singed by the fire but O.K.
“Lt. Hager was the only one who got out of the front part of our plane and he was able to crawl
through the broken-out pilot’s window. The rest of us were in the rear of the plane.
“We were taken captive by Italian soldiers and turned over to the Germans later at Bari in Italy.
The officers from the other planes were all sent to a prison camp in Germany. Eighteen of us
sergeants (four or five crews) who survived were taken to a German prison camp in Sulmona,
Italy. About two months later we escaped and spent some 30 days behind the lines. We broke up
into pairs – John Hess with me – and we eventually ran into the Canadian 5th Army just outside
of Foggia.
“Certainly someone like Lt. Hager deserves some honor. He never complained. He was in
complete shock for almost a solid week! He had no medical attention at all but yet he was
worrying about us. I had to help him take his clothes off and I washed his clothes for him for a
short period. I will never forget his tremendous courage. His great flying skill saved us in that
most difficult crash-landing.”
67th SQUADRON:
67th Sq., #41-24229 P-Bar, Smith
BUZZIN’ BEAR
67th Squadron Crew:
SMITH, LEIGHTON C.
ASN 0-665729
Pilot
POW
1st Lt.
San Antonio,
Texas
MILLINER, JOSEPH S.
ASN T-60563
Co-pilot
POW
Flt Of.
Louisville,
Kentucky
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CLIFFORD, THOMAS A.
ASN T-190739
Navigator
POW
Flt Of.
Upper Darby,
Pennsylvania
DEVINNEY, JAMES F.
ASN 0-727322
Bombardier
POW
lst Lt.
Atlantic City,
New Jersey
WINTER, LEROY R.
ASN 19064228
Engineer
Escapee, returned
T/Sgt.
Orland,
California
SPARKS, GERALD A.
ASN 6930238
Radio Oper.
S/Sgt.
POW, escapee, returned
Meridian,
Mississippi
McCABE, ERNEST G.
ASN 36303257
Asst. Eng.
KIA
S/Sgt.
Pontiac,
Illinois
GIBBY, GOLA G.
ASN 19055445
Gunner
KIA
S/Sgt.
Madisonville,
Tennessee
GRETT, GERALD L.
ASN 37120507
RW Gunner
KIA
S/Sgt.
Urbanette,
Arkansas
MARUSZEWSKI, FRANK A.
ASN 13038809
Tail Turret
KIA
S/Sgt.
Uniontown,
Pennsylvania
lst Lt. Leighton C. Smith, flying BUZZIN’ BEAR, a plane which was almost as famous as
SUZY Q, was the third 67th Squadron ship lost on 16 August. Like SUZY Q, it was lost without
many observing her end. But unlike SUZY, there were some survivors.
It was reported that Lt. Smith was having great difficulty maintaining formation due to the heavy
flak and the fierce, persistent fighter attacks that were inflicting considerable damage. Shortly
after leaving the target, and down to an estimated altitude of 18,000 feet, with the gunners still
fighting off the attacks, the plane broke in two.
Lt. Smith reports: “I had difficulty in control. This was caused by fighters knocking out our
controls on about the second pass. The difficulty was lateral control. Soon, it was obvious to me
that bail out was the only solution. At almost that instant, the bail out signal was given. The
fighters hit our bomb bay tank – 400 gallons of 115 octane.”
Four chutes were observed, all from the front of the plane, while those in the rear were
continuing to shoot down their attackers. None of these gunners got out, riding their aircraft to
the ground. Two of these gunners were former ground crewmen.
The co-pilot, Milliner, wrote: “Up the coast of Italy, the formation was a bit loose and relaxed.
This changed on the approach to the target as everyone tightened up and prepared to drop their
bombs. At that moment, flak started coming up, very heavy and seemed to be concentrated on
the lower aircraft. The 67th was flying high cover so it seemed we did not get much flak,
however, the flight behind us could have picked up some. This flight consisted of Hager,
Batemen, and Curelli. At this moment, my mind maybe wandered and I started thinking about
what the mess hall might serve for dinner when we got back. Everything seemed to be okay until
the fighters appeared, just after we left the target, and I snapped back to reality. Our guns opened
up and small holes started to appear in our wings and engine nacelles on #2 and #3 were taking
hits. The fighters were very accurate and determined. The only enemy aircraft I saw were 109s
and they were attacking Austin and Whitlock from the rear.
“At this time, I was trying to spot fighters attacking us. No frontal attacks were observed. All
came in at 6 o’clock and 4 o’clock. I could not see these, but knew they were there. Small caliber
was glancing off my windows at about 45-degree angles – going up. These had to come from the
attack at 4 o’clock under the Bear. After the first couple of attacks, the intercom must have gone
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out because nothing was coming in. So I took mine off and hung them on the side. I looked back
to the flight deck and McCabe was sitting on the deck with a frightened look on his face. I did
not have time to question him, but I thought that he was supposed to be at one of the waist guns.
At this time, I looked toward Hill and saw him push the nose into a steep dive. Evidently, Smith
did not see this and wanted to know where he went. I was sure Hill was not hit very badly and
was taking evasive action. At this time I learned over and told Smith to give the Bear everything
it had and emphasized “Get the Hell outta here!” Smith throttled forward and I looked to my
right and another burst hit from 4 o’clock. I heard a loud pop in the bomb bay and turned to look.
McCabe was gone from the deck and at that moment a fire broke at the base of the fuel tank
(bomb bay) and started to spread very quickly. At this very moment, an enemy fighter must have
unloaded his guns from about 100 feet at 6 o’clock. We even seemed to be keeping up with the
wall of lead that hit us.
“The Bear shuddered. I’ll swear I could hear it groan. The nose shot up and I looked at Smith.
He was trying to make sure his chute harness was okay. At this moment, I grabbed the controls
and pushed the nose back down and pushed the alarm bell because I wasn’t sure that Smith had
hit it. I shouted for Smith to go out the top hatch because I thought the bomb bay doors were
closed. The fire was so intense at that time you could not see into the bomb bay.
Smith dived for the door and I saw him disappear into the fire. I was sure, no way, he could
make it out of that inferno alive. Miraculously, he did, but suffered second degree burns on his
face, hands and neck. His clothes were scorched a bit and surely he was in great pain. Finally,
getting my own wits together, and realizing there was no saving the Bear, I reached for the latch
on the top hatch. It dropped and immediately the suction from the opening caused the fire to fill
the flight deck and up through the hatch. This I did not count on. By now, it was too late to do
any counting.
I dove for the opening and hung there for a couple of moments and then swung my feet out on
top of the fuselage and toward the rear of the plane. My right leg was hanging over the leading
edge of the wing, however, there was no problem getting up and running off the end of the wing
just past #1. My clothes were on fire when I left the hatch, but the rush of air put the flames out
almost immediately, leaving me with burns on my face, neck, armpits, and legs. My clothes,
especially my shirt, would crumble and fall apart. Big blisters had popped on my neck and left it
very raw.”
“On the ground I met an Italian count that could speak very good English. He had visited the
crash site and confirmed the number of men that had perished with the aircraft. He had also
watched the air battle from the ground and said that the ‘Bear’ had spun in from a great height.”
Many of the crewmen lost with Buzzin’ Bear were from Bill Cameron’s original crew. Cameron
recalls: “In late March, 1943, there was a desperate search for people to form new crews in the
67th Squadron. In a few days, I soloed in the “Little Beaver.” Shortly thereafter, two officers
recently transferred from the RAF were assigned to me as my co-pilot, Bill Dabney, and
Navigator, Tom Clifford. Five volunteers from the ground crews who had worked on “The Line”
were sent off to gunnery school. Upon their return, I had my two flight engineers in Winters and
Gola Gibby; two waist gunners, Ernest McCabe and Jerry Grett; and a tail gunner, Frank
Maruszewski. A real character, a reject from a B-17 outfit, was given to us as our radio operator,
Gerald “Sparky” Sparks. The last to join our crew was our bombardier, “Gentleman” Jim
DeVinney. Thus was our crew born – a fine, eager bunch of kids it was!”
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With the exception of Capt. Cameron and his co-pilot Bill Dabney, this crew was still intact, but
on this date replaced by two new pilots borrowed for this mission as Capt. Cameron had more
than completed his tour of duty.
Lt. Smith notes that his original navigator was named Sweet and his original bombardier was
Kullman. Both participated in the Ploesti raid (see Fred Jones’ crew for Adolphus Sweet and
Reginald Carpenter’s crew for Martin Kullman).
Later when it was learned that this crew did not return from this mission and I was informed that
my close friend, Ernest McCabe, had been killed, I had the very sad duty to post a letter to his
girlfriend that he had given to me in the event that he was lost. What a very sorrowful task that
was.
68th SQUADRON:
68th Sq., #42-40373 Z, Shannon
NATCHEZ-BELLE
MACR #3558
68th Squadron Crew:
SHANNON, EUNICE M.
ASN 0-665349
Pilot
POW
1st Lt.
Cranbury,
Texas
HERSH, GEORGE P.
ASN 0-670542
Co-pilot
KIA
2nd Lt.
Kansas City,
Missouri
TEMPLE, GEORGE W.
ASN 0-797243
Navigator
2nd Lt.
POW, injured, escapee, returned
Newport,
New York
COLLINS, ELWOOD E.
ASN 0-733533
Bombardier
POW
Columbia,
Pennsylvania
SLATTERY, DENNIS E.
ASN 11019806
Engineer
T/Sgt.
POW, escapee, returned
Miller Falls,
Massachusetts
STRANDBERG, CLARENCE W.
ASN 17025880
Radio Oper.
T/Sgt.
POW, escapee, returned
Minneapolis,
Minnesota
ROTHROCK, CLARENCE H.
ASN 39453341
RW Gunner
Sgt.
POW, escapee, returned
Spokane,
Washington
HELLER, CLAYTON E.
ASN 17058569
LW Gunner
KIA
Concordia,
Kansas
SMITH, NICK B.
ASN 35456291
Hatch Gun.
S/Sgt.
KIA, buried Florence (E-1-37)
Cincinnati,
Ohio
VOGEL, ROBERT I.
ASN 35310805
Tail Turret
S/Sgt.
POW, escapee, returned
Youngstown,
Ohio
2nd Lt.
S/Sgt.
1st Lt. Eunice M. Shannon captained the 68th Squadron plane lost this day. Observers state that
about 30 miles after passing the target and while under enemy attack by fighters, this aircraft was
seen on fire, and seven men bailed out.
Navigator George Temple states, “Our plane was about one mile behind when four minutes after
the target. We were attacked by 24 yellow-nosed FW 190s. The attacks came in from three, six,
and nine o’clock, level, and pressed home almost to our wing tips. The first 20-mm shell hit the
flight deck near the radio and set the upholstery and other inflammable material on fire. The next
thing I knew, two engines were burning and we started down in a long glide.
“All the way down we were under attack. On the way down Sgt. Smith, on the belly gun, and
Sgt. Heller, on one of the waist guns, were killed by this enemy fire. Smith got two enemy
aircraft before he was killed. Vogel, the tail turret gunner, got three; Slattery, the top turret
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gunner, got two; and one of the waist gunners, Rothrock, got two more [a total of nine enemy
aircraft]. At 18,000 feet the pilot gave the bail out signal; our intercom was shot away. Shannon
did a grand job of trimming up the ship and gave everyone a chance to get clear before he left his
position. We all jumped except the two rear gunners and the co-pilot [Hersh]. I do not know why
he did not jump. [Editor’s note: Lt. Shannon notes later that Hersh had left his parachute behind
his seat.]
“I opened the emergency nose wheel doors and bailed out. I figured I wanted a minute before
opening my chute and I was afraid that I would get excited and open up too soon, so as I fell, I
followed the second hand on my watch with my finger. When it had been around once I pulled
the cord and she opened up nicely.
“I was coming down in a valley with mountains all around me, but the last fifty feet seemed to
come up in a rush, and as I miscalculated the slope on which I landed, my left ankle broke. It
seemed only a minute until an Italian farmer with a shotgun appeared over the top of the hill. He
got me on a mule and took me to a main road where a truck was waiting. The truck took me to
the local police station in a town of Atalla.
“They had a doctor who looked after the wounds. With me at this time was Lt. Shannon, who
had a minor bullet wound; Lt. Collins; Sgt. Strandberg, who had some 20-mm fragments in his
right leg; Sgt. Vogel, who had minor bullet wounds and two sprained ankles; and Sgt. Rothrock,
who had a bullet wound all the way through his foot.
“Two months later I was in London. I was the first 8th A.F. man to be shot down, taken prisoner
of war, escaped, got through enemy lines in action (in Italy this time) and get back to the 8th
A.F. in England. Gen. Ira Eaker’s decision to send me stateside set a precedent for the future
action after the invasion of Europe.”
Note: Slattery and Vogel also escaped and returned to Shipdham on 13 November 1943. Rothrock, Strandberg
and Temple also escaped and returned.
Lt. Shannon said that his co-pilot, Lt. Hersh, in the rush and excitement, had left his parachute
behind his seat when he rushed to the bomb bay. It was only then that he became aware that he
had forgotten his chute, but he was unable to go back because of the raging fire in the radio
compartment. When last seen, he was standing on the catwalk. Lt. Hersh refused to share the
parachute that Lt. Shannon offered him, saying that it was his own fault, and that he would not
jeopardize Lt. Shannon’s chances for survival!! One brave man!
Sgt. Strandberg tells of his experiences: “We had dropped our bombs and were heading south
towards the instep of Italy’s boot when 24 FW 190s seemed to come out of nowhere. I was
standing behind the pilot and co-pilot near the radio compartment when I felt the nudge of a boot
in my back. I turned around and saw that Dennis Slattery’s top turret guns had been hit and were
jammed and that the ammunition was piling up in his lap.
“As I stepped back to help him there was a tremendous explosion that shook the B-24. A 20-mm
cannon shell had hit the left side of the radio compartment and tore a hole so big that I could
have walked out through it. The impact and explosion picked me up and threw me so that I lay
up against the right wall on top of the radio table. I was so numbed by the concussion that I had
no feeling in the lower portion of my body. I remember feeling with my hands to find out if my
legs were still there. As I lay there I could see that one parachute had been hit and had fluffed
out. The incendiaries that we were supposed to set the plane on fire with if we landed in enemy
territory, had also been hit and were burning.
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“The flames were spreading to the tattered upholstery on the side of the radio compartment. By
now the numbness in my legs had subsided enough so that I was able to roll off the table and
find my parachute. I snapped it on and headed for the catwalk. The bomb bay doors were open
and I could see that the big bullet-proof gas tank on the left side of the bomb bay was full of
holes and the gas was gushing out. I knew that the fire up front and this fuel in the bomb bay
would soon reach each other, so one of the most inviting things I have ever done in my life was
to bail out head first.
“On previous missions I had seen German planes going back and forth between Americans as
they were parachuting down. I had assumed they were being shot at, so I delayed pulling my
ripcord until I was so low that it felt like the earth was coming up to meet me. As it blossomed
out, I could see two FW 190s, so I immediately went limp and hung in my harness as if I were
already dead. Even so, the two pilots made three passes at me, coming so close that I was sure
they were going to clip out the top of my canopy with their propellers. Every time they went by
their prop wash would collapse the air out of my chute and I would fall off at a crazy angle
before my chute would blossom out again. Later, when I was captured and interrogated by the
Germans, I found out that they were having some fun while they were getting a fix on me and
radioing my position so that I could easily be located by ground troops.
“I landed with an awful jolt on a hillside in a farm yard and unsnapped my English-style chute
harness. As I ran from the farm yard I looked back and saw three women come out of the house,
gather up the chute and run into the house with it. I often wondered how many petticoats and
quilts they were able to get out of all that material.
“As I ran, I could see Italians converging on me from every direction. Some of them were even
on horseback, so I just sat down on a big rock and consulted my escape kit material as I waited
for them to come. There was money to bribe them with but how could you bribe that many
people? As they stood all around me with axes, pitchforks, rifles, shotguns, and clubs I came
across a phrase that was spelled out phonetically in Italian. It said, ‘Tell them you are an
American aviator.’
“Up till then they thought I was a German, so it was the worst thing I could have said. It was like
somebody dropped a bomb. The peaceful group became an angry mob and I was lined up to be
shot. If it hadn’t been for one kind soul who tried to talk reason, and two of his friends who
disarmed the nearly hysterical man with the shotgun, I’m sure I would have been killed right
there.
“After six weeks in Sulmona, I escaped and lived up in the mountains for another six weeks until
I met up with some Canadians in a Jeep, and I went with them.”
506th SQUADRON:
506th Sq., #42-40778 T, Austin
SOUTHERN COMFORT
Note: This was the first of many 44th aircraft named SOUTHERN COMFORT.
506th Squadron Crew:
AUSTIN, HORACE W.
ASN 0-7933711
Pilot
1st Lt.
POW, escapee, returned
Virginia Beach,
Virginia
FABINY, ANDREW T.
ASN 0-740592
Co-pilot
POW
Rock Springs,
Wyoming
SINGER, PAUL S.
ASN 0-736038
Navigator
2nd Lt.
KIA, buried Sicily/Rome (J-12-62)
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FINDER, SHELDON
ASN 0-733298
Bombardier
2nd Lt.
KIA, buried Sicily/Rome (J-11-62)
Chicago,
Illinois
JETT, JOSEPH W.
ASN 38097871
Engineer
T/Sgt.
POW, escapee, returned
Dallas,
Texas
WHITBY, RAY L.
ASN 39829592
Radio Oper.
S/Sgt.
POW, escapee, returned
Alpine,
Utah
LEE, DALE V.
ASN 17032710
LW Gunner
S/Sgt.
POW, escapee, returned
Bradish,
Nebraska
PURCELL, THOMAS O.
ASN 16083700
RW Gunner
S/Sgt.
POW, escapee, returned
Chicago,
Illinois
WARTH, CHARLES J.
ASN 15117864
Hatch Gun
S/Sgt.
POW, escapee, returned
Cincinnati,
Ohio
HICKERSON, GLENN C.
ASN 6294273
Tail Turret
S/Sgt.
POW, escapee, returned
Temple,
Texas
The 506th Squadron had not lost an aircraft in any of these north African missions – until today
when two did not return. The first crew was that of 1st Lt. H. W. Austin. The Missing Air Crew
Report states that approximately 15 minutes after bombing the target, this aircraft pulled out of
formation and lost altitude under continued attack by enemy aircraft. From 3 to 10 chutes were
observed before the aircraft itself was seen to explode in the bomb bay section and crash. Both
#2 and #3 engines had been on fire.
Sgt. Charles J. Warth, hatch gunner, had these comments, “We came in sight of our target (at
20,000 feet) and saw something else – half of the German Luftwaffe were waiting for us. In just
a very few minutes you would have thought the gates of Hell were open, as there were a bunch
of us trying to get in – both American and German. SOUTHERN COMFORT took an
uncountable number of direct hits from the German fighters who were coming at us from every
o’clock position. I know we shot down at least three of them, and very possibly more. But at a
time like that, you don’t have time to count who you hit – you just keep trying your best to
protect yourself and do as much damage as you possibly can…
“Shortly, we heard the bail-out klaxon sound, three of our engines were shut down or on fire; the
bomb bay was a blazing inferno, and we in the rear of the plane were completely cut off from the
pilot and the rest of the crew forward. I made it from the tail turret to the camera hatch, turned
around and saw the door to the bomb bay vaporize in flame!
“The four of us in the rear wasted no time then in attempting to get out – two going out the waist
windows. Hickerson and myself (at least I think it was Hickerson) were at the camera hatch door
and we got it open and both of us were out and away in a matter of seconds. In moments of
stress, time itself becomes an immeasurable entity. Looking back now, it seems like not a second
was lost or a motion wasted.
“After what seemed to be many minutes, the ripcord on my parachute accomplished what it was
designed to do, and the chute started opening. First the drogue, then the main chute came to life,
and I was able to start breathing again. With the chute lowering me to earth, I had nothing to do
but look around and to see what the rest of the world was up to.
“The sky for many miles around was a mass of aircraft – some on fire, some still pressing
attacks, others trying their best to fight them off, and everywhere patches of white chutes! Seven
of the 44th BG’s Liberators were lost that day, plus over 20 of the Luftwaffe. On the ground you
could see German soldiers coming from all directions to pick up any survivors. I kept a wary eye
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on a German fighter that circled me quite a few times, and saw the final moment of a gallant bit
of man-made machinery – a Liberator named SOUTHERN COMFORT – which was a mass of
flame as she spun down, empty now of human life, finishing her own “life” by crashing into an
Italian hillside. There was a final blast of flame and noise, as if she had but one desire left and
that being to return to the earth as the ores from which she came.
“Lts. Singer and Finder never reached the ground alive. Both of their bodies were found later by
the Germans who reported that their parachutes were flak and bullet-ridden, and failed to open
properly. The rest of us were captured by the Germans and we were sent to prison camps from
which some of us were able to escape from later and return to the States.”
Co-pilot Andrew Fabiny said that soon after he got out of the plane and was floating down in his
chute, he saw Lt. Singer pass quite close to him, but his parachute was damaged and was only
partly open. Sgt. Lee explained that Lt. Finder did not parachute, as he had been decapitated by
enemy fire.
506th SQUADRON:
506th Sq., #42-40606 X, Whitlock
TIMBA-A-AH
MACR #3559
506th Squadron Crew:
WHITLOCK, CHARLES A. Jr.
ASN 0-665748
Pilot
POW
lst Lt.
Corsicana,
Texas
WILSON, EDWARD R.
ASN T-74
Co-pilot
KIA
Flt Of.
Kansas City,
Missouri
RICKS, ROBERT A.
ASN 0-796600
Navigator
POW
2nd Lt.
Norfolk,
Virginia
WAITE, JOHN K.
ASN 0-734766
Bombardier
POW
2nd Lt.
Texas
STEWART, EDWIN M.
ASN 39090749
Engineer
KIA
S/Sgt.
San Francisco,
California
MUNDELL, ROBERT F.
ASN 17091292
Radio Oper.
T/Sgt.
POW, escapee, returned
Walsh,
Colorado
KNOX, RALPH B.
ASN 16123614
Well Gun
S/Sgt.
POW, escapee, returned
Cicero,
Illinois
KOSCH, EMIL M.
ASN 7024614
Waist Gun
KIA
Tampa,
Florida
DUNAJECZ, HUGO Jr.
ASN 32313726
Waist Gun
S/Sgt.
KIA, buried Sicily/Rome (E-8-40)
Bronx,
New York
BONHAM, ROBERT W.
ASN 15125248
Tail Turret
KIA
West Mansfield,
Ohio
S/Sgt.
S/Sgt.
1st Lt. Charles A. Whitlock was the pilot of the second of the 506th aircraft lost on 16 August.
S/Sgt. Ralph B. Knox, well gunner on this crew, had these comments, “We had only six of our
regular crew with us as the other four men were very sick (from dysentery). We took off
somewhere between 0630 and 0700 and reached the coast of Italy a little before 1300 hours. The
flak started the minute we hit the coast and followed us all the way into the target, which was 25
to 30 miles inland. There was plenty of flak and it was well-aimed. In fact, it was bursting right
outside of our waist windows. We hit the target at 1315 and got our bombs away without much
trouble.
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“We were away from the target about 5 to 10 minutes when it happened. The Group flying off to
our left was hit by about 20 to 30 fighters and a few seconds later we were jumped by about the
same number – and all Hell broke loose. We were flying ‘Tail-end Charley’ and caught almost
everything they had to throw at us. Their first pass didn’t cause any damage and I don’t think
that we got any of them. The second time it was different! A 20-mm shell came in and set my
ammunition cans on fire and nicked me in a couple of places, but not badly. I got the burning
cans out before they exploded. One of our waist gunners had been hit also, but he managed to
stick to his guns.
“In the meantime, I had seen the plane flying on our left wing [Austin’s] catch fire and then go
out of control. I saw six chutes come out of this plane, but things got so hot again that I didn’t
have time to watch it any longer. The fighters were coming in on their third pass and it proved
disastrous for us. Two more 20-mm shells came into the back and blew up. Many flying flak
fragments got me behind the right knee and above the left ankle – and that laid me out over the
hatch door. This burst also killed the already wounded waist gunner (Dunajecz).
“The other waist gunner (Kosch) didn’t look wounded as far as I could see, but there was a look
of terror in his eyes, and he was trying to kick the plexiglass out of the well door where I was
still lying. It wouldn’t have done him any good to get the plexiglass out as we couldn’t possibly
crawl through the opening. We couldn’t open the door because of the gun that was stuck through
it. I didn’t have the strength to pull the gun out, and he didn’t have the presence of mind to do it
either.
“I finally got to my feet and got him to the waist window and practically threw him out of the
ship. I watched him until he disappeared from sight, but I didn’t see him open his chute.
Unfortunately, he did not survive.
“I took one long last look around and saw that the tail gunner [Bonham] was slumped over his
guns and his turret was swung completely around to the side. I couldn’t have gotten back to him
if I tried. The waist gunner was dead, the two left engines were on fire, the area over the wing
and above the bomb bay was a mass of flames, and there was not a single gun on the ship firing,
so I figured it was time that I left. It was quite a struggle to get out of the window as my legs
were practically paralyzed by then and it took all of the strength in my arms to pull myself up,
over and out.
“I estimate that we were about 18,000 feet when I jumped. I delayed my opening of the chute
until I could almost see the leaves on the trees below. When I pulled the cord on my chute it
came loose so easily that I thought that maybe the line had been shot through and it wasn’t going
to open. But in a few seconds I felt a gentle tug and when I looked up, I was very relieved to see
that the white umbrella was opening as it should.
“It was only about 30 seconds between the time that my chute opened and the time that I hit the
ground. Luckily, I came down through some tree branches, which broke my fall and I didn’t hit
the ground very hard. It was only a matter of a few seconds until I had my chute off and had
destroyed all papers that I had in my possession. I couldn’t walk, so I crawled and rolled down
the mountain until I reached the bottom. I started crawling again up the next hill a few feet at a
time. It was quite a job and I quickly tired. When I was about half way up the hill I spotted a
chute on the side of another hill and I called over there. I found out that my navigator, Robert
Ricks and bombardier John Waite were there.
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“They weren’t hurt but had been already captured by Italian soldiers. It wasn’t very long after
that, that I was picked up and carried to a farm house where I met our other two men. (Sgt.
Mundell and Lt. Whitlock).
“When they finally got me to the hospital, they removed most of the shell fragments without any
anesthetic, which was really rough to take. Then they put me to bed without any food, and I was
very hungry.”
Lt. Whitlock later wrote to Ralph Knox to add, “You probably never did know what happened
on the flight deck. You see, after we caught fire I sent the co-pilot (Edward Wilson) back with
Stewart (engineer) to try to put it out. As you probably know, the interphone and alarm systems
burned out immediately as well as the controls. Since the bomb bay doors would not open, the
co-pilot jumped into the bomb bay onto one door.
“Although he succeeded in knocking a door off, he was burned to death and his chute did not
open. Stewart went back to his turret and kept right on shooting. Then the fire got so bad I
couldn’t see a thing in the cockpit. The radio man, Mundell, left by the top hatch, and then I
could see enough to find that the flames were coming through the radio compartment and up into
the top turret. Stewart stayed with his guns and was burned to death, also. After that, I also got
out by the top hatch, as the plane had no controls and was going down fast.
“I want to apologize to you and the others that are living for our formation that was too erratic to
allow good marksmanship for the gunners. However, I do know that you boys shot down several
enemy fighters.”
Robert Ricks told Sgt. Knox much later, “Whitlock and I were prisoners of the Italians until they
surrendered. Then the Germans took us over and we were prisoners in the Reich until the end of
the war. Whitlock and I lived together all of that time and got along fairly well until near the end.
Then we had so little to eat that we were too weak to walk around.”
The radio operator, Robert F. Mundell wrote the following account: “The top hatch was already
open. The hatch is located directly in front of the top turret – which the engineer operates – so
Stewart, the engineer, had to have opened it. But he hadn’t bailed out. He had left the top turret
and was now standing on the flight deck – directly opposite the radio operator’s station. He was
looking at me with a very calm, dispassionate expression on his face – an expression so out of
place, considering the situation we were in, that it lent a certain surrealism to the scene. Then he
looked down at the bomb bay – by now a roaring inferno – as if he were considering going out
that way. But he didn’t move. He must have intended on going out through the top hatch when
he opened it, but for some reason he had changed his mind. I pointed toward the open hatch,
motioning that we should leave. Stewart watched me as I started up the steps, but made no move
to follow me.
“I reached the top hatch and was halfway out when I got hung up. The top half of me was outside
the plane, and the blast from the ice-cold wind was numbing (the air temperature at 20,000 feet is
close to zero). The wind had caught my belly pack (parachute) and it was now floating four feet
from me – I don’t know where all the slack in the harness came from – and the straps felt like
they were going to pull through me. I was praying the chute wouldn’t open before I got clear of
the plane. I kept struggling to free myself, but I could feel my strength ebbing in the cold wind.
Then I felt a hand push me.
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“Whitlock had followed me up the steps and had reached up and given me a shove. It was
enough to free me, and out I went. I hit something that skinned my knee, and I remember
thinking for a second that I was hung up on something. The next thing I knew, my chute was
open. I don’t remember pulling the ripcord – the chute might have opened on its own, or maybe
the ripcord snagged on something and caused the chute to open. Whitlock who was about 5’11”
and between 155 and 160 pounds told me later that he came out right behind me and didn’t have
any trouble, that he dropped down right behind the wing.
“I do remember that it took a long time to get down (I had jumped at 18,000 feet), and I had a
front row seat to an air battle for quite awhile. At one point I saw a German fighter heading my
way, and I remembered the stories we had heard about some of our men getting strafed in their
chutes. Talk about being a sitting duck – there’s not a more helpless feeling in the world! But as
he drew closer, he banked his wings and went on by.
“I hit the ground pretty hard but wasn’t hurt. I had landed next to some trees on a small farm. A
farmer and a bunch of kids came running up and started examining my silk parachute. They
looked thrilled with it and started jabbering (in Italian) and pointing to a donkey under a shed. I
thought they might want to make a trade, and I could get on the donkey and get the hell out of
there. I don’t know to where, but it seemed like a good idea at the time.
“Then an Italian policeman arrived and put a pistol to the back of my head. I raised my hands to
shoulder level – I didn’t hike my arms over my head like the bank tellers in the westerns did
when told to “reach for the stars.” With my hands lowered, I might be able to spin around and
grab the gun before he could shoot. I was trying to get a better look at him out of the corner of
my eye when I noticed an old farmer standing 30 feet away with a shotgun leveled at me. He
looked like he was reading my mind. I reached for the stars. But a truck showed up and Whitlock
and I were taken into a nearby town of Potenza. I’ll never know what that mob had planned for
us.
“Word of our capture had spread. As the truck brought us through the middle of town, a large
crowd of people had gathered along the “parade route” and were applauding. There were also a
lot of people applauding from the balconies. Somehow I got the feeling they were applauding us
instead of our Italian captors.
“A little later, they brought in Ricks (navigator) and Waite (bombardier), who had dropped out
through the nose wheel doors – an emergency exit for the two men in the nose of the plane.
Ricks had seen Knox (well gunner), who had been injured. Bonham (tail gunner) and Kosch
(waist gunner) had been killed in the attack. Dunajecz (waist gunner) had died when his chute
didn’t open. Wilson (co-pilot) had burned to death trying to get out through the bomb bay, and
Stewart (engineer) had remained on the plane all the way to the ground. We had lost five of our
ten-man crew.
“Waite had been drinking some wine with one of the Italian guards and was half drunk. He had
found out that the guard had lived in Texas, and was saying, “He’s okay – he’s from Texas!
Waite tried to get the rest of us to have a drink with them, but none of us did.
“I was put into a small dungeon by myself that night. There was a concrete slab about a foot off
the floor that I tried to sleep on, but it sloped toward the floor so much that I couldn’t relax on it
without rolling off. I didn’t get any sleep at all. There was a hole in the center of the floor full of
excrement, and there were brown finger marks all over the walls (without going into a lot of
detail, there was no toilet paper). The stench was awful.
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“Three days ago I was drinking wine with Bill Hebberd in Oran. Now I was in a dungeon staring
at brown finger marks. Even hauling feed didn’t look all that bad right now.
“The next day the Italians put us on trucks (except for Knox, who was taken to a hospital), and
we departed – to more applause – for Bari, where we met the other downed airmen from the
same raid. There were about 30 of us. The 44th had lost a total of seven planes on the Foggia
mission; two were from the 506th. The pilot of the other 506th plane – SOUTHERN COMFORT
– was named Austin, and he and his surviving crewmen were there.
“The guy in Benghazi had been right – there had been a raid coming up, and they now had plenty
of cots. Seven crews lost meant 70 empty cots.
“The navigator on the Austin crew, a guy named Singer, had tried to get out of going on this
mission – he said that he was afraid of flying today. But they made him go anyway. He bailed
out when the plane was shot down, but his chute didn’t open. Austin had lost one of his shoes
getting out of the plane, so when he came across the body of the navigator he took one of the
dead man’s shoes.”
There were wounded aboard another aircraft that landed in Malta.
506th SQUADRON:
506th Sq., #41-24201 Bar-O, Strong
BALDY AND HIS BROOD
STRONG, WILLIAM H.
Pilot
Capt.
DAVENPORT, LYLE S.
Co-pilot
1st Lt.
FRETWELL, LLOYD G.
Navigator
2nd Lt.
FLAHERTY, THOMAS A.
Bombardier
2nd Lt.
NELSON, CLARENCE W.
Radio Oper.
T/Sgt.
FLEMING, LEMUEL D.
Eng./Top Turret
S/Sgt.
HAMEL, EDGAR O.
RW Gunner
T/Sgt.
HAAS, VERNON DALE
LW Gunner
Wounded
S/Sgt.
GERMANN, OLIVER R.
Tail Turret
Wounded
S/Sgt.
ACKERMAN, LONNIE L.
Rear Hatch Gunner
S/Sgt.
Landed in Malta
BALDY AND HIS BROOD was being attacking singly and in pairs by German aircraft. They
made about 20 attacks. Tail turret gunner, Sgt. Germann first shot down one Me 109 which had
attacked from 6 o’clock. It went into a spin and burst into flames. Germann was also wounded at
that same time. However, he remained at his guns when the next fighter approached. Again, he
fired, hit his target, and this fighter also went down in flames. Sgt. Dale Haas, waist gunner on
the left waist gun, caught another Me 109 breaking off from an attack from the rear.
Then Lonnie Ackerman took over the waist position while Haas went back to the tail turret to
assist Sgt. Germann. Badly wounded, Haas pulled him out of the turret, laid him on the floor,
and then got into the turret himself even though he, also was wounded. Somehow he got the guns
working again. Then he and Capt. Strong worked together in their defense. When Haas would
see other planes attacking, he would call out their positions as they attacked and Capt. Strong
could then take the appropriate evasive actions.
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When they got to Malta, they landed so the wounded crewmen could be attended to at the British
Hospital. Capt. Strong knew by landing there his three wounded gunners could get immediate
attention. An examination of his aircraft showed many large holes caused by large caliber armor
piercing shells. Dale Haas stated that he remained at the hospital for a month, and then taken to
Benghazi where he boarded another plane to be taken to other hospitals in the U.S. In all, he
spent nearly a year in recuperation. However, before he departed, he was awarded seven
decorations including the Silver Star.
27 August 1943
En Route Back to England from North Africa
Although there were no further losses on missions from Africa, the 44th BG suffered three more
casualties when the three Bomb Groups were returning to England. Both the 93rd and the 44th
BGs had loaned ground crewmen to the 389th BG as their ground echelon had not arrived in the
ETO before their air echelon was called upon to bomb from northern African bases.
However, on the return from Africa, when one of the 389th’s aircraft was approaching England
and still over the English Channel, it was lost. This aircraft, a B-24D, was piloted by 2nd Lt.
Dwaine C. Lighter of the 389th’s 564th Squadron. It carried his crew and several passengers
from both the 44th and 93rd bomb groups, as well as ground crewmen loaned to the 389th. This
plane took off from Marrakech, French Morocco, for a non-operational flight to England. There
was a crew of ten and five passengers on board.
The squadron split up opposite Portugal because of the weather. Every one of the planes
proceeded individually. The B-24 piloted by Lighter was attacked by German fighters over the
Channel, with one propeller being feathered after the first pass. This aircraft began losing
altitude. On subsequent attacks, the rear of the plane was badly hit and then the top turret blew
up. The pilot ditched as he already was too low for a bail out. Due to the rough sea, the B-24
broke in two behind the bomb bay, and quickly sank. The area was approximately 65 miles
southwest of Portreath.
The pilot and one of the passengers (M/Sgt. Charles Kronberg) survived and were taken
prisoner. The bodies of two of the 44th’s ground crew washed up on the Brest peninsula, where
they were temporarily buried. The body of Sgt. Haaf was never recovered and his name is now
inscribed on the Wall of the Missing at the Normandy American Cemetery, St. Laurent, France.
68th and 506th SQUADRONS
389th BG, #42-40767, Lighter
MACR 12266
Note: This aircraft was from the 564th Squadron.
68th Squadron Ground Crewmen:
WEEMS, MANUEL H.
ASN 18053822
Ground Crew
KIA
Sgt.
Shawnee,
Oklahoma
WOOLFE, CHESTER R.
ASN 35036742
Ground Crew
Sgt.
KIA, buried Brittany Manche (F-15-3)
New Lexington,
Ohio
Ground Crew
S/Sgt.
KIA, WOM Normandy
Fort Worth,
Texas
506th Squadron Ground Crewman:
HAAF, HOWARD S.
ASN 18081540
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Note: Sgt. Weems is interred in the Fairview Cemetery, Shawnee, Oklahoma. Sgt. Woolfe is interred in plot F,
row 15, grave 3 of Brittany American Cemetery, St. James, (Manche) France.
This plane was reportedly shot down near Cape Finisterre by a JU 88 piloted by Hauptmann
Hans Morr.
Note: For additional details on the downing of this plane,, please see “Bloody Biscay: The History of V
Gruppe/Kampfgeschwader 40” by Chris Gross.
Mr. J.A. Hey of Hengelo, Holland compiled the following list of the full crew and passengers:
LIGHTER, DWAINE C.
ASN 0-520632
Pilot
POW
2nd Lt.
REINARD, DALE E.
Co-pilot
POW
2nd Lt.
WILLIAMS, SHERWOOD V.
ASN 0-729687
Navigator
KIA
2nd Lt.
Killed in air by 20 mm shell
SCHULTZ, LARS F.
ASN 0-735932
Bombardier
2/Lt.
KIA, WOM Normandy
SPEECE, CHARLES W.
ASN35401619
Radio Oper.
KIA
SHAVER, THOMAS L.
ASN 14120849
Engineer
T/Sgt.
KIA, WOM Normandy
POITRAS, ALFRED E.
ASN 31152328
RW Gunner
KIA
STOUT, JOHN E.
ASN 35493173
LW Gunner
S/Sgt.
KIA, buried Brittany (E-18-3)
HURST, HERBERT W.
ASN 31082411
Tail Turret
S/Sgt.
KIA, buried Brittany (K-14-22)
MITCHELL, CLAUDE H. Jr.
ASN 18036992
Nose gunner
S/Sgt.
KIA, WOM Normandy
KELLER, EDWARD L.
ASN 14063239
Passenger
T/Sgt.
KIA, buried Brittany (L-12-19)
WEEMS, MANUEL H.
ASN 18053822
Passenger
KIA
Sgt.
68th BS, 44th BG
WOOLFE, CHESTER R.
ASN 350336742
Passenger
KIA
Sgt.
68th BS, 44th BG
HAAF, HOWARD S.
ASN 18081540
Passenger
KIA
S/Sgt.
506th BS, 44th BG
KRONBERG, CHARLES L.
ASN 37038977
Passenger
POW
M/Sgt.
Hit by shell in leg
T/Sgt.
S/Sgt.
Note: Mr. Hey’s list has been supplemented with some additional information provided by Chris Christensen.
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Second North African Tour of Operations
1 October 1943
Airframe Plant for Messerschmitts, Wiener Neustadt, Austria
Exactly two months after Ploesti, our Group attacked this assembly plant and suffered many
casualties. The official records reported that we had eight planes lost, but later it was learned that
one crew had landed okay at Bari, Italy.
66th SQUADRON:
66th Sq., #41-23811 K, Bridges
FASCINATIN’ WITCH
66th Squadron Crew:
BRIDGES, RICHARD W.
ASN 0-794067
Pilot
2nd Lt.
POW, escapee, returned
Ft. Wayne,
Indiana
PHELPS, DELMAR F.
ASN 0-743272
Co-pilot
POW
2nd Lt.
Palo Alto,
California
STIEFEL, MAX A.
ASN 0-801102
Navigator
POW
2nd Lt.
Shreveport,
Louisiana
SCHULER, WILLIAM M.
ASN 0-736730
Bombardier
POW
2nd Lt.
Birmingham,
Alabama
DISALVIO, ROBERT L.
ASN 32144464
Engineer
POW
T/Sgt.
Rochester,
New York
BRIDGES, DONALD O.
ASN 33279989
Radio Oper.
POW
T/Sgt.
Hunker,
Pennsylvania
GARRETT, KENNETH O.
ASN 35431908
Waist Gunner
S/Sgt.
KIA, buried Ardennes (C-30-46)
Duling,
West Virginia
ROSENSTEIN, JACOB
ASN 31145138
Waist Gunner
KIA
S/Sgt.
Hartford,
Connecticut
SASEK, CHARLES M.
ASN 13168268
Belly Gunner
POW
S/Sgt.
Houston,
Pennsylvania
MERCER, GEORGE W.
ASN 16070123
Tail Turret
S/Sgt.
KIA, buried Lorraine (G-6-1)
Muscatine,
Iowa
Richard W. Bridges, pilot of the first 66th Squadron plane lost this day, recalled the mission:
“Our aircraft, which had been temporarily assigned to me… was identified as 811 K, and had
two engines (the inboards) which were using so much oil that the Squadron Engineering officer
had grounded it. I persuaded him to release it for any mission briefed not to exceed ten hours.
“As the Group started its second climb somewhere over northern Italy or Yugoslavia, my aircraft
suffered a sudden and severe loss of power on the two inboard engines. From that time on, I was
unable to achieve power settings of more than 18 to 20 inches from those two engines. We saw
the Group climb away from us, but continued on below them and ahead, because we were flying
faster, straight and level, while the others were climbing.
“Finally, the Group leveled off at the briefed bombing altitude and I was able to nurse 811 K
back into its proper spot in the formation, which was #2 on the element leader of the third
element. On the bomb run, as a pilot, I was mainly concerned with maintaining formation and I
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did not see very much of what was going on except to realize that the flak was very heavy and
accurate.
“Shortly after bombs away I just happened to look up at about 2 o’clock, high, in time to see four
Me l09s diving on us. I decided later that they had already finished shooting when I saw them. In
any event, I believe it was this fighter attack which knocked out the two inboard engines and
started a fire in the bomb bay.
“We had two 425 gallon spare fuel tanks (Tokyo tanks) in the forward bomb bay, so this fire in
the bomb bay left no alternative for us – we bailed out. All but three of the crew successfully
bailed out. The tail turret gunner, Mercer, and the well gunner, Garrett, were killed in the
aircraft, probably by the fighter attacks. These two men were replacements for my regular
crewmen, Sgts. Rice and Abrams, who had been grounded due to illness.
“Also killed in the action was my assistant engineer, Sgt. Jacob Rosenstein. Six of us survived
the bail out and five men spent the rest of the war in German prison camps. I was taken prisoner
in Hungary, then moved to a camp in Belgrade. Then the Germans occupied Hungary in March
44; I escaped from that camp in May 44, spent some time with Tito’s partisans, and was finally
evacuated by air to Allied Military Control at Bari, Italy, in August 1944.”
William M. Schuler, bombardier, added, “This mission had been planned five or six days prior to
1 October 43, but inclement weather had delayed it. On the 1st, we got the go ahead to fly across
Yugoslavia and on up to Wiener Neustadt. Our airplane was an old combat plane with over three
hundred hours on the engines, and as we started to climb across Yugoslavia we had to drop out
of formation because we could not sustain the rate of climb. Due to the poor mechanical
condition of the aircraft, we probably should have aborted.
“The Germans certainly were well prepared as they had moved in a lot of mobile flak guns. They
had flak guns on railroad cars and there were approximately two hundred fighters in the target
area. They centered their attack on the 44th BG. With the combination of the heavy flak and the
large numbers of fighters, the results were disastrous. It was hard for me to determine whether
the engine power losses were due to the flak or to damage caused by the fighters – or a
combination of both.
“The fighters must have been the single most detrimental element as they were coming in from
every clock position. We had three engines knocked out and they were making head-on passes
and we were alone. They killed the gunners in the rear of the plane and scored hits on the bomb
bay tanks which were temporarily installed to give us extra range for this target. In my opinion,
these tanks should have been hung on temporary shackles in the event of a severe attack – and
could have been dropped when the fighter attacks began.
“The fighter attacks continued for fifteen to twenty minutes and these were no young,
inexperienced Luftwaffe pilots! After I bailed out and pulled the ripcord and was floating down,
four fighters headed in directly for my parachute and for a moment I thought they were going to
put a few shells through it, but that certainly wasn’t their intention. They were simply curious to
see what I looked like as they came within about thirty yards of the parachute, waved, and turned
away.”
Charles M. Sasek, the belly gunner, noted: “The plane we were to fly on this raid was red lined
due to the fact that two engines on the plane had a large oil consumption and due to the distance
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of this raid, there should have been some doubt if this plane should have been used. This was my
20th raid and I think this may have been the 2nd raid for this crew.
“When we could not get into formation over Yugoslavia, I think Lt. William Schuler, the
bombardier, was right to think this was the proper time to abort this raid. As we came into the
target area, there seemed to be a large volume of flak and numerous fighters. Our tail gunner
[Mercer] was dead by now and Jacob Rosenstein was on the floor. Shortly after there was a large
explosion around the hatch area, blowing me back against the bomb bay bulkhead and the plane
was solid flame from the waist windows to the rear of the plane. By this time, Kenneth Garrett
was also dead. I was lucky to find my chute in the flames and got out of the waist window. My
feet were caught inside and I was banging up against the side of the plane and don’t ask me how,
but Rosenstein somehow got strength enough to get me clear of the plane. He went down with
the plane.”
66th SQUADRON:
66th Sq., #42-72877 A, Hobson
MACR #9022
66th Squadron Crew:
HOBSON, THOMAS B. Jr.
ASN 0-791426
Pilot
POW
lst Lt.
Columbus,
Ohio
CALLAHAN, ARTHUR W.
ASN T-190576
Co-pilot
POW
Flt Of.
Buffalo,
New York
HYDE, THOMAS I.
ASN 0-728214
Navigator
POW
lst Lt.
Orinda,
California
DUNN, ROBERT F.
ASN 0-670043
Bombardier
2nd Lt.
KIA, buried Lorraine (A-16-50)
Los Angeles,
California
Engineer
ASN 34174154
S/Sgt.
POW
Biltmore,
North Carolina
TUTTLE, RICHARD E.
ASN 19064422
Radio Oper.
POW
T/Sgt.
Sacramento,
California
WILLIAMS, RICHARD H.
ASN 12031124
Waist Gun
T/Sgt.
KIA, buried Lorraine (G-3-24)
Buffalo,
New York
KALLAL, LAWRENCE B.
ASN 16051552
Waist Gun
S/Sgt.
KIA, buried Lorraine (E-9-8)
Jerseyville,
Illinois
POPOVICH, NICHOLAS
ASN 15074648
Hatch Gun
POW
S/Sgt.
Cleveland,
Ohio
MILLWARD, WARREN F.
ASN 13092560
Tail Turret
KIA
S/Sgt.
Harrisburg,
Pennsylvania
CUTSHALL, EARNEST J.
The second of the two 66th Squadron aircraft lost was that piloted by lst Lt. Thomas B. Hobson.
Lt. Hobson states, “Bad weather was a great hampering factor, with 10/10th cloud cover up to
the target. A small hole in the clouds that was too small for a completely successful bomb run,
was found so the bombs were dropped, but with poor results.
“Our intercom was knocked out in the first fighter attack, so we had no contact with the rear or
nose section. #4 engine was hit, also in the first attack, and a fire started in the wing behind it.
The tail section was hit at this time as well I believe, since the controls became sloppy. A climb
to the right began, which could not be controlled with our #4 engine feathered and #3 engine
redlined (maximum power).
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“During this time, we received two more attacks by fighters lined up abreast, 6 to a formation,
and further hits were encountered in the nose and cockpit. Our autopilot controls also were
knocked out. We stalled, followed by a spin, which could not be broken by the later feathering of
engines #1 and #2.
“The spin was violent until flaps were lowered, permitting the spin to be flattened and gentle, but
no recovery. However, free and easy movement was now possible, so I put on my chute and left
through the bomb bay, estimating my altitude at this time to be about 5,000 feet. All bailed out
except the four who were believed already dead – Millward, Kallal, Williams, and Dunn.”
“Lt. Dunn was last seen by Lt. Hyde to be in good condition, but for some unknown reason he
apparently did not jump.
“Tuttle was the first man to leave the ship, followed by myself and later, Popovich. Lt. Hyde was
experiencing some difficulty with his chute and finally exited through the nose wheel door, and
landed about 1,000 feet from me. The surviving waist gunner (Popovich) landed in the same
area, so I assume that he left immediately after the bail out signal, too.
“I landed about 50 feet off of my ship’s left wing, after seeing it hit the ground and start burning
all over within a few seconds. The right tail surfaces were almost completely gone, accounting
for the lack of control.
“During the several enemy attacks, our ship was continually returning fire. Guns were firing
from the nose, ball, and waist positions. Hits were observed on two fighters in the first attack and
another one in the second. No hits were seen in the third one.”
66th SQUADRON:
66th Sq., #41-23936 J, Oakley
QUEEN ANNE
Crash-landed
OAKLEY, WARREN W.
ASN 0-746893
Pilot
1st. Lt.
Not seriously injured
Seattle,
Washington
McKENNEY, ELWIN J.
ASN 0-735424
Co-pilot
Seriously wounded
Sacramento,
California
SNEFF, FRANK B.
ASN 0-805099
Navigator
2nd Lt.
Not seriously injured
EDWARDS, ROBERT L.
ASN 0-660337
Bombardier
Capt.
Not seriously injured
PISARSKI, CHESTER S.
ASN 324008172
Radio Oper.
T/Sgt.
Not seriously injured
Huntington,
New York
BYERS, JOHN F.
ASN 37152814
Eng./Top Turret
T/Sgt.
Not seriously injured
Chester,
South Dakota
CAROON, KENNETH C.
RW Gunner
S/Sgt.
Not seriously injured
YOUNG, JAMES F.
ASN 14000162
LW Gunner
Seriously wounded
S/Sgt.
Sanford,
Florida
ABEYTA, ISAAC
ASN 18068133
Belly Gunner
POW
S/Sgt.
Blanco,
New Mexico
CARSON, KENNETH G.
ASN 17047313
Rear Hatch Gunner
POW
S/Sgt.
Pine City,
Minnesota
66th Squadron Crew:
1st Lt.
Note: Warren Oakley was killed in action on 22 December 1943.
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A third 66th Squadron aircraft suffered casualties before it was forced to crash-land four miles
from Foggia, Italy. This plane, piloted by Warren Oakley, was so badly damaged over the target
area that two of these crew members abandoned ship before Lt. Oakley somehow again got the
aircraft under control and almost returned to base with two other crew members seriously
wounded.
1st Lt. McKenney wrote: “I was a pilot flying as co-pilot for Oakley. One of my jobs while
flying the right seat was to call out fighter locations to the crew. We experienced some flak as
we got near the target area, but no fighters until we were turning into the IP.
“The first ones I saw came in from straight ahead – these being four or five Me 109s, diving in
trail. They leveled out, looking right at us and fired. I had my hand on my throat mike and was
calling the Me 109’s, and saw flame in the nose cannon of the lead bandit. He got us right
through the windscreen with a 20-mm cannon shell, which exploded on impact. I caught the
explosion on the left side of my head. In fact, still have a piece of that shell in my brain.
“I lost my left eye and it fractured my skull pretty badly. I was a bloody mess, but never lost
consciousness. I remember the radio operator trying to wrap gauze around my head while we
were catching hell from the fighters. We lost one engine, and later, on the way back, a second
one.
“Oakley hit the bell to prepare to bail out shortly after we dropped our bombs over the target. I
put a chest pack on and went to the catwalk in the bomb bay. Doors were still open, so I squatted
down and prepared to roll out. We were still being hit by fighters and the sky below the plane
was a smoky mess, crisscrossed with tracers. I took a last look up into the cockpit and saw
Oakley waving me to come back!! He had decided to stick with it.
“Best news I ever had! I laid down under and along side the top turret and got sprayed with shell
casings for quite a while. We managed to get out of there and flew for about two hours or so
toward the Mediterranean, but when we lost that second engine we were forced to crash-land.
Oakley did a great job of landing wheels down in a plowed field about four miles out of Foggia,
Italy. (The British had taken this field only four days earlier.) The nose wheel, of course, dug in
and we skidded on our nose, but nobody was hurt in the landing.
“I remember worrying that the top turret might break loose and fall on me, but it didn’t. I was
still conscious by then, but pretty groggy. They helped me out through the top hatch and I slid
down the nose to the ground. An Italian in a small sedan stopped on the road by the field and the
crew helped James Young and me to his car.
“We were taken to a British Field hospital set up, I believe, in a school building in Foggia. I
remember laying in a stretcher on the floor in a hall with a priest bending over me. I tried to talk
to him but don’t think that any words came out, and the next thing that I remember was being
washed to get all of that dried blood off my face, getting me ready for surgery. I had a moustache
and it hurt like hell.
“I learned later that two of our crewmen bailed out, but I didn’t know them. I knew James Young
and visited with him about six weeks later when we both were recuperating.”
T/Sgt. Byers destroyed two enemy aircraft, as did S/Sgt. James F. Young.
67th SQUADRON:
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67th Sq., #41-23918 O, Bronstein
1 October 1943
MARCIA ANN
MACR #2806
BRONSTEIN, GEORGE
ASN 0-523516
Pilot
lst Lt.
KIA, WOM Florence
New York City,
New York
ERICKSON, CHARLES R.
ASN 0-742572
Co-pilot
KIA
2nd Lt.
Rockfort,
Illinois
COHEN, JACOB
ASN 0-798753
Navigator
POW
2nd Lt.
Malden,
Massachusetts
ARCHAMBAULT, WILLIAM S.
ASN 0-738953
Bombardier
KIA
2nd Lt.
Denver,
Colorado
BERKSTRESSER, GEORGE B.
ASN 18104589
Engineer
T/Sgt.
KIA, WOM Florence
Balmorhea,
Texas
CLICK, GEORGE
ASN 15115001
Radio Oper.
T/Sgt.
KIA, buried Lorraine (K-48-12)
Logan,
West Virginia
SHEPHARD, JACK P.
ASN 36073284
Asst. Eng.
POW
S/Sgt.
Benton,
Illinois
PREKOPIE, MICHAEL L.
ASN 33289063
Asst. Radio
KIA
S/Sgt.
Pittsburgh,
Pennsylvania
BOLSTER, HARRY T.
ASN 35397686
Gunner
S/Sgt.
KIA, WOM Florence
Barberton,
Ohio
MANSFIELD, JOE
ASN 18000247
Tail Turret
S/Sgt.
KIA, WOM Florence
Tiburon,
California
67th Squadron Crew:
The first of the three aircraft lost by the 67th Squadron was piloted by George Bronstein. Only
two men were able to parachute from this plane, The MACR does not have any information
concerning the fate of this ship and crew. Apparently, there were no observers on the other
aircraft as they were far too busy fighting off the multitude of attacks by the enemy aircraft.
However, recently I heard from Jacob Cohen, the navigator. He wrote: “I recall that when we
approached the target we were under heavy antiaircraft and fighter attack. We managed to drop
our bombs and turned to return home. I could see several fighter planes coming directly at us. It
was frustrating because the machine guns in the nose of the airplane where I sat as navigator
could not be turned to aim at planes coming directly at us. One of the fighter planes coming at us
was so close I could see the pilot.
“Looking to my left, I could see one of our planes going down in flames. Our plane appeared to
be in a slow descent. Looking up I see that most of our wing was gone. As navigator, being in
the nose of the plane, I could see what was happening behind me and the condition of the rest of
the plane. The pilot rang the bailout bell so we (the bombardier and I) opened the bomb bay
doors. I attached my parachute and sat down in the open door and let myself slide out. The
bombardier was behind me. I found out later that he had been killed.
“Coming down I could hear voices on the ground. A gust of wind caught me as I got to the
ground and I hit the ground on my backside. I was soon surrounded by civilians but they did not
bother me. I had been injured and could not move. An ambulance came over and took me to a
German military hospital. I was the only American there, but they left me alone, and after I could
walk, though with difficulty, I was sent to prison camp, Stalag Luft I in Barth, Germany, where
we were liberated by Russian guerillas, mainly Mongolians, close to the end of the war.”
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67th SQUADRON:
67th Sq., #42-41017 L-Bar, Carpenter
MACR # not known
67th Squadron Crew:
CARPENTER, REGINALD L.
ASN 0-665663
Pilot
POW
1st Lt.
Ferndale,
Michigan
PRATT, CARROLL H.
ASN 0-743276
Co-pilot
POW
2nd Lt.
Santa Monica,
California
SELASKY, CHARLES J.
ASN 0-795305
Navigator
POW
lst Lt.
Pittsburgh,
Pennsylvania
SWENSSON, BERTHEL
ASN 0-733113
Bombardier
lst Lt.
KIA, buried Ardennes (D-37-21)
Los Angeles,
California
PALIGA, FRANK
ASN 19071407
Engineer
POW
S/Sgt.
Stockett,
Montana
IRWIN, JOHN F.
ASN 37071188
Radio Oper.
KIA
S/Sgt.
Albion,
Nebraska
YEATTS, ROY J.
ASN 20364881
RW Gunner
T/Sgt.
KIA, buried Ardennes (C-29-13)
Farmville,
Virginia
BRADY, WILLIAM R. Jr.
ASN 12031414
LW Gunner
POW
S/Sgt.
Hammondsport,
New York
BITTNER, HARRY H.
ASN 16063878
Ball Turret
KIA
Sgt.
Detroit,
Michigan
BRYL, EDWARD B.
ASN 10601101
Tail Turret
S/Sgt.
KIA, buried Lorraine (E-14-22)
Milwaukee,
Wisconsin
The second of the three 67th Squadron aircraft lost was that flown by lst Lt. Reginald L.
Carpenter and co-pilot 2nd Lt. Carroll H. Pratt.
S/Sgt. Frank Paliga, radio operator, wrote these pertinent facts: “I had flown 24 missions with
my original crew under Lt. Abernathy, but as I had missed one mission with them. They
completed their tour and I was assigned to this crew for my 25th – and last. This was a
completely new and strange crew to me, so I tried to get acquainted with Irwin, Bittner, and
Brady before the mission. John Irwin told me that he was worried about jumping out of a plane
at high altitude in an emergency. He thought that if he pulled his ripcord as soon as he left the
plane, he would die from lack of oxygen. But on the other hand, he was worried if he made a free
fall for quite a distance, he would pass out from the speed of falling and would not be able to pull
the ripcord and therefore die from the fall. His plan was that he would hold his hand over the
chest pack and pull the ripcord before he jumped. Then, he would make a free fall and if he
passed out, his hand holding the chest pack would go limp and his chute would then open and
save him. Unfortunately, he would soon have an opportunity to test his plan.
“On the day of the Wiener Neustadt mission, at approximately 1130 hours, we were heading
over the target with the bomb bay doors open ready to drop our bombs when we were struck
from 12 o’clock, a little high, by what seemed to be 40 to 50 or even 70 fighter planes. They flew
through our formation and shot down and/or crippled a large number from our bomber force. The
heavy concentration of enemy planes was a bit more than our gunners could handle. The flak
was also very heavy going in toward the target.
“I noticed that we had two engines on fire from my position in the top turret, and soon a third
engine fire erupted about that time. The bail out bell rang and John Irwin poked me in the leg to
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call my attention to my chest pack that he was trying to hand me. You couldn’t wear one in the
turret. So I climbed down out of the top turret and took the chest pack that Irwin handed me. At
that moment the plane was in a shallow dive. While I was on the flight deck putting on my
parachute, Irwin stepped down onto the catwalk in the bomb bay to get ready to jump. When I
got to the catwalk, John Irwin was lying face down on the catwalk next to the burning bomb bay
gasoline (auxiliary) tanks with his parachute inflated out of the bomb bay and the shroud lines
between the catwalk and bomb bay tank. The open chute was pulling him tightly against the
catwalk and the burning tanks. I tried to pull on him to free him and drop him out of the plane
but the pressure of the inflated chute made it impossible. I was running out of oxygen and
jumped, pulling my ripcord as soon as I got out of the plane.
“I never met or heard from anyone from our crew or knew who might have been killed or made
it out of the plane except William Brady, our tail gunner. He and I spent the balance of the war in
Stalag 17B at Krems, Austria.”
William Brady said, “Our [original] aircraft was a brand new one with ball and nose turrets – 4Q-2. When I had been a regular crewman on Kolliner’s crew, I flew with him and Pappy Moore
in SUZY Q. And so were several gunners on this ship. I saw SUZY Q get hit and go down…
“Edward D. Bryl had flown 40 to 60 missions in the RAF and had been awarded the English
DFC for those many missions. He was our tail gunner and was blown completely out of that
turret and into the tail section. I went back and checked him out but he was already dead. Harry
Bittner, ball turret gunner, was hit and killed on the very first pass by the enemy planes and was
the first to die. Yeatts, right waist gunner, was hit by bullets and was knocked over against me,
and then fell to the floor. I helped him, got him back on his feet, and he then started shooting
again. Later, he was again hit by flak or enemy machine gun fire and fell dead.
“Berthel Swensson, bombardier, had obtained a very small dog someplace and took him on this
mission. I believe that Berthel was hit by a 20-mm and probably killed, not leaving the ship. I
managed to jump out, opened my chute and then felt the explosion as the ship blew to pieces.
Many parts fell around me as I went down. All in the rear of the ship were dead. Paliga was
burned by the fire in the bomb bay and flight deck.”
Co-pilot Carroll Pratt wrote that, “Berthel is believed to have been seriously wounded because
the navigator, Charles Selaski had blood over his flight jacket when he landed – and never saw
Berthel get out. He could have ‘frozen’ and could not jump, but more probably was dead or
dying at that time.
“After dropping our bombs, we were being damaged by both flak and fighters but it was the
fighters that ultimately got us. Carpenter sent me back, along with Paliga, to help put out the
fires. We found the bomb bay doors partly open, the fires beyond controlling, so Paliga soon
bailed out. Later, I saw Irwin lying on the catwalk and his chute trailing out the door. I got down,
put my arms around him in a bearhug, and we both went out. However, the force of that dragging
chute tore him from my grasp, taking some of my fingernails with him. I looked back and saw
one man coming down with his chute burning and that could have been Irwin – and he did not
survive.”
Somehow Carpenter survived the explosion, parachuted safely.
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67th SQUADRON:
67th Sq., #42-72853 Q, Henderson
COUNT BRUGA
MACR #6452
67th Squadron Crew:
HENDERSON, CHARLIE P. Jr.
ASN 0-665686
Pilot
KIA
Capt.
Dallas,
Texas
GREYHOSKY, ALBERT
ASN 0-791424
Co-pilot
POW
2nd Lt.
Cokeburg,
Pennsylvania
NEWBOLD, WILLIAM P.
ASN 0-791619
Navigator
POW
1st Lt.
Langhorne,
Pennsylvania
ZWICKER, HENRY R.
ASN 0-728529
Bombardier
KIA
1st Lt.
Pendleton,
Oregon
COOPER, HAROLD E.
ASN 38139230
Engineer
KIA
T/Sgt.
Denver,
Colorado
DAYBERRY, JOHN J.
ASN 34259156
Radio Oper.
POW
T/Sgt.
Shelby,
North Carolina
RAMSEY, IVAN W.
ASN 35255507
Well Gun
S/Sgt.
KIA, Florence WOM
Wadesville,
Indiana
PORTER, JAMES M.
ASN 37212157
Waist Gun
KIA
S/Sgt.
Formosa,
Kansas
CONFER, CHARLIE H.
ASN 35371803
Waist Gun
KIA
S/Sgt.
Peru,
Indiana
WARVICK, ISLEY B.
ASN 37290897
Tail Turret
KIA
S/Sgt.
Britton,
South Dakota
The last of the 67th aircraft lost this day was Lt. Charlie Henderson’s. The MACR for this crew
is rather short and incomplete, saying only that “A/C #853 was flying in the second element of
the low, left section and on the bomb run was seen by his #2 wingman to drop down and slide
over to the right, under attack by enemy aircraft. When last sighted in the target area, was on fire
in bomb bay section.”
Albert Greyhosky, co-pilot, stated that, “As we turned into the bomb run, our flight was forced
out of formation by a too-great a bank by the leading squadron. We were low flight in the low
formation. Just as we slid out of formation, the fighters hit us head on. Our #3 and #4 engines
were knocked out at the same time. Our plane immediately fell into a steep spiral. Capt.
Henderson immediately gave the bailout signal and tried to hold the ship from spinning to give
the crew a chance to get out. His action resulted in four of us being able to bail out. From the
time we fell into the spiral to the time the plane went into an uncontrollable spin must have been
very brief because Ramsey, top turret gunner, jumped almost immediately, followed by
Dayberry (radio)– I was to have followed but the plane was already in a spin and I was knocked
unconscious inside the plane. I recovered when I was already on the ground! But just before I
was knocked out, I saw Henderson still holding the controls trying his best to counteract the spin
and regain some control.”
William P. Newbold, navigator, adds, “We approached the IP, about 50 miles east of Vienna, at
17,000 feet. The time was about noon. As we were making our left turn at the IP, the German
fighters struck. It was a nose attack and the fighters came out of the sun in formation. I can’t be
sure, but I would say there were five or six of them attacking almost simultaneously. Zwicker
and I got in a few bursts before they disappeared over the top of our ship.
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“There was only one attack. The nose was not hit but, from the feel of it, I would say we were
raked from the flight deck on back. Immediately after the attack, our ship veered sharply to the
right and down. I observed the right wing and #4 engine to be on fire. Although attempted, there
was no interphone communication. Zwicker and I snapped on our chest packs, and I opened the
nose wheel door. During these few seconds, we had fallen 5,000 feet and the ship was entering a
tight spiral to the right.
“At this point I shook hands with Zwicker and dove out. He was in good shape apparently, and
was ready to follow, since the nose had not been hit. When the opportunity to observe came,
after a delayed chute opening, I couldn’t tell from which ship I had jumped, as there were several
B-24s and fighters going down. I doubt if our bomb load had been salvoed. I saw four or five
other chutes at various altitudes and distances from me, but I had no way of telling if they were
from my ship or not. From there to the ground I was busy observing the German aircraft which
were flying rather close to the chutes. I did not see the fighters fire at any chute, though.
“Upon reaching the ground, I was almost immediately rounded up by civilians with dogs. The
civilians were hostile, but the German soldiers who took me from them were not. I might add
here that none of our crew carried side arms. Later, somewhere along the chain of interrogation,
solitary confinement, hospital, then prison camp, I saw Greyhosky and Dayberry, who
apparently knew no more than I concerning the fate of the remaining crew members.
Greyhosky’s mind apparently went completely blank as he remembers nothing except waking up
on the ground and being taken prisoner.
“It is my opinion that Capt. Henderson, if he was not hit, remained at his position in an attempt
to bring the ship under control until it was too late to escape. I saw no midair explosion.”
67th SQUADRON:
67th Sq., #41-23779 G, Taylor
4-Q-2
67th Squadron Crew:
Entire crew missing, but returned
TAYLOR, EDWARD F.
ASN T-121030
Pilot
Flight Officer
Perry,
Oklahoma
VAN ESS, RALPH E.
ASN 0-735127
Co-pilot
2nd Lt.
Wisconsin
Green Bay,
MURPHY, WILLIAM T.
ASN 0-801142
Navigator
2nd. Lt.
New York
Highland Falls,
TOLBERT, WITHERS V.
ASN 0-734541
Bombardier
2nd. Lt.
Lubbock,
Texas
BAGGE, WALTER B.
ASN 11071279
Radio Oper.
S/Sgt.
Springfield,
Massachusetts
BENNETT, MICHAEL J.
ASN 33291490
Eng./Top Turret
S/Sgt.
Pennsylvania
Fayette City,
DZWONKOWSKI, HENRY J.
ASN 35318190
Ball Turret
S/Sgt.
Cleveland,
Ohio
HUNT, ROBERT E.
ASN 35470700
RW Gunner
S/Sgt.
Ohio
Dayton,
MARION, SID T.
ASN 34303358
LW Gunner
S/Sgt.
Asheboro,
North Carolina
McKINNEY, DONALD W.
ASN 35662959
Tail Turret
S/Sgt.
Dayton,
Ohio
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Note: William Murphy was killed in action on 18 November 1943.
A fourth missing crew from the 67th Squadron was that of Flight Officer Edward F. Taylor, who
later was MIA on 1 December 1943. S/Sgt. Donald W. McKinney, tail gunner on this aircraft
states, “We were shot up rather badly. The radio and electric systems were shot out as well as #3
engine. We landed at an Aussie fighter base outside of Bari, Italy. We were there for five or six
days working on our plane – all but the radio – and then went back to Tunis.
“Most of the Group had gone back to England ahead of us. Our plane was called 4-Q-2. No one
had heard from us until we returned to Shipdham. We were listed as MIA. Lt. Taylor, our pilot,
flew all the way back to England with a live 20-mm unexploded shell in his chest parachute!!”
No casualties on this crew.
67th Sq., #42-72860 N, Butler
MISS EMMY LOU
Crash-landed
No serious injuries
Lt. Richard Butler, in Miss Emmy Lou (42-72860 N), crash-landed near Catania with no serious
injuries. (Catania is on the eastern coast of Sicily, and was Allied territory at the time of the
crash.)
68th SQUADRON:
68th Sq., #41-24009
MARGARET ANN
Landed in Bari
68th Squadron Crew:
KESSLER, JOSEPH D.
Pilot
1st Lt.
ALTEMUS, WILLIAM B.
Co-pilot
Fl. Officer
SAFOS, VANGELO S.
Navigator
2nd Lt.
VAN DER LINDE, HAROLD
Bombardier
2nd Lt.
LOPEZ, VICTOR R.
ASN 12088339
Radio Oper.
Wounded
T/Sgt.
BAKER, LANNING C.
ASN 35350340
Eng./Top Turret
T/Sgt.
O’LAUGHAN, WALTER E.
Ball Turret
S/Sgt.
NOSAL, JOHN A.
ASN 17029388
RW Gunner
Wounded
S/Sgt.
Omaha,
Nebraska
ACKLEY, GORDON E.
ASN 17035928
LW Gunner
Wounded
S/Sgt.
Mankato
Minnesota
STOROVICH, ROBERT D.
ASN 37332475
Tail Turret
Wounded
S/Sgt.
Norfolk,
Nebraska
ASN 16018752
Note: William Altemus became a pilot. He was killed when his aircraft was shot down on 8 April 1944. Lanning
Baker was part of that crew. He survived and was taken prisoner. John Nosal also went down on 8 April 1944
and was taken prisoner. He was with the Townsend crew.
L. C. Baker recalls: “We were hit hard by both fighters and flak over the target area. Vic Lopez,
who normally sat at his equipment, stepped down into the bomb bay for some reason and by
doing so escaped some of the flying pieces of metal from a shell that exploded in the radio
compartment. A piece of something cut the back of my right flying boot but did not touch me. I
was in the top turret at the time.
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“We took a direct hit of flak between the right waist gun and the tail. The waist gunners, Ackley
and Nosal were both badly wounded in the legs. The tail gunner, Bob Storovich, was hit in the
spinal area by flak.
“We came out of the battle with all four engines running, but #1 was smoking badly. With three
wounded crewmen, no radio equipment, and the hydraulic system shot out, the pilot decided we
should get down as quickly as possible.
“We landed on a grass runway on a field near Bari, Italy – not too far from the front – manned
by Canadians flying Spitfires. On our approach, we cranked down the flaps and the landing gear
saving what hydraulic pressure we had left for the brakes. The Canadians fired flares indicating
we should not try to land on such a short strip. With our radio out, we had no way of telling them
our problem, so we just proceeded to land.
“We used all the landing strip and then some. Much to the surprise of the Canadians, we did no
damage to their strip, but we did tear up a wire fence and leave some deep ruts in a tomato field
beyond.
“We immediately got ambulances for the wounded and they were taken to an American Field
Hospital somewhere to the south of where we landed. The next day we went to the hospital to
visit and determine the extent of their wounds. We were told that Gordon Ackley would have to
be sent to the States for special surgery, then, no doubt, he would be discharged. I have never
heard just what did happen to him. Johnny Nosal was to remain in a hospital for a couple of
months. He returned to the squadron around Christmas time, 1943.
“John finally went back to flying duty and was shot down on the same day I was – 8 April 1944.
However, we were not on the same plane. He and I spent the rest of the war at Stalag 17B.
Bobby Storovich was paralyzed from the waist down. A small piece of flak damaged his spinal
column, causing the problem. We kept in touch until he died in the mid-1950s while living in
California.
“The Canadian Spitfire pilots shared what they had with us. They were housed in an old tobacco
warehouse that served as a mess hall and sleeping quarters. After our evening meal, we were
given stretchers with short legs on which to sleep. The one I was assigned had been occupied by
a pilot that was shot down a few days before we arrived.
“Along about dark, the Canadian pilot who had the cot next to me came in carrying a couple of
packages. He introduced himself while undoing one of the packages. It turned out that each
parcel contained a bottle of Canadian Club. These pilots routinely got one bottle per month. He
had received two because the Squadron was short several pilots and by the luck of the draw, he
had an extra one. He’d had a hard day and so had I so we made the situation more pleasant by
consuming most of one bottle. I had a good night’s sleep but a terrible headache the next
morning.
“I returned his hospitality in part by giving him my fleece-lined flying suit along with the boots,
one of which had been damaged by the flak. He was most grateful, because he said it was much
better than anything he had.
“We eventually were taken to an American Air Base where we were returned to England via Air
Transport Command. Whatever happened to the B-24? As far as I know, it may be still sitting
there.” (Editor’s note: No such luck; it was repaired and transferred to the Mediterranean Theater
of Operations.)
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68th SQUADRON:
68th Sq., #41-23816 X, Whitaker
BLACK JACK
MACR #3312
WHITAKER, COLEMAN S.
ASN 0-885920
Pilot
lst Lt.
KIA, buried Lorraine (C-17-3)
Petersburg,
Tennessee
SCARLETT, THEODORE B.
ASN 0-660006
Co-pilot
POW
1st Lt.
Erie,
Pennsylvania
VIKERY, EUGENE P.
ASN 0-794077
Navigator
POW
lst Lt.
Canajoharie,
New York
GUILFORD, GEORGE W.
ASN 14035289
Bombardier
POW
T/Sgt.
Hartford,
Alabama
CARLSON, EDWIN L.
ASN 13039285
Asst. Engineer
POW
S/Sgt.
McKeesport,
Pennsylvania
BAUMAN, FRANCIS A.
ASN 39020115
Radio Oper.
T/Sgt.
KIA, buried Lorraine (C-19-71)
Los Angeles,
California
RICHE, WILSON A.
ASN 32143092
Eng.
KIA
Auburn,
New York
SMITH, ROBERT M.
ASN 13027651
Waist Gunner
M/Sgt.
KIA, buried Ardennes (B-44-53)
Philadelphia,
Pennsylvania
DAMICO, ANTHONY
ASN 38197204
Waist Gunner
S/Sgt.
KIA, buried Lorraine (A-22-20)
Maringovin,
Louisiana
REASONER, ROBERT J.
ASN 34242418
Tail Turret
POW, repatriated
New Plymouth,
Ohio
68th Squadron Crew:
T/Sgt.
S/Sgt.
2nd Lt. Coleman S. Whitaker was the pilot of this 68th Squadron aircraft. The MACR states in
part, “This aircraft was observed to be hit in the bomb bay by flak shortly after turning away
from the target. It fell back, and peeled off to the left, losing altitude; and then it passed directly
under another aircraft. It was burning in the bomb bay section. Three chutes came out at this
time. It drifted back to the left and passed over the top of another aircraft in the formation, and
then swerved to the right and seven more parachutes were observed. The plane then turned to the
right and broke into two pieces.
George Guilford, a T/Sgt. bombardier, added these comments, “We were over the target and
were getting hit by flak and fighters, but I didn’t know to what extent. There were no
communications between the crew members at that time. The navigator, Eugene Vickery, tapped
me on my shoulder and said, ‘I’m bailing out’. I didn’t know anything about the rest of the crew
at that time. A few seconds later, the plane got a direct hit from flak and went into a nose dive –
and I could not bail out. Soon, the plane exploded and blew me out. I was knocked out for a few
seconds and when I came to, I was falling – and opened my chute. I could see small pieces of the
plane floating around…
“I was captured as soon as I hit the ground and was carried to the hospital with shrapnel wounds
in my neck. At the hospital they told me they had a crew member of mine there – and it was Bob
Reasoner, the tail turret gunner. He was severely burned on his face and head. Also, that was
when I learned about our plane being on fire. I was hospitalized for two weeks and was then sent
to Stalag 17B. I think they repatriated Reasoner a few months later. [Editor’s note: It is correct
that Reasoner was repatriated.] Carlson was in the same POW camp with me.”
506th SQUADRON:
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506th Sq., #42-72857 Bar-X, Olson
1 October 1943
STAR SPANGLED HELL
506th Squadron Crew:
OLSON, STANLEY F.
ASN 0-730588
Pilot
lst Lt.
KIA, WOM Florence
Salt Lake City,
Utah
ROBERTS, EDGAR W.
ASN T-357
Co-pilot
POW
Flt Of.
San Jose,
California
ALLEN, RONALD S. Jr.
ASN 0-408633
Navigator
POW
Capt.
Wagoner,
Oklahoma
HANSON, CHESTER B.
ASN 0-667289
Bombardier
POW
2nd Lt.
Ft. Dodge,
Iowa
GOODSON, WALTER N.
ASN 35255236
Engineer
POW
S/Sgt.
Evansville,
Indiana
HEARNE, ALLIE T. Jr.
ASN 18059989
Radio Oper.
POW
T/Sgt.
Jasper,
Texas
BELL, J. R.
ASN 39094739
Asst.
POW
Eng. S/Sgt.
San Bernardino,
California
FERKAUFF, OSCAR
ASN 38157563
Armorer
POW
S/Sgt.
Kansas City,
Missouri
BUGYIE, STEVE F.
ASN 16131104
Ball Turret
Evadee, POW
S/Sgt.
Exeland,
Wisconsin
McMENAMIN, VICTOR A.
ASN 16037239
Tail Turret
POW
S/Sgt.
DeKalb,
Illinois
1st Lt. Stanley F. Olson was the pilot of this 506th Squadron aircraft. The MACR states:
“Approximately 125 to 150 enemy aircraft made vicious attacks on this formation in the target
area at 1140 hours. It was hit individually by five Me 109s with nose and passing attacks, very
close. This aircraft dropped its bombs and peeled off to the right and was still pursued by five
fighters. No chutes observed.”
Steve Bugyie, ball turret operator, adds, “I think that I may have been the last one to depart the
airplane – and the first to hit the ground. I delayed pulling my ripcord until the last minute and
this, according to Vic McMenamin, tail gunner, may have saved my life. Vic was adjusting his
harness when I came out of the ball turret, and he accidentally dropped my chest pack chute
down into the turret. I had to crawl back into the turret to retrieve it. Victor claims that he pulled
his ripcord right away and saw the ship blow into pieces.
“Due to the flames from the burning bomb bay tank, we do not know who left the plane last. Bell
and Ferkauff, the waist gunners, were already gone. It may be that reports of only eight chutes
accounts for my being reported as missing in action. I was loose for four days and made about
120 kilometers due west.
“After I got to the ground, my face felt like I had a bad sunburn. The fires were so intense that
there was molten aluminum stuck to my face. The molten metal and exploding aircraft may
account for the many holes that I had observed in my parachute.
“I did not normally belong to Olson’s crew, as I was flying as a spare gunner for that day only. I
was the regular assistant engineer with Lt. Bunce. Lt. Olson may have stayed with the airplane
too long as no one ever saw or heard of him again. I think that I had 15 missions when I went
down.”
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Due to the flames from the burning bomb bay tank, we do not know who left the plane last. Lt.
Olson may have stayed with the airplane too long as no one ever saw or heard of him again. Bell
and Ferkauff, the waist gunners, were already gone.
Up in the nose of the ship, Ron Allen could see the fire in the bomb bay, and was preparing to go
out through the nose wheel doors. He snapped on his chest harness chute and moved toward the
doors. He recalls: ‘Suddenly I was stopped. I had forgotten to disconnect my communications
and oxygen equipment. I quickly disconnected them and jumped. The fires singed my wrists,
jacket and hair. As I drifted down, I looked up to see my parachute was full of holes. I didn’t
know if I had pulled the ripcord too soon. The chute may have struck the ball turret guns as I
went by. There was also the possibility that the turret gunner may have put a few holes in the
chute since he was still in the turret and firing.”
On the flight deck, Goodson and Hearne were both burned by the fires that were raging in the
bomb bay when they jumped. Goodson also had quite a chunk of skin torn loose when he hit the
catwalk in the bomb bay.
Norm Kiefer remembers there were a lot of planes, both bombers and fighters that were burning
in the target area. Around this time, Ron Allen and Steve Bugyie were drifting to the ground in
their parachutes. Ron reports: “I jumped at 11:45 when our aircraft was at 16,500 feet (we should
have been at 22,000 over the target). It was 12:00 noon when I reached the ground. I was hungry,
tired, and disgusted. I had an escape kit, but it was not intended to be used in this area. It had
Francs in it rather than money that was appropriate to this area. I had an apple that I had obtained
the night before. That was all I had to eat for three days except for berries that I could scrounge.
On that third day, I was in a thinly wooded area. As I was lying down trying to figure out what to
do to get across a road, I suddenly heard a stick pop behind me. When I turned to look, I saw an
Austrian army doctor. I later learned that he was on leave from the Russian front.
“The doctor was with his family visiting a farm. The doctor could speak English just as well as I
could. He sat down and we visited a while. At one point, the doctor said, ‘Well, the war is going
to be over in about 18 months.’ He then went back to rejoin the others. He didn’t attempt to
capture me. He told his wife about me and they discussed what to do. He brought me something
to eat. He then told me that they had decided, for their own protection, to turn me in. We went to
the farmhouse and they gave me some warmed milk. Having been brought up on a dairy farm,
warm milk just did not appeal to me.
“One of the farm girls said something and the doctor broke out laughing. He slapped me on the
shoulder and said, ‘Do you know what she said?’ I replied, ‘I have no idea.’ The doctor then told
me, ‘The girl thinks you are good looking.’ There I was, unshaven and my clothing was filthy.
What did she see?
“The farmer sent a boy that was about 12 years old for the local constabulary. They put me in the
local jail and all the kids from around that town hooted at me. I don’t know whether or not they
were making fun of me.”
Steve Bugyie continues: “When I came down, I landed in quite a large pine tree. In order to get
down, I had to climb on the shroud lines and broke the top of the tree off. When I hit the ground,
I am certain that I was unconscious for a short period of time. When I woke up, I hid in some
evergreens. It was fairly late in the afternoon when I heard the whistles of the Germans who
were out searching for me. I took off in a westerly direction heading for Switzerland. It was then
that I made the rule that I would only travel at night.
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“When I stopped, I found a haystack and went to sleep in it. I was startled awake when I heard a
blast from an 88-mm antiaircraft gun. There apparently was a German encampment near there. It
was daylight, but I went back to sleep and slept most of the day. When I tried to look out of the
stack, I couldn’t see anything. It was mostly an open field in front of me.
“As soon as the sun went down, I took off again. I was loose for three nights and four days. By
walking and trotting, from sundown to sunup, I was able to make 190 kilometers (about 120
miles). The next to last night I was loose, I couldn’t find any cover so I slept in a small hay field
behind a tavern. It was around noontime when I heard some rustling in the grass next to me.
When I looked, I saw a water spaniel smelling me. About 50 yards away was a German hunter,
an old fellow with a shotgun. I just lay there and the hunter walked on. When night fell, I took
off again.
“I was weak from dysentery as well as the lack of food and water. It was on the fourth day when
I approached some people. I was hoping that I could get some help. I spoke to them in German.
After a brief conversation, they spoke to one of the people in Hungarian, or some other language.
I thought they were sending for food. Instead, they went to bring the Home Guard. The next
thing I knew, I was surrounded. I was taken back to Wiener Neustadt. On the following day, Lt.
Matson, a pilot from the 389th and I were transported to Dulag Luft.”
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44th Bomb Group Roll of Honor and Casualties
Operations from Shipdham
4 October 1943
Diversion to Assist B-17 Attack, Frankfurt, Germany
The 8th Air Force operations order of 4 October called for the 392nd to lead two formations of
eighteen airplanes each across the North Sea, with feigning attacks toward Wilhelmshaven and
toward Emden. The purpose was to draw German fighters from the B-17 formations on their big
attack on the factory complexes of Frankfurt, Germany. If shipping convoys were sighted, we
were to bomb them. The 392nd flew alone except for one flight consisting of six 44th and three
93rd aircraft. Most of their ships and crews were still returning from action in North Africa.
67th SQUADRON:
67th Sq., #42-72873, Stamos
RAGGEDY ANN II
MACR #5149
67th Squadron Crew:
STAMOS, ROBERT G.
ASN 0-730646
Pilot
Returned to duty
1st Lt.
Danville,
Illinois
METTS, HOWARD W.
ASN T-201
Co-pilot
Returned to duty
Flight Officer
Hampton,
Virginia
MUST, JOHN A.
ASN 0-801384
Navigator
2nd Lt.
KIA, WOM Cambridge
Bronx,
New York
CAMPBELL, DONALD G.
ASN 0-734422
Bombardier
2nd Lt.
KIA, WOM Cambridge
Brookville,
Massachusetts
AUTRY, HERMAN J.
ASN 34266826
Radio Oper.
Returned to duty
Sgt.
Athens,
Georgia
KOWALSKI, ANDREW A.
ASN 33168900
Eng./Top Turret
Returned to duty
Sgt.
Reading,
Pennsylvania
O’BLACK, JAMES A.
Ball Turret
Sgt.
Wounded, shot through cheek
Zelienople,
Pennsylvania
WOJCIK, EDWARD S.
ASN 39094162
RW Gunner
Returned to duty
S/Sgt.
Portland,
Oregon
MILLERBIS, CALVIN A.
ASN 39103451
LW Gunner
Returned to duty
Sgt.
Arcata,
California
MORRIS, WILLIAM F.
ASN 12138123
Tail Turret
Returned to duty
S/Sgt.
Canandaigua,
New York
Note: Lt. Robert G. Stamos, pilot, was later KIA (11 April 1944) while flying as co-pilot for Lt. John D. Money.
On this diversion, the aircraft piloted by Lt. Stamos, was attacked head-on by several singleengine enemy aircraft and was severely damaged. The two pilots lost control and the plane went
into a spin. The two officers in the nose of this ship, Lts. Must and Campbell, followed bail out
orders from Lt. Stamos.
However, Lt. Stamos and co-pilot Howard Metts were able to regain control again at 5,000 feet
by utilizing the automatic pilot system. Fortunately, other members did not bail out as some were
too busy giving aid to a wounded gunner (James O’Black), while others were trying to assist the
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4 October 1943
pilot and co-pilot with their parachutes. Both the navigator and bombardier drowned at sea and
their bodies were never recovered.
Sgt. Autry recalled, “Most of our original crew with Lt. Stamos was on this raid. Our co-pilot
was F/O Howard Metts…I am sure that he saved my life! After Lt. Stamos pushed the bail-out
button, F/O Metts stayed with the controls until he could activate the auto-pilot…Metts [fought]
with those controls until he got the plane out of the spin.
“This was the first mission for our crew since we returned from North Africa…we didn’t make
that Ploesti mission, and this is why. After leaving Lands End, England on the flight down, we
set down in Lisbon, Portugal. We were interned in Lisbon for about a month until we were able
to get a flight out on a regular British Airline.”
This was the first and only mission for James O’Black. Though shot through his cheek, James
survived, and returned to ground support work.
Like the other returning crewmembers, Bill Morris was assigned to other crews. He was shot
down on the 1 December 1943 raid on Solingen, Germany and was taken prisoner.
506th SQUADRON:
506th Sq., #42-40989, Johnston
MACR #940
506th Squadron Crew:
Entire crew KIA
JOHNSTON, FREDERICK V.
ASN 0-675349
Pilot
2nd Lt.
KIA, WOM Cambridge
Passaic,
New Jersey
DUDRICH, JOHN
ASN 0-684699
Co-pilot
2nd Lt.
KIA, WOM Cambridge
Bridgeport,
Connecticut
LARSEN, GEORGE N. (67th Sq.)
ASN 0-744855
Navigator
2nd Lt.
KIA, WOM Cambridge
Deep River,
Iowa
FREDRICKS, ADRIAN E.
ASN 0-734663
Bombardier
2nd Lt.
KIA, WOM Cambridge
Sheboygan,
Wisconsin
GREEN, DONALD
ASN 35462147
Engineer
S/Sgt.
KIA, WOM Cambridge
Cincinnati,
Ohio
ANDRIS, EUGENE E.
ASN 16028759
Radio Oper.
S/Sgt.
KIA, WOM Margraten
Marietta,
Ohio
IDLET, PHILLIP D.
ASN 17015167
Belly Gun
Sgt.
KIA, WOM Margraten
St. Joseph,
Missouri
PEST, DAVID
ASN 14130256
RW Gunner
Sgt.
KIA, WOM Margraten
Hattiesburg,
Mississippi
SHORT, EMERSON D.
ASN 35339045
LW Gunner
Sgt.
KIA, WOM Margraten
Archbold,
Ohio
FUNKHOUSER, EUGENE H.
ASN 35495933
Tail Turret
S/Sgt.
KIA, WOM Cambridge
Ft. Morgan,
Colorado
Note: Larsen was with the 67th Squadron.
Diversions were usually considered “milk runs”, but this turned out to be anything but that when
this formation succeeded in attracting 30 to 50 single-engine enemy aircraft. These “yellow
noses” attacked and one of these bandits slashed through the formation. It was hit by the B-24
gunners, which knocked off its wing and it lost control and slammed into the aircraft piloted by
Lt. F. V. Johnston. The collision sent both planes down into the sea. There were no survivors
from this 506th Squadron crew.
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For additional information concerning this mission, refer to the December 1975 issue of the
Second Air Division Association Journal, pages 6-7. The article is entitled “We Remember: The
Great Diversion Mission” and was written by Myron H. Kielman and Harrison S. Cassell, Jr. of
the 392nd Bomb Group. The authors note: “Our low squadron was made up of both the 44th and
the 93rd Groups…the fighters worked them over good because they didn’t have nose turrets.”
The 392nd had been operational for about a month and was equipped with new B-24H models.
11 October 1943
Oudna #2, Libya, North Africa
Ten days after the 1 October mission to Wiener Neustadt, we suffered one more casualty due, in
part, to that raid. 66th Squadron aircraft #42-40764 was badly damaged on 1 October 43, and
was forced to make an emergency landing at Palermo, Italy with one engine out and the wing
almost burned through.
The co-pilot, James Kahl, recalls: “I was Deputy Command Pilot on the mission – Lt. Col. Posey
was in the lead ship. Just before the target area, he asked us to take over – something about the
bombsight. Shortly after, we were hit by fighters and our #1 was set on fire. After bombing, we
abandoned the formation to prepare for whatever. Even though the fire kept burning, we were
able to land at Palmero, Sicily – a day after the 7th Army had taken it. On landing, there was a
circle of red, burnt metal almost the width of the wing – why that rascal didn’t blow, I don’t
know.”
The crew spent several days patching up their ship in order to return to base, and when they
finally arrived, they found that most of the 44th Bomb Group had returned to England. As their
radio was inoperative, they could not call the base to advise their position.
66th SQUADRON:
66th Sq., #42-40764 M-Bar, Irby
HELEN B. HAPPY
Emergency landing
66th Squadron Crewman:
IRBY, SHELBY L.
Pilot
1st Lt.
Watson,
Arkansas
KAHL, JAMES W.
Co-pilot
Capt.
Winona,
Minnesota
STERNBERGER, NATHAN L.
Navigator
Flight Officer
Springfield,
Ohio
SAENGER, LESTER E.
ASN 0-734982
Bombardier
KIA
2nd Lt.
Chicago,
Illinois
PARYLAK, JOSEPH
Radio Oper.
T/Sgt.
Providence,
Rhode Island
THOMPSON, LESLIE E.
Eng./Top Turret
T/Sgt.
Meridian,
Mississippi
EVANS, LUCIUS R.
Belly Gunner
T/Sgt.
Greenville,
South Carolina
RICKEY, JAMES W.
RW Gunner
S/Sgt.
Albany,
Ohio
COX, JOHN F.
LW Gunner
S/Sgt.
Antioch,
California
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BRITT, WILLIAM B.
Observer
2nd Lt.
RENDALL, WILLIAM A.
Passenger
2nd Lt.
Buffalo,
New York
Note: This listing shows eleven, but there were others on board who cannot be identified. After the emergency
landing, the plane was salvaged.
Norman Ross, who was the navigator on the original Irby crew, noted that the name “Helen B.
Happy” was picked for John Cox’s wife, Helen. Ross recalled, “It was a play on words as we
were quite sure where we were going, but we would be happy about it. John was a former
California state trooper and a heck of a good Armor Gunner.”
On 11 October, Lt. Irby and his crew of 10, along with three other men, took off from Libya
bound for Marrakech, Morocco, the first leg of the trip back to England. But shortly after take
off and at about 600 feet altitude, all power was lost. The pilots put the plane into a glide to
attempt a wheels-up crash-landing. But just when the plane lost power, Lt. Saenger decided to
bail out.
Lt. William Rendall, navigator, adds, “We had climbed just enough for Saenger and I to go down
to the nose compartment. When we lost power, Saenger put on his chest pack and opened the
nose wheel door. I put my hand on his shoulder and when he looked at me, I shook my head –
but he had ditched once and did not intend to crash-land. He went out over a slight valley where
he probably had his best chance. I climbed up on the navigator’s table and braced myself to the
left side because I could see a row of trees coming up. We clipped the tops of the trees and Irby
put her down tail low on the first six feet of plowed land – wheels up, no power.
“She plowed a 150 yard furrow through the field, and when I put my feet down, I was standing
on bare ground with my head in the astro dome in a crouched position. I was trying to loosen the
wing nuts of the astro dome when Irby kicked it in so I could get out. We used gun barrels to pry
out the waist windows to get the people out of the rear, many of whom were badly cut up.
“A French Lieutenant raced over in a Jeep and told me that he had seen the chute come out. I
jumped into the Jeep and the two of us went back to where Saenger’s body was. Obviously, his
back was broken, but I still feel that he almost made it – just a few more feet would have done it.
I remember that I sat down in that desert and cried…”
Of the Helen B. Happy crash landing Norman Ross notes: “This was probably the only take off
that I ever missed with the crew…All of the crew came back after this crash except for Les
Saenger. Of course, he should have rode the ship down, but it was not his way. He was always
the most nervous one of the crew and I can remember him saying that if anything went wrong
with the aircraft, he was going to get out. The rest of us all returned to Shipdham for many more
missions over Germany, but not with the Helen B. Happy…”
5 November 1943
Munster, Germany
The specific target here was the railroad junction that supplied traffic and war materiel through
the Ruhr Valley, both by rail and canal. The flak in this area lived up to its reputation, ranging
from heavy, accurate, intense to moderate. Flak Alley it was! Many were wounded. The target
was hit visually.
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66th SQUADRON:
66th Sq., #41-29148, Armstrong
Returned to base
66th Squadron Crew (partial):
DENT, FREDERICK R.
Command Pilot
Colonel
ARMSTRONG, CHARLES L.
Pilot
Lt.
Although not officially recorded on this mission, Colonel Dent was seriously wounded in his
lower back area, hospitalized, and later returned to the U.S. to recover. This was his last mission
with the 44th. S/Sgt. Arthur A. Hand, the left waist gunner, wrote, “ My recollection is either
twelve or maybe twenty-four yellow-nose FW 190s. However I notice the interrogation report
shows only nine. They came in train straight at us, but did not fire until they were lined up with
the box beside us. I started firing when the first one got in range and did not stop until the last
one was past. If I hit anything, it never went down. They also made a pass from the right side at
the same time as the left side. I do remember when they started their attack Col. Dent said,
‘Navigator, this is Col. Dent, what is the fastest way out of here?’ ”
68th SQUADRON:
68th Sq., #42-7551, Williams
Returned to base
68th Squadron Crew (partial):
WILLIAMS, SAM D.
ASN 0-524481
Pilot
2nd Lt.
McDONALD, JAMES R.
ASN 0-738994
Bombardier
Wounded
2nd Lt.
Few details are available on this incident, however Lt. James McDonald, a bombardier on Lt.
Williams’ aircraft, was injured by flak on this mission. He returned to duty in February.
One 506th Squadron aircraft was badly damaged, with nine of the ten men receiving wounds.
506th SQUADRON:
506th Sq., #42-7535 Bar-U, Parker
PEEPSIGHT
Crash-landed
506th Squadron Crew:
PARKER, RICHARD A.
ASN 0-734262
Pilot
Slight Wound
1st Lt.
Pacific Palisades,
California
SIMONS, DAVID R.
ASN 0-805692
Co-pilot
Wounded
1st Lt.
Philadelphia,
Pennsylvania
RUTHERFORD, EDWARD L.
ASN 0-738790
Navigator
Wounded
1st Lt.
COFFEE, JOHN E.
ASN 0-678410
Bombardier
2nd Lt.
NYHOFF, IVAN G.
ASN 37334756
Engineer
Wounded
T/Sgt.
Cawker City,
Kansas
LIECK, DAVID L.
ASN 38144739
Radio Oper.
Wounded
T/Sgt.
Pleasanton,
Texas
WHITLOCK, DOY V.
ASN 17055472
Waist Gun.
Wounded
S/Sgt.
Lander,
Wyoming
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COVONE, JOSEPH T.
ASN 33325351
Waist Gun.
Wounded
S/Sgt.
Philadelphia,
Pennsylvania
HARDWICK, MACK Jr.
ASN 34331191
Ball Turret
Wounded
S/Sgt.
Halesburg,
Alabama
SORROW, CLAUDE
ASN 34261117
Tail Turret
Wounded
S/Sgt.
Commerce,
Georgia
This emergency landing is not recorded in the 44th BG casualty file, but a photo and text was
found in “Jaws Over Europe” (and “44th BG Libs. Over Europe”): “On a mission to bomb
Munster, Germany, PEEPSIGHT, aircraft #535, piloted by Lt. R. A. Parker took off at 1015
hours flying number 9 position in the second squadron, led by Lt. Richard D. Butler. The Group
leader was Lt. Shelby L. Irby, with Lt. Col. Dexter L. Hodge as Command Pilot.
“Approaching the initial point (IP) at 1340 hours, the formation was engaged by approximately
twenty enemy aircraft, but despite continuous attacks, a good bomb-run was made and the target
was bombed at 1352. Attacks were resumed as the formation made the turn away from the flakcovered target area and PEEPSIGHT received direct hits as the result of a vicious attack at
approximately 1432 hours, which was half way from the target to the coast. Hits were sustained
in the right wing, #4 engine, right and left waist sections, top and tail turrets. Control cables and
the instrument panel were damaged and the oxygen system was knocked out.
“The ship had to fall out of formation and drop to a lower altitude because of the wounded and
lack of oxygen. The wounded were Lt. D.R. Simons, co-pilot; Lt. E.L. Rutherford, navigator;
T/Sgts. D.L. Lieck, radio operator; Sgts. Covone, Hardwick, and Sorrow, gunners. Lt. Parker,
too, was slightly wounded, but not too seriously to bring the battered bomber back to base and
land it with a flat tire.” The photos shows a man being removed from PEEPSIGHT on a
stretcher, as well as holes in the fuselage, etc.
Lt. Parker had his radio wire shot out where it made contact with the metal on the back of the
pilot’s seat. One round had hit his head, cerebellum area. Parker said that the tail gunner, Sgt.
Sorrow, was hit in the buttocks by a bullet, but hardly noticed the pain due to the uncomfortable
position in the small turret. “My radio man, Lieck, took a round through his left elbow while he
was resting that arm on the back of my seat – a few inches from my neck. #4 engine was shot
out, and #4 throttle cable was cut at the quadrant (in the cockpit). Had it cut another one, I’d
never have made it back. Simons kicked his seat back to clear the controls and I was cut on the
neck from flying glass and thought my throat had been cut. I told myself, ‘What the hell do I do
now?’ But I escaped with only minor cuts and burns. I had too many wounded to consider
bailing them out, so just stuck with it.
“Two P-38s picked us up and escorted us back across the Channel. Our right main gear tire was
flat so we ran off the runway and wound up stuck in the mud. My C.O. gave me hell for that. I
was very tired, but didn’t have time to get scared.”
Lt. Parker thought that the aircraft had been too badly damaged to be repaired, but records show
that it completed the war. The two men with the most serious wounds were taken to a hospital
near London for treatment. When they asked for food they were told that there was no food
available, which angered the wounded men. Their story was published in Stars & Stripes, with
pictures of Cavone and Nyhoff in the hospital. While there, they were visited by the Queen, who
presented them with their Purple Heart medals.
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Lt. Parker and crew flew the 31 Dec 43 mission and then were transferred to the 93rd BG to
serve as a PFF (Pathfinder) lead crew. They completed their tour with a total of 31 missions.
Co-pilot Lt. Simons said that, “I got my Purple Heart the hard way. The exploding 20-mm shell
hit part of the radio equipment and sent a shower of metal shards into the back of my head. The
medics never got all of them out so I still get an occasional piece coming to the surface. When I
was hit, I thought it was fatal so immediately pushed my seat back so that I wouldn’t fall against
the wheel and interfere with Lt. Parker’s control of the ship.
“The shells also knocked all of our oxygen system out, so we were in a bad way at that altitude.
The engineer [Nyhoff] realized this and was coming to our aid with a walk-around bottle when
he was hit by another shell from the next attacking aircraft. He was knocked to the floor of the
flight deck and the bottle was set on fire. He bravely picked up the bottle and threw it into the
bomb bay, no doubt saving all our lives. Broken pieces of plexiglass and shrapnel had showered
us all. Both our waist gunners [Whitlock and Covone] were wounded as well.” This is obvious
when the photos of PEEPSIGHT are examined – one hole in front of the waist window on the
left and two on the right behind the right waist window, one of them huge.
13 November 1943
Bremen, Germany
The second largest port in Germany was the objective for this mission, with its extensive port
facilities and large manufacturing and storage facilities as well as an important rail transport
center. Adverse weather conditions, severe cold, and enemy fighters which rose to give fierce
engagements to our formation, made this raid a most difficult one. About 50 enemy aircraft made
their attacks on the bombers from all directions, using the dense contrails to hide their approach.
Due to these attacks, the Group suffered two aircraft lost as well as two other men KIA in
returning aircraft; and another ship crash-landed. Three men were seriously wounded, none of
them were identified on the casualty listing, are now identified in Squadron papers and shown
later in this section.
66th SQUADRON:
66th Sq., #42-40973 D, Almlie
BATTLEAXE
66th Squadron Crew:
Entire Crew KIA
ALMLIE, HARLAN C.
ASN 0-676714
Pilot
1st Lt.
KIA, WOM Margraten
Bricelyn,
Minnesota
HACKER, WILLIAM E.
ASN 0-531342
Co-pilot
2nd Lt.
KIA, WOM Margraten
Roslindale,
Massachusetts
SCHEXNAYDER, JOSEPH L.
ASN 0-684807
Navigator
2nd Lt.
KIA, WOM Margraten
Garyville,
Louisiana
SEILER, WALTER J.
ASN 0-678476
Bombardier
KIA
2nd Lt.
Chicago,
Illinois
DAVIS, DONALD A.
ASN 36343869
Engineer
KIA
T/Sgt.
Rockford,
Illinois
PERMAR, EVERETT E.
ASN 35497759
Radio Oper.
T/Sgt.
KIA, WOM Margraten
Aurora,
Indiana
IORGOV, GEORGE W.
ASN 18025712
Belly Gun
S/Sgt.
KIA, buried Margraten (B-1-3)
Donna,
Texas
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TOWNING, JOHN L.
ASN 39542241
RW Gunner
KIA
S/Sgt.
Bell,
California
LUNDSTROM, JOHN V.
ASN 35372611
LW Gunner
S/Sgt.
KIA, buried Margraten (A-8-30)
Terra Haute,
Indiana
ROBINSON, FREDERICK A.
ASN 12171724
Tail Turret
S/Sgt.
KIA, WOM Margraten
Albany,
New York
2nd Lt. Harlan C. Almlie was the pilot of this 66th Squadron aircraft. The Squadron reported that
at the IP, slight inaccurate flak was encountered at 24,000 feet; bombs were away at 1147 hours.
Over the target, flak was slight and inaccurate and fighter opposition slackened due to support of
P-38s. From the target out to the coast, flak again was inaccurate, spasmodic.
BATTLEAXE was last seen flying in a diamond formation with the Group to within 20 minutes
from the English coast, one engine was smoking heavily, and the aircraft was gliding down
under control. Air-Sea Rescue Service was notified as soon as crews were interrogated, but there
were no eyewitnesses to a ditching or crash of this craft. It seems most likely that they ditched,
as later bodies of two crew members were found and buried at Margraten, Netherlands. Five are
listed on the Wall of the Missing. Three others were recovered and are buried in the United
States.
67th SQUADRON:
67th Sq., #42-7650 J-Bar, Hansen
MACR #1376
67th Squadron Crew:
Entire Crew POW
HANSEN, LEROY M.
ASN 0-733647
Pilot
POW
lst Lt.
Los Angeles,
California
HANSON, JOHN D.
ASN 0-740800
Co-pilot
POW
2nd Lt.
Warroad,
Minnesota
PECKA, WILBUR J.
ASN 0-795296
Navigator
POW
2nd Lt.
Cicero,
Illinois
TOPPING, WILLIAM H.
ASN 0-668836
Bombardier
POW
2nd Lt.
Clifton Forge,
Virginia
SPEARMAN, CHARLES C.
ASN 14104095
Engineer
POW
T/Sgt.
Cedartown,
Georgia
SCHATTE, WILBUR C.
ASN 36074941
Radio Oper.
POW
T/Sgt.
St. Louis,
Missouri
HENDERSON, DAN S.
ASN 34125526
Ball Turret
POW
S/Sgt.
Savannah,
Georgia
NORTON, JAMES W.
ASN 13048793
Waist Gun
POW
S/Sgt.
Kittunning,
Pennsylvania
SUZDAK, JOSEPH J.
ASN 32490243
Waist Gun
POW
S/Sgt.
Massons,
New York
BAKER, BOYD B.
ASN 38136365
Tail Turret
POW
S/Sgt.
Ozona,
Texas
Note: Jan J. van der Veer, a noted Friesland Air War author and historian, wrote and published a book
covering this crew, from their training days to completion of this event. It is titled, “De Dag Van De Liberator”
printed in Dutch, and not available in English except as a manuscript.
67th Squadron’s 1st Lt. Leroy M. Hansen and crew, were flying on their first combat mission
even though they were an experienced crew, having been utilized for crew training at Shipdham.
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The Hansen crew arrived in the 67th shortly before the temporary duty move to Africa. The
original bombardier was Lt. Charles L. Rouser (who had gone down on the 17 July 1943 mission
in Lt. C.S. Griffin’s LADY FIFINILLA). He was replaced by William Topping who arrived
from the Anti-Sub group when patrolling was turned over to the Navy in England.
On the route in to the target, the formation was attacked by nearly every type of fighter the
Germans had. Finally, on one more pass, the #4 engine was hit and started smoking, and the prop
had to be feathered. The damage was inflicted by an Me 210 using rockets. But they maintained
formation on three engines, bombed, and were turning for home when a flak burst knocked #4
engine completely out and #2 was damaged.
The pilots managed to nurse their plane back to the Dutch coast on one good engine and two sick
ones. But just after getting out over the sea, one of the sick engines gave out so Lt. Hansen
turned back, knowing they could not reach England now, and ditching so far from England
probably would be fatal to all. When attempting to lower their landing gear for a crash-landing it
was found to be damaged, only one main gear came down, and then could not be retracted. Too
low now for the men to parachute, Lt. Hansen saw a canal and headed for it, dipped down to it
and successfully tore off this gear on the far bank, lifted the nose again just enough to allow a
miraculous, safe belly landing. No one was seriously injured in the aircraft!
A German flak battery was near by, so the Frisian citizens could not attempt to hide the crew,
and they were all captured almost immediately to became Prisoners Of War.
Aircraft #41-29168, piloted by 1st Lt. Robert Bickerstaff, crash-landed upon return to England.
66th SQUADRON:
66th Sq., #41-29168 F, Bickerstaff
Crash-landed
66th Squadron Crew:
BICKERSTAFF, ROBERT G.
Pilot
1st Lt.
SUMMERS, JAMES C.
Co-pilot
1st Lt.
JOPE, F. L.
Navigator
Seriously injured
1st Lt.
HOLTZMAN, JACK
Bombardier
1st Lt.
NOWAK, ANDREW B.
Radio Oper.
T/Sgt.
ELKIN, ALTON M.
Eng./Top Turret
T/Sgt.
BALCA, MICHAEL J.
Belly Gunner
S/Sgt.
BARNETT, THOMAS J.
RW Gunner
S/Sgt.
CUNNINGHAM, CHARLES E.
LW Gunner
S/Sgt.
BETHKE, ELMER J.
Tail Turret
S/Sgt.
Note: Nowak, Elkin, Balca, and Bethke all were killed in action on 20 February 1944.
Co-pilot James C. Summers wrote the following account: “My crew and I were assigned to the
66th Squadron of the 44th BG; [during September] while the bulk of this group was in Africa.
This flight to Bremen was my first visit to enemy territory. It was policy at that time for all firstpilots to fly as Co-pilot with another crew for their first mission to ‘see how it should be done’.
“I don’t remember our exact position in the formation, but we were fairly high on the right side
of the group. We were carrying a load of incendiary bombs. The outbound flight was over the
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North Sea, approaching Bremen from the North. I saw my first real live flak off in the distance
as we passed Heligoland. (One would think there was something there that the Germans wanted
us to stay away from.) Shortly thereafter I saw my first real, live enemy fighters. Unfortunately
we did not see any of the friendly escort that had been scheduled.
“I watched an FW l90 fly along parallel to our formation, then turn toward us with little puffs of
smoke trailing behind him. Our left waist gunner called to say that a B-24 was diving out of
formation. No one saw any parachutes.
“I spotted another FW 190 flying along parallel to our formation, I called him out and the top
gunner said that he was too far away, out of range at this time. I said, “Why don’t you lob a few
shots at him anyway, just to let him know we are watching him”. He did. The FW 190 made an
abrupt turn and disappeared behind us. I am sure we didn’t shoot him down, but at least we
scared him. No doubt he was planning to attack our plane.
“I saw no more fighters up close, but many in the distance. As we came over land, we were
surrounded by little puffs of smoke (flak). Lt. Bickerstaff said that these puffs can’t hurt you
unless they are close enough to be heard. I was relieved until I heard several of them, and our #3
engine lost oil pressure. Lt. Bickerstaff ordered its propeller feathered and we continued on the
bomb run.
“After ‘bombs away,’ Lt. Bickerstaff requested a damage report. No one had been injured, but
fuel was streaming off the trailing edge of each wing. And, of course, #3 engine had been shut
down. Lt. Bickerstaff elected to leave the formation to conserve what fuel we had while flying
on three engines. We started a slow descent, hoping to reach England before running out of
altitude.
“We discussed what throttle setting would most likely be successful, not really knowing how bad
the fuel leaks were. The engineer made frequent checks of the fuel level in the standpipes (the B24 did not have fuel quantity gauges), knowing that their accuracy was questionable even when
the airplane was level.
“Almost immediately we were alone in the sky. Everyone kept a vigilant watch for enemy
aircraft, but saw none. Our return route to England was over the western part of Germany, then
Holland to the English Channel. Our navigator, Lt. Jope, kept careful track of our position,
avoiding anyplace that might have a flak gun.
“After what seemed like an eternity, we arrived over the English Channel without further
incident. Lt. Bickerstaff directed the crew to throw overboard everything that was loose. We in
the cockpit did not know it at the time, but the crew dumped all of the ammunition overboard,
but for some unknown reason, they saved the ammo boxes.
“The engineer reported that the fuel standpipes indicated empty, but somehow three engines
were still running. Lt. Bickerstaff directed the crew to review their ditching positions and
procedures. He ordered the bombardier and the navigator out of the nose compartment. Our
navigator, Lt. Jope, requested permission to remain in the nose until the last minute, hoping
possibly to guide us to an airport. This was approved.
“We reached land with maybe a thousand feet of altitude but we still had three engines running.
They evidently were running on “crossfeed,” because they all quit at the same time. I ordered
everyone to take ditching positions and evacuate the nose. “We are about to land.” Lt.
Bickerstaff requested the extension of “1/2 flaps”. I selected them but they did not extend. (The
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only engine driven hydraulic pump on a B-24 is on engine #3. The electric pump had limited
capability.) We had previously agreed that we would land with the landing gear retracted unless
we reached an airport.
“Lt. Bickerstaff made a perfect “no flap” approach to an open field of Brussels sprouts. As we
crossed the field boundary, the right wing struck a tree, which caused the airplane to yaw to the
right. We touched down sliding somewhat to the left. I remember #4 engine tore loose and was
bounding along beside us. The airplane slid to a stop sitting nearly perpendicular to our approach
path. The #4 engine crashed into my side window and bounced over the top of the airplane. The
fuselage had been ground off until the center section of the wing was resting on the ground. (You
remember that this was a high wing airplane.) The nose section was entirely gone. I stepped out
of my side window, which now was missing, directly onto the ground.
“Lt. Bickerstaff assembled the crew and found Lt. Jope was missing. We could hear him calling
from inside the wreckage. Lt. Bickerstaff headed for the nearest farmhouse while the rest of us
attempted to rescue Lt. Jope. He was trapped beneath the center section of the wing. This was as
far as he got in vacating the nose section.
“Several of the crewmembers had been injured, in the landing, primarily from empty ammo
boxes flying around the airplane. Those of us who were able started digging a tunnel in the soft
ground beneath the wing, using scraps of metal shed from the airplane during the landing. We
finally reached Lt. Jope, but could not get him free from the tangle of wreckage. He appeared to
have at least a broken leg and was in considerable pain. Someone found the first aid kit and gave
him a shot of morphine.
“After another eternity, an English mobile crane came down the road. That was able to pick up
the entire airplane and get Lt. Jope free.
“I was given a week off at a rest camp while my crew flew missions with other pilots. When I
returned, they all requested assignment with me except for my Bombardier, Lt. Nielson, and my
navigator, Lt. Marcouiler. They both insisted that they were not superstitious, but they did not
want to tempt fate. Lt. Nielson was killed a few days later in a midair collision over England,
and Lt. Marcouiler was killed in an airplane shot down over France.
“The rest of my crew stayed with me. We were all transferred to Italy several months later in a
crew exchange program, and eventually ended up in B-17s. Everyone received credit for at least
50 missions, and no one was even scratched while they were with me.”
The following information comes from the mission interrogation: “Sgt. Elkin, engineer, released
bombs from bomb bay manually at 25,000 feet without a parachute. Six of the bombs were
knocked out over the target; the other six were jettisoned in the North Sea below oxygen level.
Bomb bay doors would not close (#3 engine out).”
The mission interrogation also contained a description of the crash-landing: “#3 engine was
feathered and #1 was running away. When the fuel pressure would come up, the #4 engine
would function satisfactorily. At other times, it would windmill. Then #4 ceased to function and
#2 was the only engine operative. The hydraulic system was out, which made it impossible for
them to put down the landing gear, and it was decided to crash land in a field near the town of
Cromer. The co-pilot signaled the crew to stand by for a crash landing. At approximately the
same time they hit, the switches were out. The ship skidded through a field, across a road, and
over a ditch which pulled the #4 engine from its mounting. It continued skidding to the right and
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13 November 1943
the right wing caught a tree, pulling the ship to a stop after a skid of from 90 to 100 yards.
During the landing, it is unknown whether it was the aircraft or a piece of it, which hit a young
girl returning on a bicycle. At the initial point of impact, where the ship hit the ground, the earth
was not torn at all. The right and left waist gunners and tail gunner were behind the bulkhead
between the ball turret. Lt. Jope was standing by the put-put; all others were on the flight deck.
All the crew but Lt. Jope climbed out, suffering from severe shock, Sgt. Cunningham with
internal injuries, Lt. Bickerstaff with cuts and bruises, and Lt. Jope with a broken leg. Lt. Jope
was entirely cool and calm, and instructed the crew in the best method of extricating him. Sgt.
Elkin gave him morphine to ease his pain and Lt. Jope passed out. An RAF unit came out and
immediately took over, and worked for four hours to extricate Lt. Jope, who was conscious for
about an hour. They dug a tunnel three feet deep from the trailing edge of the right wing up to
the flight deck.
Note: No record can be found of a killed or injured civilian, so it is not clear what happened to the bicyclist
mentioned in this account.
Three men were seriously wounded in Lt. A. R. Anderson’s aircraft #42-7551 Y.
68th SQUADRON:
68th Sq., #42-7551 Y, Anderson
Returned to base
68th Squadron Crew:
ANDERSON, ARTHUR R.
Pilot
2nd Lt.
BARTOL, STOCKTON R.
Co-pilot
2nd Lt.
BARKER, WILLIAM H.
Navigator
2nd Lt.
O’MALLEY, CHARLES H.
Bombardier
2nd Lt.
CAPIZZI, THOMAS F.
Radio Oper.
T/Sgt.
CASKEY, JAMES W. Jr.
Eng./Top Gunner
T/Sgt.
ALBRIGHT, LLOYD V.
ASN 35360530
RW Gunner
Wounded
S/Sgt.
Muncie,
Indiana
MOORE, WARREN E.
ASN 36406564
LW Gunner
Wounded
S/Sgt.
Detroit,
Michigan
SCOTT, JOHN P.
ASN 14139690
Belly Gunner
Wounded
S/Sgt.
Rome,
Georgia
KOPKO, EDWARD E.
Tail Turret
S/Sgt.
Note: Two men from this crew were killed in action later in the war: Stockton Bartol (8 April 1944) and Thomas
Capizzi (21 January 1944).
This aircraft sustained extensive battle damage, returning with one engine running normally and
landed with a flat tire on one main landing gear. (This same plane crashed and burned on 13
January 1944.)
Albright, Moore, and Scott were wounded at about the same time as the plane was damaged and
still under attack. These three men remained at their guns, refusing any sort of first aid, in order
to call out the fighter attacks and helping all of the men defend their ship better.
Lt. Anderson did a remarkable job of landing their plane successfully with no further damaged to
the plane or injuries to his crewmen. The aircraft had to be sent to the 3rd S.A.D. (Strategic Air
Depot) for repairs.
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506th SQUADRON:
506th Sq., #42-7647, Hart
Crash-landed
506th Squadron crew:
HART, WILLIAM H.
Pilot
2nd Lt.
KNIGHT, EARL B.
Co-pilot
2nd Lt.
HOREY, JOHN J.
Navigator
2nd Lt.
COURTAWAY, ROBERT M.
Bombardier
2nd Lt.
STAMBAUGH, JACOB F.
Radio Oper.
S/Sgt.
PROCYSZYN, WALTER W.
Eng./Top Turret
T/Sgt.
OVERLY, RUSSELL E.
Belly Gunner
Sgt.
STRAIT, RALPH E.
RW Gunner
Seriously wounded
S/Sgt.
HURST, CLIFFORD C. Jr.
LW Gunner
KIA
S/Sgt.
OLSEN, GEORGE E.
Tail Turret
Sgt.
KIA, buried Cambridge (B-5-36)
Youngstown,
Ohio
East Englewood,
New Jersey
Note: Ralph Strait was killed in action on 2 February 1944.
On this same mission of 13 November, the Group suffered two additional men KIA on a 506th
Squadron aircraft that was forced to crash-land when returning to England.
Upon return from this raid, Lt. W.H. Hart, in A/C #647, circled the field and then crashed in
some trees near the base. Killed were young George Olsen and Clifford Hurst. Ralph Strait was
so badly wounded that he was not expected to live through the night, but he did, and ultimately
returned to duty. All men with blood type AB were asked to report to the hospital due to the
needs of these men. The pilot and other surviving crewmembers all had been injured or wounded
prior to the crash. Only the two men killed had not been wounded by enemy action.
18 November 1943
Kjeller Airfield, Oslo, Norway
The primary target was the Motor Works at this airfield near Oslo, which was bombed
exceptionally well, with some aircraft bombing from as low as 5,000 feet. Being a neutral and
friendly country, special care was made to hit only Nazi targets. The Group had great difficulty
in assembling in the pre-dawn take off and in adverse weather. Several planes could not make
assembly and had to return. But critical fuel supplies were expended by our planes in this
assembly, and the very long flight over the North Sea to the target. Enemy aircraft made attacks
both before the target and again on the return. Many ships were damaged by an unexpected
attack out of the sun on the return, and were lost due to these attacks or by running out of fuel
and having to ditch. The 67th Squadron lost three and the 68th lost two, plus two men KIA on
return. There was also a spectacular crash-landing.
All four of the 67th Squadron ships went down in the North Sea on the return, it is believed, with
no survivors from any of them to obtain further details as to damages or wounded aboard any of
them.
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18 November 1943
67th SQUADRON:
67th Sq., #42-7603 L-Bar, Dobson
RAGGEDY ANN/JUNIOR
MACR #1380
67th Squadron Crew:
Entire crew KIA, all on WOM, Cambridge
DOBSON, EDWARD M.
ASN 0-668216
Pilot
1st Lt.
KIA, WOM Cambridge
Bellmore, L.I.,
New York
CHARLESON, NORMAN
ASN 0-740744
Co-pilot
1st Lt.
KIA, WOM Cambridge
Modesto,
California
LATIMER, BYRON H.
ASN 0-674210
Navigator
2nd Lt.
KIA, WOM Cambridge
Texarkana,
Texas
BURROUGHS, SIDNEY M.
ASN 0-661588
Bombardier
2nd Lt.
KIA, WOM Cambridge
Georgia
GALLAGHER, JOSEPH W.
ASN 31071580
Engineer
Sgt.
KIA, WOM Cambridge
Winthrop,
Massachusetts
FAUST, DAVID F.
ASN 32297428
Radio Oper.
Sgt.
KIA, WOM Cambridge
Bronx,
New York
VOORHIES, HENRY H.
ASN 38263445
Ball Turret
Sgt.
KIA, WOM Cambridge
Moreauville,
Louisiana
HELPHREY, AARON L.
ASN 39013517
RW Gunner
Sgt.
KIA, WOM Cambridge
California
GILBERT, JOSEPH D.
ASN 34339959
LW Gunner
S/Sgt.
KIA, WOM Cambridge
Lafayette,
Alabama
FEICHTER, HERSCHEL H.
ASN 35162685
Tail Turret
Sgt.
KIA, WOM Cambridge
Ft. Wayne,
Indiana
Note: Lt. Dobson named his plane “Junior” for his infant son.
Capt. Richard D. Butler states that, “I was on that mission and either led the 67th Squadron or an
element of it. We did lose four planes – one of which we saw shot down by a JU-88 just after we
left the coast of Norway. One other that I vividly remember was one of my wingmen. I believe
the pilot’s name was Houle.” Capt. Butler’s account appears below under the story of Lt. Houle.
67th SQUADRON:
67th Sq., #41-29164 I, Houle
MACR #1379
67th Squadron Crew:
Entire crew KIA, all on WOM, Cambridge
HOULE, JOSEPH L.
ASN 0-526201
Pilot
lst Lt.
KIA, WOM Cambridge
Muskegon,
Michigan
JOHNSON, FARMER A. Jr.
ASN T-001010
Co-pilot
Flt Of.
KIA, WOM Cambridge
Hazard,
Kentucky
MURPHY, WILLIAM T.
ASN 0-801142
Navigator
2nd Lt.
KIA, WOM Cambridge
Highland Falls,
New York
STIGORA, JOSEPH H.
ASN 0-734393
Bombardier
2nd Lt.
KIA, WOM Cambridge
Nanticoke,
Pennsylvania
GOODFELLOW, GEORGE E.
ASN 11042195
Engineer
T/Sgt.
KIA, WOM Cambridge
New Bedford,
Massachusetts
DILLAHUNTY, JACK C.
ASN 18160347
Radio Oper.
T/Sgt.
KIA, WOM Cambridge
Tulsa,
Oklahoma
PETERSON, RAY O.
ASN 36609092
Belly Gun
S/Sgt.
KIA, WOM Cambridge
Chicago,
Illinois
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GRUSHKEVICH, ARON
ASN 32501788
RW Gunner
Sgt.
KIA, WOM Cambridge
Bronx,
New York
POOLE, ELMER H.
ASN 34366534
LW Gunner
S/Sgt.
KIA, WOM Cambridge
Detroit,
Michigan
GOODE, ARMEL M.
ASN 38235476
Tail Turret
S/Sgt.
KIA, WOM Cambridge
No. Little Rock,
Arkansas
The second of the four 67th Squadron ships lost was that piloted by 1st Lt. Joseph L. Houle. Like
the others, this aircraft was severely damaged but was making a gallant effort to stay airborne
back to England. But it ran out of fuel and was forced to ditch approximately 50 miles short of
landfall. Upon ditching, it broke in two just back of the wing, and four men were seen in the icy
water trying to free their liferafts. None of the 10 men survived or were found.
Capt. Butler gave his observations for this loss, “We were very short of fuel and about 10
minutes from the English coast when Lt. Houle said he wasn’t going to make it. I dropped back
and flew formation on him as he ditched. We were calling ‘May Day’ for him. We saw the plane
hit the water and immediately break in two. I made a tight 360 degree and came back to him. By
then the plane was floating nose down and the wing was intact. The plane was broken at the
bulkhead at the rear of the bomb bay. No sign of the tail section or any crew members. The next
pass over, we threw all of our one-man dinghies out the waist windows, but still saw no sign of
survivors. We stayed in the area about 10 to 15 minutes but had to leave because our own fuel
situation was critical. Our calls for Air-Sea Rescue were acknowledged but nobody ever showed
up. I seriously doubt that anyone survived the impact.”
67th SQUADRON:
67th Sq., #42-7545 D-Bar, Johnson
MACR #1378
67th Squadron Crew:
Entire crew KIA, all on WOM, Cambridge
JOHNSON, EARL T.
ASN 0-799569
Pilot
1st Lt.
KIA, WOM Cambridge
Montgomery,
Alabama
JARRETT, DANIEL D.
ASN 0-683457
Co-pilot
2nd Lt.
KIA, WOM Cambridge
Roundup,
Montana
FANN, IRWIN
ASN 0-798775
Bombardier
2nd Lt.
KIA, WOM Cambridge
Gary,
Indiana
SIEGEL, LOUIS
ASN 0-678397
Navigator
2nd Lt.
KIA, WOM Cambridge
New York City,
New York
HOLLAND, EARL M.
ASN 37299913
Engineer
T/Sgt.
KIA, WOM Cambridge
Hendrum,
Minnesota
SULLIVAN, WILFRED C.
ASN 35457629
Radio Oper.
T/Sgt.
KIA, WOM Cambridge
Cincinnati,
Ohio
GLASSCOCK, KENNETH J.
ASN 37197914
Ball Turret
S/Sgt.
KIA, WOM Cambridge
Stuart,
Iowa
REASONS, JOHN W.
ASN 34194483
RW Gunner
S/Sgt.
KIA, WOM Cambridge
Maury City,
Tennessee
RUSSELL, LLOYD E.
ASN 37224426
LW Gunner
S/Sgt.
KIA, WOM Cambridge
Galena,
Kansas
SNIDER, EDWON R.
ASN 34435403
Tail Turret
S/Sgt.
KIA, WOM Cambridge
Winston Salem,
North Carolina
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18 November 1943
The third 67th aircraft lost was that piloted by 2nd Lt. Earl T. Johnson. Like the other three 67th
ships, this plane and crew went down in the North Sea on the return from Sweden. Like the other
67th Squadron planes, the loss surely was due to the combination of battle damage and shortage
of fuel. Again, all men were KIA with no bodies ever found. This could have been the one Capt.
Butler described as shot down just off the coast of Norway.
Yet another 67th Squadron aircraft was damaged and made a remarkable crash-landing at
Shipdham.
67th SQUADRON:
67th Sq., #41-29161 H-Bar, Griffith
Crash-landed
67th Squadron crew:
GRIFFITH, ROCKFORD C.
Pilot
lst Lt.
GRONO, LAWRENCE W.
Co-pilot
lst Lt.
WEATHERWAX, ROBERT B.
Navigator
lst Lt.
GOFF, MAURICE L.
Bombardier
lst Lt.
GIBBONEY, JOHN W.
Engineer
S/Sgt
SOFFERMAN, ABE
Radio Oper.
S/Sgt
PARRISH, EARL J.
Gunner
McANDREWS, LEO J.
Gunner
KUBAN, WILLIAM T.
Ball Turret
S/Sgt.
Head, Body Wounds
CLARK, FORREST S.
Gunner
Note: All bailed out over the field except for Griffith, Grono, and Kuban. Abe Sofferman went down on the 29
January 1944 mission and evaded for several months but was killed while trying to avoid capture.
Pilot of this aircraft, 1st Lt. Rockford C. Griffith, (later interned) had also circled a plane as it
ditched, his radio operator notifying Air-Sea Rescue. But also low on fuel and battle damaged,
flew on to Shipdham.
Once there, he attempted to lower his landing gear but discovered the right gear was damaged,
came only part way down, and then could not be retracted. Having one seriously wounded man
aboard, they could not all bail out, as this man was in no condition to jump or be assisted in
jumping. Lt. Griffith decided to have his crew bail out over the field, which they did
successfully, retaining only his co-pilot, Lt. Grono, to assist him in this dangerous attempt to
crash-land in order to save his gunner’s life. These two pilots then performed an unbelievable
feat of setting this damaged bomber down on the main runway, on only the left main gear until
the fuselage and two right side propellers hit the pavement, skidded along and then off onto the
grass at a very precarious angle until the left gear finally collapsed, ending in a ground loop! But
it was a most successful landing, with no further injuries and no fire. Sgt. Kuban then was given
immediate medical attention to his wounded head, neck and body.
Lt. Griffith was awarded a Silver Star for his actions.
Sgt. Miles McCue was on the ground when Griffith’s aircraft came in: “As it was sliding and
spinning toward me after landing, I turned to run, tripped over a bicycle and lay on the ground
for a moment in panic. One of the seven chutes failed to open until it was about five or six
hundred feet from the ground. As it opened, a great cheer went up from myself and the many
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others who were watching. We all must have had the same sickening feeling for it seemed as
though the chute was about to fail.”
After this hair-raising show, Miles could only wait for his aircraft. Some moments later, Ed
Taylor landed safely with CALABAN but still no trace of Miles’ crew, E. T. Johnson’s aircraft.
The plane his crew was flying was not POOP DECK PAPPY, but an unnamed one, 42-7545 DBar. D-Bar would not return! Incidentally, on this mission, this plane was “Tail-End Charlie,”
with 1st Lt. Edward Mitchell flying just ahead of D-Bar, and Joe Houle just in front of it. All
three were lost on that mission, apparently from a concentrated attack on that rear section.
Miles remembered: “I’ll never forget my feelings as I waited for their return and realized that
these great and brave friends were lost. I’ll never forget those wonderful men I lived with for six
months as they moved to their fate. Their act of charity is so outstanding that there are no words
worthy enough to eulogize these men properly.”
67th SQUADRON:
67th Sq., Brown
Returned to base
67th Squadron Crew:
BROWN, DELLAS A.
Pilot
Lt.
TAYLER, JOHN P.
Co-Pilot
Lt.
SEIBERT, FRANK R.
Navigator
Lt.
MORRIS LEONARD C.
Bombardier
Lt.
CAPUTO, ANTHONY
Radio Oper.
S/Sgt.
MILLER, JOHN D.
Eng./Top Turret
S/Sgt.
REED, ROBERT M.
Belly Gunner
Sgt.
FALLON, EDWARD J.
RW Gunner
Sgt.
GAZIUKEVICZUS, ALBERT
ASN #11054081
Waist Gunner
S/Sgt.
KIA, buried Cambridge (C-0-41)
DESOTELLE, GEORGE A.
Tail Turret
Haverhill,
Massachusetts
Sgt.
In addition to the men lost above, the 67th Squadron suffered another man KIA aboard a plane
which returned to base. Lt. Dellas A. Brown, pilot of this plane, gave me this information, “Al
Gaziukeviczus (Little Al) joined my crew at Davis-Monthan in April 1943. We trained there and
at Biggs Field in El Paso until Aug ‘43. Little Al married a Mexican girl just before we left for
England.
“Al was a waist gunner for me when he was struck in the head by a single bullet, presumably
from an Me 210, on our way back from Kjeller. He was killed instantly, and was buried at
Cambridge, England.”
This 67th Squadron aircraft (A/C #41-29139) went down in the North Sea along with three
others from the 67th Squadron.
67th SQUADRON:
67th Sq., #41-29139 E-Bar, Mitchell
MACR #1381
67th Squadron Crew:
Entire crew KIA, all on WOM, Cambridge
MITCHELL, EDWARD R.
ASN 0-728013
Pilot
Capt.
KIA, WOM Cambridge
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Iowa
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OSBURN, RICHARD R.
ASN 0-678132
Co-pilot
2nd Lt.
KIA, WOM Cambridge
Washington,
Dist. of Col.
HARDWICK, ROBERT E.
ASN 0-746482
Navigator
2nd Lt.
KIA, WOM Cambridge
Barnesville,
Ohio
HANSEN, JAMES E.
ASN 0-671429
Bombardier
2nd Lt.
KIA, WOM Cambridge
Cardeville,
Illinois
GENTRY, WILLIAM H.
ASN 39389081
Engineer
T/Sgt.
KIA, WOM Cambridge
Pomeroy,
Washington
HESS, WILLIAM H.
ASN 15095162
Radio Oper.
T/Sgt.
KIA, WOM Cambridge
Logansport,
Indiana
O’HARA, HENRY H.
ASN 32436174
Belly Gun.
S/Sgt.
KIA, WOM Cambridge
Brewster,
New York
CRAWFORD, MICHAEL S.
ASN 34267452
RW Gunner
S/Sgt.
KIA, WOM Cambridge
Blue Ridge,
Georgia
HESTER, MILTON Jr.
ASN 18076405
LW Gunner
S/Sgt.
KIA, WOM Cambridge
Post,
Texas
MYERS, BILLIE B.
ASN 18166363
Tail Turret
S/Sgt.
KIA, WOM Cambridge
McCrory,
Arkansas
Capt. Edward R. Mitchell was the pilot of this aircraft lost in the North Sea. Lt. Mitchell had also
piloted a plane on the Ploesti mission and was forced to land in Turkey.
This plane and crew, like the three others from the 67th, was lost with no survivors and almost
no observers. So the cause of this loss is not known positively, but most likely involved enemy
damage and shortage of fuel. Lt. Mitchell and crew were to be transferred to the 68th Squadron
after this mission.
68th SQUADRON:
68th Sq., #42-63971 W, Weant
HELEN HYWATER
MACR #1377
68th Squadron Crew:
WEANT, W. BAXTER
ASN 0-729938
Pilot
Interned, returned
Capt.
China Grove,
North Carolina
BRANDON, WILLIAM H.
ASN 0-404078
Command Pilot
Interned, returned
Lt. Col.
Florasville,
Texas
KELLEY, GEORGE J. Jr.
ASN 0-727021
Navigator
Interned, returned
Capt.
Annapolis,
Maryland
JORDAN, JOHN R.
ASN 0-734920
Bombardier
2nd Lt.
Interned, returned 1 Sept. 1944
Wilkes-Barre,
Pennsylvania
GAVIN, FRANK W.
ASN 7001235
Engineer
Interned, returned
Turley,
Oklahoma
PAFFENROTH, SAMUEL
ASN 32402095
Radio Oper.
T/Sgt.
Interned, returned 1 Sept. 1944
Jersey City,
New Jersey
KELSEY, GEORGE L.
ASN 18053366
Asst. Eng.
T/Sgt.
Interned, returned 1 Sept. 1944
Bokchito,
Oklahoma
WELLS, WALTER U.
ASN 17160572
Gunner
S/Sgt.
Interned, returned 1 Sept. 1944
St. Joseph,
Missouri
MILLER, SAMUEL H.
ASN 13090675
Asst. Radio
S/Sgt.
Interned, returned 1 Sept. 1944
Loganville,
Pennsylvania
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ASN 38208089
44th Bomb Group Roll of Honor and Casualties
Tail Turret
S/Sgt.
Interned, returned 1 Sept. 1944
Malvern,
Arkansas
Note: After returning from internment, the pilots and others were put on temporary duty to initiate procedures
for the return of many airmen interned in Sweden. Super secret!
This 68th Squadron aircraft was flown by Captain W. Baxter Weant and was forced to land in
Sweden. This aircraft had been hit after attacking Kjeller and was badly damaged. Captain
Weant knew that he would not be able to make it back to England, so he flew to Trollhattan and
began circling that city, and had his crew fire signal flares to advise the Swedes that he intended
to land there. He did not want them to be shooting at him as he was attempting a difficult
landing.
He then made a crash-landing just outside of Trollhattan, and before the Swedish officials
arrived he had the crew set fire to the plane to keep the Germans from capturing it. However, the
plane did not burn fully and the Swedes were able to save part of it. They sent the engines to the
Swedish Civil Air company and salvaged as much as possible for themselves. The entire crew of
10 were interned, later nine returned to duty. T/Sgt. Gavin, the engineer, was retained to repair
B-24 aircraft for use by the Swedish Air Force.
68th SQUADRON:
68th Sq., #41-23788, Hughes
AVENGER
Returned to base
Waist Gun.
S/Sgt.
KIA, buried Cambridge (B-5-58)
Bronx,
New York
68th Squadron Crew (partial):
MERRIGAN, JOHN
ASN 10601009
On this same 18 November mission, the 68th also suffered a KIA on a returning aircraft #4123788 AVENGER, piloted by Lt. William D. Hughes. S/Sgt. John Merrigan, waist gunner, had
earlier in this mission shot down an enemy aircraft, but was hit by a bullet from another plane as
it attacked from below, and was killed almost instantly. He previously had flown the famous
low-level attack on Ploesti, 1 Aug. 1943.
26 November 1943
Bremen, Germany
The primary target at Bremen was the industrial area, which was hit with a good pattern.
Weather conditions were quite bad in that it was exceptionally cold, which probably contributed
to the collision early in the mission and the loss of one plane and crew. None of the eleven
casualties was caused by enemy action on this mission.
66th SQUADRON:
66th Sq., #41-24234 N, Trolese
MR. 5 X 5
66th Squadron Crew:
Entire crew KIA
TROLESE, ALEXANDER
ASN 0-743297
Pilot
1st Lt.
KIA, buried Ardennes (A-36-54)
Richmond,
California
HARPER, JAMES A.
ASN 0-681402
Co-pilot
KIA
Ellwood City,
Pennsylvania
MARCOUILLER, GORDON L.
ASN 0-749680
Navigator
2nd Lt.
KIA, buried Ardennes (D-13-7)
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2nd Lt.
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Chicago,
Illinois
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GATES, JACK A.
ASN 0-663253
Bombardier
KIA
2nd Lt.
RAY, THOMAS C.
ASN 34280331
Engineer
S/Sgt.
KIA, buried Ardennes (D-18-20)
Illinois
KRAUSS, CHARLES E.
ASN 33338303
Radio Oper.
KIA
Springfield,
Pennsylvania
APPLEDORN, THOMAS J.
ASN 15087738
Belly Gun.
S/Sgt.
KIA, buried Ardennes (A-23-3)
Huntington,
West Virginia
RAILING, ALTON S.
ASN 35338599
RW Gunner
KIA
Decator,
Indiana
MARKUS, EDWARD R.
ASN 32536008
LW Gunner
S/Sgt.
KIA, buried Ardennes (A-37-15)
Yonkers,
New York
WRIGHT, RAYMOND E.
ASN 35474099
Tail Turret
S/Sgt.
KIA, buried Ardennes (C-15-4)
Cincinnati,
Ohio
T/Sgt.
S/Sgt.
Odessa,
Texas
2nd Lt. Alexander Trolese, pilot of A/C #41-24234 (MR. 5 X 5), was flying close formation with
the plane flown by 1st Lt. J. G. Cary (#42-7501). Apparently, MR. 5 X 5 was caught in the prop
wash of the planes ahead and was forced up into a collision with #501. The propellers of #501
cut and sheared off the entire tail section of MR. 5 X 5 causing it to crash, apparently into the
sea. Six parachutes were observed coming out of MR. 5 X 5 on its descent, but no one survived.
All bodies were recovered. Lt. Cary and crew from the 68th Squadron escaped from the collision
and returned to base, but only after succeeding in recovering from their spin at an altitude of only
4,000 feet.
68th SQUADRON:
68th Sq., # 42-7501, Cary
BING’S BIG BOX
Returned to base
68th Squadron Crew:
All uninjured
CARY, JAMES G.
Pilot
2nd Lt.
LEE, ROBERT L.
Co-pilot
2nd Lt.
CLARK, WARREN J.
Navigator
2nd Lt.
PURCELL, EDWIN J.
Bombardier
2nd Lt.
LONGAN, MYRON H. Jr. .
Radio Oper.
T/Sgt.
MERCER, JAMES W.
Eng./Top Turret
T/Sgt.
PIERCE, ROBERT G.
Belly Gunner
S/Sgt.
MYERS, RUDY S. Jr.
RW Gunner
S/Sgt.
CONNORS, EDMUND F.
LW Gunner
S/Sgt.
CRANTZ, CHESTER F.
Tail Turret
S/Sgt.
Note: Rudy Myers was killed in action on 11 February 1944.
2nd Lt. Robert L. Lee, the co-pilot on Cary’s aircraft, reported: “As I recall, the other plane was
not flying on our wing but we were flying on the wing of a plane on the pilot’s side of our plane.
Cary, our pilot, was flying the plane as we never flew cross cockpit. I have always felt that the
other aircraft had lost its place in the formation and was trying to tuck itself back into the
squadron some place. It slid out from underneath us and came up on the right side of our plane
bringing its tail into contact with our #4 engine. It immediately went down out of our sight.
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“We seemed to slide off to the right and into a very severe spin. It all happened so fast that
neither I or the waist and ball turret gunners had time to sound an alarm of any kind. Both Cary
and I were pulling back on the controls and standing on the rudders in a vain attempt at getting
out of the spin and leveling off.
“We sounded the bail out alarm but fortunately, the gravity pull was so severe that none of the
crew could move. I suppose the formation was flying at about 24,000 feet and we eventually
pulled the plane out of the spin at around 10,000 feet. We looked around and found ourselves all
alone with a full bomb load, our #4 engine out, and the prop gone. No injuries and the plane
operating well.
“We salvoed our bombs in an open field (we did not want to get anybody mad at us being so low
and by ourselves) and headed home. There was some cloud cover at that altitude and we took
good advantage of it as we periodically suffered individual fighter attacks. No real problems
though until we hit the coast and were hit by some fairly heavy flak barrages. Fortunately, being
by ourselves, we took some effective evasive actions and managed to get over the Channel and
headed home. We landed the plane without incident, but only after the rest of the group had
landed and reported us missing.
“After de-briefing, we got back to our quarters as soon as possible before other crews raided
them, which was a popular practice at that time when crews were reported missing.
“My flight log shows we were given over six hours for that mission. I can only surmise that we
were approaching the IP when the collision occurred as we usually tightened up the formation at
the IP prior to releasing our bombs over the target and that was when there was a lot of
movement within the formation.”
68th SQUADRON:
68th Sq., #41-23699, Marcoullier
LEMON DROP
Returned to base
68th Squadron Crew:
MARCOULLIER, ARTHUR S.
Pilot
2nd Lt.
PETERSON, NORMAN J.
Co-pilot
2nd Lt.
MOCKLEY, JAMES H.
Navigator
2nd Lt.
TRUMBO, GROVER C.
Bombardier
2nd Lt.
BRYSON, FRANK R.
Radio Oper.
T/Sgt.
HOLENBECK, JOHN A.
Eng./Top Turret
T/Sgt.
TATE, THOMAS M.
Belly Gunner
S/Sgt.
BRENAN, JOSEPH R.
RW Gunner
S/Sgt.
SEMONS, EARL M.
ASN 35420784
LW Gunner
KIA
S/Sgt.
O’LAUGHAN, WALTER E.
Tail Turret
S/Sgt.
Columbus,
Ohio
The severely cold weather caused many cases of frost-bite on hands, feet and faces, and there
were a few men wounded by flak. But S/Sgt. Earl M. Semons, from the 68th Squadron and a
member of the Marcoullier crew, was killed when his oxygen mask froze so badly that he
suffocated before he was observed to be in trouble. This was his fourth mission. Two others on
this aircraft, S/Sgts. Thomas M. Tate and Walter E. O’Laughan, also suffered frozen hands and
feet.
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68th SQUADRON:
68th Sq., Kessler
Returned to base
68th Squadron Crew (partial):
KESSLER, JOSEPH P.
ASN 0-733662
Pilot
1st Lt.
Suffered frostbite, returned to duty in U.S.
In addition, Lt. Joseph P. Kessler, a 68th Squadron pilot, suffered frozen hands and feet. He was
sent to the 2nd General Hospital for further treatment on 18 December 43. He was then returned
to duty in the United States.
1 December 1943
Solingen, Germany
The main objective in this city was the aero-casting works, that had to be bombed by Pathfinder
(PFF) method due to bad weather. Twenty aircraft were dispatched for this target, one did not
return – the one piloted by lst Lt. Edward F. Taylor from the 67th Squadron.
67th SQUADRON:
67th Sq., #42-7544 C-Bar, Taylor
MACR #1382
67th Squadron Crew:
TAYLOR, EDWARD F.
ASN 0-530758
Pilot
Evadee, returned
1st Lt.
Perry,
Oklahoma
AKINS, JAMES C.
ASN 0-677193
Co-pilot
Evadee, POW
2nd Lt.
Haskell,
Texas
FOARD, JACK D.
ASN 0-678629
Navigator
POW
2nd Lt.
Summerville,
Missouri
DOLGIN, WILLIAM J.
ASN 0-676576
Bombardier
Evadee, POW
2nd Lt.
Los Angeles,
California
WOJCIK, EDWARD S.
ASN 39094162
Engineer
POW
S/Sgt.
Portland,
Oregon
KNOLL, ROBERT S.
ASN 33358743
Radio Oper
POW
T/Sgt.
Warnersville,
Pennsylvania
DZWONKOWSKI, HENRY J.
ASN 35318190
Belly Gun.
Evadee, returned
S/Sgt.
Cleveland,
Ohio
McCUE, MILES J.
ASN 33303966
RW Gunner
POW
S/Sgt.
Pittsburgh,
Pennsylvania
BAYER, ARTHUR T.
ASN 37377434
LW Gunner
POW
S/Sgt.
St. Louis,
Missouri
MORRIS, WILLIAM F.
ASN 12138123
Tail Turret
POW
S/Sgt.
Chadwick,
New York
Sgt. Miles J. McCue, right waist gunner on this crew, relates this account, “We had dropped our
bombs over Solingen and were on our way home on what had been a comparatively uneventful
trip. But as we neared the coast of Belgium, Lt. Taylor and the engineer (Wojcik) began
exchanging small talk about the gasoline supply. ‘Did you switch tanks?’ ‘No, I didn’t, but I
will.’ Eventually I realized that we were just about out of gas. The navigator (Lt. Foard) was
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brought into the conversation and I remember the words, ‘twenty minutes.’. Now, as to whether
this referred to the fuel supply or to the nearest landing field, I can’t recall.
“About this time, just as we started out over the North Sea, Lt. Taylor announced that we were
going to have to bail out! He, then, turned the plane around and when we were over land, again
announced, ‘Bail out – hit the silk!’ These are the last words I heard before I left the plane, and
needless to say, they are etched indelibly in my mind.
“The first clue I got that something unusual had happened after I left the plane was during my
second interrogation which took place about five days later at Dulag Luft, in Frankfurt. The
interrogator asked how we were knocked down ‘Flak or fighters?’ When I showed no inclination
to discuss it, he suggested that, ‘Maybe you ran out of gas?’ This indicated to me that the plane
had not been found, and also that someone had tipped the enemy to the fact that we had a fuel
problem.”
Note: The aircraft came down in Isselmeer and may have been salvaged.
Arthur Bayer, another crew member added, “We had to bail out over a little Belgian village –
Veurne, I think. I was an extra that day – waist gunner. It was not my regular crew. I don’t know
whether Taylor was ever heard from again.”
Note: Lt. Taylor was an evadee.
William Morris, tail turret gunner, states that, “Our ship apparently was hit by flak in the target
area, problems developed, and later we were ordered to bail out. There were not many fighters in
the target area, so our damage was thought to be flak. I thought that we all bailed out OK, as all
in the rear of the ship did so. Miles McCue’s (chute) harness caught on the escape hatch but I
managed to work him free with great difficulty and much strength. I was the last to leave from
the rear area. I could see the Channel on the way down.
“Upon landing, I was free for about one hour after meeting up with Ed Wojcik, and we headed
south through several dykes and canals where we got soaking wet. But a party of German
soldiers came over a small rise and gave us the usual, ‘For you, the war is over’ bit. Went to jail
overnight, then to Frankfurt Dulag Luft, arriving the day after a night bombing raid by the RAF,
and the citizens were trying to lynch all of us. The soldiers kept the citizens away.”
The bombardier, William Dolgin, said, “I did not know the crew very well as I flew this mission
as a fill-in for their regular bombardier. I was on Art Lowe’s crew, normally. Jim Akens, the copilot, Henry Dzwonkowski, and I were together (as evadees) most of the time we were in
Belgium. Jim and I were caught by the Gestapo on 25 March 1944, while Henry made it back to
the States. Henry was the one to inform my parents in August that I was alive. Prior to that, they
thought that I was KIA. Yes, it was flak that got us. It hit our wing. The lead bombardier goofed
and got us too close to some flak batteries.” Bill’s extended account continues with detailed
evasion data, capture, POW time and assisting in the capture of a man aiding the Germans.
11 December 1943
Emden, Germany
This target was vital to traffic, both a boat and rail center. Fierce enemy fighter attacks were
made by forty to seventy ships despite the very fine fighter support that we had. One 67th
Squadron plane did not return.
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67th SQUADRON:
67th Sq., #41-23232 M-Bar, O’Neill
CALABAN
67th Squadron Crew:
O’NEILL, RICHARD F.
ASN 0-798225
Pilot
1st Lt.
POW/KIA, buried Ardennes (A-25-15)
Philadelphia,
Pennsylvania
WORTH, WOODROW N.
ASN 0-683521
Co-pilot
POW/KIA
2nd Lt.
Winter Haven,
Florida
GRIMES, GEORGE G.
ASN 0-885961
Navigator
KIA
2nd Lt.
Albia,
Iowa
SHAW, CHARLES M.
ASN 0-661667
Bombardier
Capt.
POW, KIA, buried Ardennes (A-41-50)
Liberty,
Mississippi
McADAMS, ROBERT C.
ASN 14039719
Engineer
POW
S/Sgt.
Ensley,
Alabama
KENNON, DANIEL
ASN 38102848
Radio Oper.
KIA
T/Sgt.
Douglas,
Arizona
ALLEN, NORBERT G.
ASN 37430255
Hatch Gun.
KIA
S/Sgt.
Des Moines,
Iowa
HAGMANN, PAUL A.
ASN 39393257
RW Gunner
Sgt.
KIA, buried Ardennes (B-44-55)
Mt. Shasta,
California
LESTER, JULIAN V.
ASN 17047877
LW Gunner
KIA
Sgt.
Minneapolis,
Minnesota
BOGGESS, BOYD Jr.
ASN 33213653
Tail Turret
KIA
S/Sgt.
Richland,
Virginia
Note: The 44th BG records show that O’Neill, his co-pilot Worth, and bombardier Shaw were officially reported
as POW; then later changed to KIA. Nothing has been found to explain this.
Again, the 67th Squadron lost an airplane and crew, but not through the efforts of the Germans.
Lt. Richard F. O’Neill was the pilot of CALABAN (this ship was a veteran of Ploesti) who was
noted for his violent evasive actions on bomb runs. It was this excessive action which
contributed to his downfall. O’Neill was seen to swing over and behind aircraft #42-72878 and
slightly to the right, just at ‘bombs away’. Lt. O’Neill’s bombardier dropped his bombs on the
swing. But just then the bombs from a plane above them struck the right wing, breaking it off at
#4 engine. Bombs also hit the tail assembly as well, knocking it completely off. The ship went
into a spin, caught fire, but no chutes were observed. Lt. George W. Carvour saw the plane crash
on land near the Emden estuary – his interest being especially high as he had been the regular
bombardier for the O’Neill crew! Though no chutes were seen, one man did survive.
Note: Mrs. McAdams said that her husband, who is now deceased, reported he may have seen at least one other
parachute. Sgt. McAdams, a veteran of Ploesti, was interned in Turkey for a short period. He was the only man
to survive from this crew.
There was one other casualty in the Group this day, that being a navigator, Louis V. Trouvé, who
became a POW.
66th SQUADRON:
66th Sq., #42-7476, Comey
NICE ‘N NAUGHTY
Returned to base
Note: This aircraft was also known as PRINCESS CHARLOTTE.
66th Squadron Crewman:
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COMEY, RICHARD J.
ASN 0-789539
Pilot
Lt.
Stowe,
Vermont
DRYSDALE, THOMAS T.
ASN 0-739744
Co-pilot
Lt.
TROUVÉ, LOUIS V.
ASN 0-797427
Navigator
POW
1st Lt.
KIPPLE, JAMES E.
ASN 13044897
Bombardier
Lt.
GREENBERG, ALBERT
ASN 33323980
Radio Oper.
S/Sgt.
STOEFEN, M. J.
ASN 37263571
Eng./Top Turret
T/Sgt.
Rapids,
South Dakota
HALL, QUENTINE J.
ASN 12137925
Belly Gunner
T/Sgt.
Newcomb,
New York
ROSINSKI, STANLEY J.
ASN 12050666
RW Gunner
S/Sgt.
Elizabeth
New Jersey
NEITZEL, D. W.
ASN 37424963
LW Gunner
Sgt.
Guernsey,
Louisiana
WALKER, RICHARD H.
ASN 37335675
Tail Turret
S/Sgt.
Newcomb,
New York
Arizona
Hempstead, L.I.,
New York
Pennsylvania
Richard Comey provided the following account, “We received a direct hit on the nose, right
above the navigator, Louis Trouvé. The force of the explosion knocked him backwards, over on
the nose wheel doors and out he went. Fortunately, though wounded, he opened his chute, landed
in a bay, and was picked up by the Germans. (Lou and his wife, and Charlotte and I got together
in New York after the war.)
“After Lou was gone, we found flames were licking out of the hole in the nose, so I pressed the
alarm button, “prepare to abandon ship”. The ball gunner (Neitzel?) saw Lou go by his turret and
decided things were really serious. He tried to get out of his ball, but some empty shells or
perhaps a belt or two had jammed the back exit door. With brute strength – and he was not a very
heavily-built guy – he pushed the door right off its hinges and got out [of the ball turret]. The
bombardier passed out in the nose turret and we thought he was a goner.
“It turned out the flame was fed by a broken oxygen line, and when the oxygen was used up, it
went out! By then I was half way out of my seat and preparing to signal “abandon ship” when I
realized things were not so bad, and finally got things back on keel again. However, we were
now alone and I headed for the Channel, losing altitude at a rapid pace.
“When we reached about 10,000 feet or so, the bombardier’s voice comes on the intercom. He
was alive and O.K. – just passed out from lack of oxygen.
“We very luckily crossed the Channel and returned to base without encountering any German
fighters. The hydraulic system was shot out, but there was enough pressure still in those spheres
to work the brakes. I should have stopped at the end of the runway and received a hero’s
welcome, but I taxied back to our pad and coasted very slowly off the edge of it when the
pressure finally ran out.”
About PRINCESS CHARLOTTE (also known as “Nice ‘N Naughty”), Comey wrote, “She got
us home O.K. We were blessed with good fortune as far as the crew was concerned. I believe I
saw her fuselage on the junk heap later. [Editor’s note: She crashed at Shipdham on 4 January
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1944 while on take off.] I still have the stencil that says “PRINCESS CHARLOTTE” used on
some of these planes. I completed 25 missions in the Princesses – some bore the name in paint.
Others in mind only. Some bore two names, but as far as I was concerned, they were all
Princesses, and all great.”
Louis Trouvé’s son Paul contributed these details: “I don’t know much about my father’s war
experience since he didn’t talk about it for the most part, even to my mother…she told me that
the last mission my father was on…was the only one in which he wore his parachute. This was
also my grandfather’s (his father’s) birthday, 11 Dec. When he was ejected from the plane, the
parachute opened on its own. He landed in a farmer’s field and was brought to safety by the
farmer and his wife. He didn’t handle the parachuting well and his leg was badly injured in the
fall but it was saved by a German surgeon. I do remember my father saying that the medical help
he got was first rate and he had great respect for the German people because of their intelligence
and enterprise.”
Aircraft #42-7501, BING’S BIG BOX, returned with two injured crewmembers.
68th SQUADRON:
68th Sq., #42-7501, Howington
BING’S BIG BOX
Returned to base
68th Squadron Crew
HOWINGTON, HARTWELL R.
ASN 0-800356
Pilot
2nd Lt.
Cantonment,
Florida
CURTIS, HERMAN M.
ASN 0-748585
Co-pilot
2nd Lt.
Seaport,
Maine
KASTEN, RICHARD J.
ASN 0-683831
Navigator
2nd Lt.
Grand Rapids,
Michigan
CROWL, WAYNE D.
ASN 0-741141
Bombardier
2nd Lt.
Canterburg,
Ohio
SHELTON, JACK A.
Radio Oper.
T/Sgt.
SHAEFFER, CLAIR P.
ASN 33187932
Eng./Top Turret
T/Sgt.
Wernersville,
Pennsylvania
MITSCHE, MICHAEL P.
Staff Sergeant
Badly wounded
Belly Gunner
S/Sgt.
HEITER, NICHOLAS M.
ASN 17106849
RW Gunner
S/Sgt.
Bridgewater,
South Dakota
BLAKLEY, CHARLES W.
ASN 39831745
LW Gunner
Wounded
S/Sgt.
Parma,
Idaho
BOGGS, EARL E.
ASN 18162560
Tail Turret
S/Sgt.
Oklahoma
Porter,
Note: S/Sgt. Michael P. Mitsche was seriously wounded by flak. It was his fifth mission. He was transferred to
the 77th Hospital on 21 December 1943 and did not return to Shipdham. He was sent back to the United States.
Eight members of this crew were lost on 21 January 1944. Four of them, Howington, Curtis, Kastnen, and
Crow, were killed in action. They were on the same aircraft with Heiter, Blakley, and Boggs, who survived.
Schaeffer was killed when another aircraft was lost that day.
From Hartwell Howington’s diary: “11 December 1943. Went out again today – to Emden.
Roughest mission yet. Mitsche hit direct with cannon shell. Blakley hit with fragments. 138
fighters shot down. Blakley got Purple Heart and recommended for Soldier’s Medal. Mitsche got
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one fighter. Crew got two possibles. Mitsche got Purple Heart, OCL, and Air Medal. Ship hit
with five cannon shells. O’Neill exploded right in front of us. Sky littered with burning and
exploding Libs parts and fighters.”
‘Chick’ Blakley wrote the following about Michael Mitsche: “A 20-mm shell hit the edge of the
ball turret sight glass. The result was that it took a great deal off his upper inner thigh muscle just
below his groin. When I was with him in Milwaukee, we made most of his known bar rounds for
him to show his beer buddies the guy that gave him in-air first aid ‘and the guy who saved his
life.’ ” Blakley reported that Earl Boggs, the tail gunner, heard that Mitsche died in 1969.
16 December 1943
Bremen, Germany
Intense, accurate flak was encountered over the target. One 68th Squadron aircraft was badly
damaged over the target but the crippled craft made it back to England to crash-land on the coast.
68th SQUADRON:
68th Sq., #41-23788 S, Jones
AVENGER
MACR #4709
JONES, PARKE H. Jr.
ASN 0-674587
Pilot
lst Lt.
KIA, buried Cambridge (B-7-3)
Minneapolis,
Minnesota
GRIFFIN, JOHN W.
ASN 0-748630
Co-pilot
POW
2nd Lt.
Corning,
New York
PICCOLO, ANTHONY J.
ASN 0-670165
Navigator
POW
lst Lt.
Omaha,
Nebraska
BUCKHOLTS, JOHN J.
ASN 0-669980
Bombardier
KIA
1st Lt.
Okmulgee,
Oklahoma
MARTIN, CHESTER A.
ASN 13125993
Radio Oper.
POW
T/Sgt.
Girardville,
Pennsylvania
FRIES, PATRICK J.
Engineer
POW
T/Sgt.
Louisville,
Kentucky
ZDONICK, MICHAEL P.
ASN 31169351
Hatch Gun.
S/Sgt.
KIA, buried Cambridge (E-0-38)
Naugatuck,
Connecticut
TERWEY, ALPHONSE J.
ASN 37281321
RW Gunner
S/Sgt.
KIA, buried Cambridge (A-1-36)
Ward Springs,
Minnesota
BESSE, WILSON P.
ASN 38194491
LW Gunner
S/Sgt.
KIA, buried Cambridge (E-0-43)
New Orleans,
Louisiana
GORDON, RHODES C.
ASN 13089150
Tail Turret
KIA
McKees Rock,
Pennsylvania
68th Squadron Crew:
S/Sgt.
Parke H. Jones was the pilot of AVENGER, and his co-pilot, Lt. Griffin said, “This plane was
severely damaged by a direct burst of flak which knocked out our #4 engine, and damaged parts
of the bomb bay while we were en route to the target. After the pilot and I both tried to regain
control without success, Jones gave the order to bail out. Four of us left the ship, but the pilot
and five other crew members did not follow. Why the pilot tried to take the plane home after
ordering us out is unknown. Perhaps he regained some control is just a guess. The bomb bay was
badly hit and it was impossible to contact the boys in the rear of the ship either by radio or to get
back to see if they were injured when we were hit. According to hearsay, the plane crashed on
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the English coast and burned. Two bodies remained unidentified after the plane crashed. The
four men who bailed out were taken prisoner within a few hours – these four being the navigator,
engineer, radioman, and myself.”
Capt. Charles Kuch, a 68th Squadron lead pilot, stated that observers in other planes said that
this aircraft had #4 engine blown completely off and the #3 propeller was gone, so Lt. Jones had
power on only the left side. The aircraft disappeared into a cloudbank with the front half of the
catwalk hanging down out of the bomb bay! All were amazed that he was able to coax this plane
all the way back to England. He then chose to “belly-in” on the first open area he saw – the
beach near Hull. Unfortunately, he set her down in a minefield and the resulting explosions and
fire burned and killed all six men remaining aboard.
The site of the crash-landing was near Skeffling, on an estuary southeast of Hull.
20 December 1943
Bremen, Germany
Once again it was another trip to Bremen, but this time the weather was clearer, permitting visual
bombing and better results. As usual, the flak was heavy with eight of our ships sustaining
damages. One aircraft did not return.
506th SQUADRON:
506th Sq., #42-7630 P-Bar, Maynor
MACR #1712
506th Squadron Crew:
MAYNOR, WILLIAM M.
ASN 0-666783
Pilot
POW
1st Lt.
Oklahoma City,
Oklahoma
GUNNELL, JOHN E.
ASN 0-676780
Co-pilot
POW
2nd Lt.
Pittsburgh,
Pennsylvania
GRAY, ARNOLD L.
ASN 0-678637
Navigator
POW
2nd Lt.
Providence
Rhode Island
AHO, AUGUSTUS
ASN 31121510
Nose Turret
Sgt.
KIA, WOM Margraten
Schenectady,
New York
CORRIGAN, JAMES L.
ASN 31140327
Engineer
POW
T/Sgt.
Fairhaven,
Massachusetts
LISS, MICHAEL J.
ASN 35312812
Radio Oper.
POW
T/Sgt.
Cleveland,
Ohio
SCANLON, WALTER J.
ASN 32562495
Ball Turret
S/Sgt.
POW, wounded, leg broken
Bloomfield,
New Jersey
STOFFEL, GLENN C.
ASN 17108124
RW Gunner
S/Sgt.
KIA, WOM Margraten
Minneapolis,
Minnesota
COONELLY, JOSEPH M.
ASN 13112426
LW Gunner
POW, wounded
Philadelphia,
Pennsylvania
PARKER, JOEL Jr.
ASN 12034648
Tail Turret
S/Sgt.
POW, wounded, hemorrhage
S/Sgt.
Manasquan,
New Jersey
Note: Sgt. Aho may have been a former ground man as he is credited with painting many of the nose art pictures
on 506th aircraft – and possibly others. This was his fourth mission.
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Lt. Maynor said, “I don’t remember the call letters or the name of our ship as we were a
replacement crew and flew several planes. On our llth mission we went to Bremen and were hit
by fighters as we approached the target. We were knocked out of formation and lost an engine,
but continued on to the target through flak and bombed. After leaving the target, the fighters
again picked us up and shot the plane up rather badly, firing point blank at us. We had only three
guns left firing at them.
“We lost altitude to 9,000 feet and flew out over the North Sea at Wilhelmshaven, still losing
altitude. We were nearly out of gas and the plane was becoming unflyable. The German fighters
did not follow us out over the North Sea, so I had a decision to make – to ditch or to turn back to
Germany. If we ditched, it was almost certain death, so I decided our best choice was to return to
the coast and bail out. This we did. I was the last one out and just barely made it due to the
centrifugal force of the spin.
“I only know about those of my crew who survived. I was with Gray and Gunnell in the POW
camp.”
An official German report concluded that the aircraft crashed at 1207 near Langeoog at sea and
that five men parachuted from the aircraft and were driven to the east by strong west winds. The
MACR states that aircraft #42-7630 was attacked from behind and slightly to the right by one of
five FW 190s. It was then seen to bank to the right and go into first a glide, and then a dive. Five
to nine chutes were seen coming out of the aircraft. The aircraft may also have been hit by flak at
the same time. It was last seen disappearing into a cloud.
Lt. Gunnell said that the two men who were MIA, Aho and Stoffel, must have perished in the
North Sea after bailing out. Their bodies were never recovered. Parker and one other
crewmember were rescued from the North Sea by a German pilot named Willy Koch. During the
rescue, Koch found a letter addressed to Parker and neglected to turn it in to the authorities. He
found it after the war and decided to contact Parker. Koch sent him a picture of his DO-22
seaplane.
Lt. Gray provided the following account: “Our final mission on 20 December, 1943 is stamped
indelibly on my memory, as you can well imagine.
“Just after dropping our bombs on Bremen, we were struck simultaneously by flak and by enemy
aircraft projectiles. Both waist gunners, Glenn Stoffel and Joe Coonelly, were badly wounded.
Two engines were knocked out, and we began losing altitude at about 1,000 feet per minute.
“As we approached the North Sea coast, I attempted to learn, without success from the pilot, Bill
Maynor, whether he wanted to ditch or should we prepare to bail out. Bill apparently decided
that we should bail out as the alarm bell sounded with a series of short rings (prepare to leave the
ship). I immediately summoned Augustus Aho, the nose gunner, who was in the front of the ship
with me. We hooked on our chutes and opened the nose wheel doors, awaiting the final bail out
signal, which never occurred.
“When I looked down and saw water below, I decided to jump and Aho followed me. I learned
later that the rest of the crew left the ship after the ‘prepare’ signal. Mike Liss, our radio
operator, and I landed in the water and were picked up by a German Air-Sea Rescue boat.
“As for Aho, the last I saw of him, he was parachuting behind me. I do not know what happened
to him. Apparently, he was unable to survive the landing in the water. I do not have any
information on Stoffel other than the fact that he was badly wounded.”
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21 December 1943
21 December 1943
Practice Mission, West Bradenham, England
This aircraft crash-landed on Richards Farm in West Bradenham near Shipdham while on a test
flight/practice mission.
67th SQUADRON:
67th Sq., #42-72878 A, Butler
MISS EMMY LOU II
Crash-landed
67th Squadron Crew:
BUTLER, RICHARD D.
Pilot
Injured
Capt.
GRELL, GERALD C.
Co-pilot
Injured
1st Lt.
NICHOLSON, ROBERT J.
Bombardier
Injured
2nd Lt.
COINER, MAYO L.
Navigator
1st Lt.
NEEPER, LOY L.
Engineer
T/Sgt.
MASON, GERALD D.
Radio Oper.
Injured
T/Sgt.
KOOKEN, WARREN K.
Gunner
S/Sgt.
CHAMBERLAIN, DONALD H.
Gunner
S/Sgt.
BOULANGER, CLEMENT C.L.
Tail Turret
S/Sgt.
GARZA, NICK E.
Armament
Sgt.
CLARK, FORREST S.
Gunner/passenger
Sgt.
This is Richard Butler’s April 1990 account of the crash-landing: “Miss Emmy Lou II was the
plane I was flying on 21 December 1943. The flight was a combination test hop and practice
mission (group practice formation). I believe General Johnson was in the lead plane.
“The reason for the test hop was because the plane had been in for repairs after severe battle
damage. It seems as though it was about two weeks before this on a mission, I believe, to
Bremen.” [Editor’s note: The Bremen mission was 11 December 1943.]
“The crew was mostly my regular crew at that time: Jerry Grell, co-pilot; Nicholson,
bombardier; Coiner, I believe as navigator; Neeper, engineer; Mason, radio operator; and
gunners to be Kooken, Chamberlain, and Boulanger. Nick Garza from armament lived with our
guys and was along for the ride. Forrest Clark was along for flying time – his first flight since
bailing out from R.C. Griffith’s famous one-wheel landing.
The flight was routine through till the formation breakup. We were at 800 feet, in the pattern for
landing, when there was an explosion in the number two engine. With the explosion, the other
three engines quit! Nothing to do but land straight ahead. We were headed right at a large tree
but I managed to avoid hitting it with the nose, and it took it about at the #2 engine area. We hit,
skidded, hit a ditch and the plane broke open.
“I tried to open my seat belt with my left hand, but there was a 90 degree bend at my left wrist –
broken. So I managed to open the safety belt with my right hand and then went out through the
left cockpit window area which was completely broken open.
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“Upon getting out, I found that I couldn’t stand up – my left ankle was broken. This probably
was caused by the jolt received from the left rudder pedal when we hit the tree.
“People were coming out of the wreck from all kinds of holes. Fires had started and some shells
were exploding. After taking roll, Nicholson, the bombardier, was missing. He and the navigator
had been on the flight deck in preparation for landing. When I asked, ‘Where’s Nick?’ Loy
Neeper went back into the wreck through the top hatch. I can still see him coming back out while
reaching back in and with one hand, lifting the unconscious Nicholson out and dropping off of
what was left of the fuselage. For this action, Loy Neeper received a Soldier’s Medal – welldeserved!
“We moved away from the wreck as, by this time, there was quite a fire with lots of exploding
shells. I was crawling along as best I could and Neeper was dragging Nick.
“About this time a farmer, who owned the field where we crashed, came over and began helping
some of us. Surprisingly, General Johnson was one of the first to arrive from the field. He had
seen the crash from the air, got down quickly, into his staff car, and came over to us.
“Somebody tore a gate off the farmer’s fence and used it as a stretcher to carry me. I remember
Gen. Johnson helping to carry it and I was very embarrassed. Nick had regained consciousness
by then and was doing a lot of moaning.
“We were very lucky! Besides my injures, Grell, co-pilot, had a broken right arm. Nicholson’s
injuries turned out to be some broken ribs and a bump on his head. Mason, my radio operator,
was missing his left ear! When the explosion occurred in #2 engine, metal came through the
fuselage and took his ear off completely. Someone found it, and at the hospital it was sewn back
on and saved. Amazingly, that was the extent of the more severe injuries.
“There was a lot of speculation as to what really had happened. One theory was that there was an
unexploded shell in the #2 engine from the battle damage that finally let go. A hole in the
underside of the #2 nacelle had been patched, but the projectile not discovered. Another view
was that we had encountered ice and that caused all four engines to quit. But I doubt that it
would affect all engines at the exact same time. And, it doesn’t explain the explosion.
Personally, I think the explosion severed fuel lines or the electrical system and that is why they
all quit. There was a lot of damage to the left side of the fuselage along the flight deck before we
hit the ground.
“Grell, Nick, Mason and I wound up in the hospital. Mason and Nick got out in a few days.
Some time in January, Grell and I got back to the 44th where it was decided that we would be
sent home as hospital patients as it would take so long for our broken bones to heal in the
English weather. I remember Col. Dent was opposed to this action, but the flight surgeon, backed
up by Bill Cameron, prevailed.”
22 December 1943
Munster, Germany
The weather on this mission was terrible, with heavy clouds up above 20,000 feet and
thunderstorms as well as very low clouds over Holland. Bombing was done by PFF, with results
unobserved. Flak was moderate but accurate, and the 44th BG lost two planes, both from the
66th Squadron.
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66th SQUADRON:
66th Sq., #42-7638 A, Miller
BIG BANNER
MACR #1714
66th Squadron Crew:
MILLER, KENT F.
ASN T-60679
Pilot
KIA
Flt Of.
New Martinsville,
West Virginia
TAYLOR, CHARLES E.
ASN 0-680761
Co-pilot
POW
2nd Lt.
Westfield,
New Jersey
PASSAVANT, FRANK A.
ASN 0-678758
Navigator
KIA
2nd Lt.
New Matamoras,
Ohio
SHAFFER, DONALD E.
ASN 0-678477
Bombardier
KIA
2nd Lt.
Los Angeles,
California
BIRGE. EDWARD E.
ASN 14080954
Engineer
KIA
T/Sgt.
Chattahooshe,
Florida
CHILDERS, JAMES C.
ASN 19087860
Radio Oper.
KIA
T/Sgt.
Berkeley,
California
PILCH, STANLEY Jr.
ASN 35316138
Ball Turret
KIA
S/Sgt.
Cleveland,
Ohio
LARSON, JOHN H.
ASN 19108009
RW Gunner
KIA
S/Sgt.
Tombstone,
Arizona
McCORD, GERALD D.
ASN 39084175
LW Gunner
S/Sgt.
KIA, buried Margraten (H-16-11)
Fresno,
California
SHEEHAN, WILLIAM J.
ASN 12124435
Tail Turret
S/Sgt.
KIA, buried Ardennes (C-10-42)
Bellerose, L.I.,
New York
This plane, flown by Flight Officer Kent F. Miller, per the MACR, began lagging behind in the
rear of the formation just after the target, tying in with aircraft #42-7533. It was variously
reported as being seen lagging behind the formation up to 1437 hours. Each observation was that
it was in apparent good condition, but was losing altitude and getting farther behind. At 1437
hour, it was last seen as it dropped beneath the clouds. At that time no chutes had been seen, and
since the ship was apparently in “good” condition and under control, it is believed the crew had a
good chance to bail out near the German border with Holland.
The MACR was correct as Miller and Taylor, the pilots, managed to get as far as the Zuyder
Zee, approximately 25 kilometers northeast of Amsterdam, where they were still in heavy clouds
but could go no further. Miller gave the bail out signal and some crewmembers did bail out but
the bail out order was changed to ditching as soon as Miller learned they were over water. F/O
Miller must have been stunned by the ditching as he did not leave the wreckage. Charles Taylor,
the co-pilot, was the only man to survive, although he did get a life raft free of the plane and
could see one or two other crewmen in the water near him supported by their Mae Wests. But by
the time Taylor got the raft inflated, he did not have the strength left to help them or even to
climb inside. He held on until he was rescued.
Sgt. Birge, engineer, apparently was trapped by his top turret. Sgt. Pilch got out of the plane, into
the water, but must have passed out from shock and the cold water. Larson was seriously
wounded, and when the Germans pulled him out of the water, he did not respond to artificial
respiration.
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Note: The details above appeared in the original Roll of Honor. The material below has been added. Not all of
the details align perfectly, specifically around the point of whether any of the remaining crewmen were able to
get out of the ditched B-24, but both accounts are included here for the record.
The co-pilot, Charles E. Taylor, wrote the following: “On December 22, 1943, our group
bombed Muenster, Germany. We were flying on Oakley’s wing, and after leaving the target
realized we were both losing the formation. Flak had damaged three of our engines and when we
realized we would never make it back to England, Miller gave the order to bail out. Four of the
crew did bail out in the rear, but when we opened the bomb bay doors, there was a break in the
clouds and we saw we were over water, so the order was changed to prepare for ditching, which
six of us did.
“We hit the water at over 100-mph and submerged immediately. When I released my seat belt, I
floated free of the plane. No one else appeared in the water, which I have never understood! I
swam around for a few minutes, thinking the plane would sink, but it never did, so I released one
of the dinghies, which floated away from me. I caught up with it, but with my wet winter flying
suit, flak jacket and Mae West on, I could not climb into it, but just put my arm over the side and
passed out.
“Obviously, it was not long before a German patrol boat picked me up or I would have died from
hypothermia within 15 or 20 minutes, I am quite sure. I was taken to a jail in Amsterdam,
awaiting transfer to Frankfurt for interrogation, when I saw that Doug Powers, from Oakley’s
crew was also there. We chatted for a few moments, until the Germans broke it up. After
interrogation, we were sent to Stalag Luft.
“The war in Europe ended on May 8th and on May 13th we were flown to France in B-17s. In
June we sailed home, and in September I was ‘separated’ from the service. The next month I
went back to my old job with AT&T Long Lines Department.
“Thirty years later [in 1975], the Westfield police called me and informed me that the Royal
Dutch Air Force had found my plane, after draining a large area of the Zuyder Zee. My wife and
I were invited over to Holland to take part in a TV documentary NCRV was planning to make.
They eventually recovered the remains of the five missing crewmembers, and sent them back to
their families for burial.
Note: The five crewmembers whose bodies were recovered in the plane were Childers, Miller, Passavant, Pilch,
and Shaffer.
“It took the Dutch over four months and many dollars and manpower to accomplish that feat, but
they were and are still very grateful for our entry into the war which released them from German
occupation. As a matter of fact, they still conduct an annual memorial service at Gronkin, on that
reclaimed land, in memory of all airmen who perished on their behalf.”
66th SQUADRON:
66th Sq., #42-7533, Oakley
MACR #1713
66th Squadron Crew:
OAKLEY, WARREN W.
ASN 0-740893
Pilot
KIA
1st Lt.
Seattle,
Washington
COLLINS, RICHARD K.
ASN 0-393514
Co-pilot
KIA
1st Lt.
Ithica,
New York
POWERS, FRANK D.
ASN 0-673624
Navigator
POW
1st Lt.
Jacksonville,
Florida
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CHRISTIAN, JAMES W. Jr.
ASN 14266875
Bombardier
KIA
T/Sgt.
Seberling,
Florida
BYERS, JOHN F.
ASN 37152819
Engineer
Evadee, POW
T/Sgt.
Custer,
South Dakota
FLEISCHMAN, ABEL
ASN 32509819
Radio Oper.
POW
S/Sgt.
Brooklyn,
New York
SMITH, ROBERT F.
ASN 17026292
Ball Turret
KIA
S/Sgt.
Minneapolis,
Minnesota
TIMME, ARTHUR C.
ASN 12092338
RW Gunner
KIA
Sgt.
Brooklyn,
New York
WEAVER, LEWIS R.
ASN 35401274
LW Gunner
KIA
S/Sgt.
Columbus,
Ohio
SONDAG, WILLIS
ASN 17068404
Tail Turret
S/Sgt.
KIA, buried Margraten (O-22-2)
Harper,
Iowa
The second 66th Squadron aircraft lost was piloted by 1st Lt. Warren W. Oakley and Richard K.
Collins. The MACR contains this information: Aircraft #533 was reported as lagging in the rear
of the formation just after target with bomb bay doors still open. Different crews observed this
aircraft at various times between 1400 and 1431 hours and each one reported that it was losing
altitude but apparently under control. Aircraft #548 (Heskett’s) had been flying on the right wing
and Heskett reported that he pulled alongside #533 to determine why they were not keeping up
with the formation. (It was later learned that #533 had lost three superchargers.) Oakley
motioned for him to go ahead and catch the formation. At 1431, the tail gunner of #548, saw the
ship begin to spiral down below into the clouds. It was not believed likely that any of the crew
survived as no chutes were seen to open.
A crew member, Sgt. Abel Fleischman, tells his account: “I was flying spare radio operator on
this crew. First of all, we were hit by flak, and then jumped by about five to seven fighters. We
couldn’t unload our bombs as they were stuck as were the bomb bay doors. Our bombardier,
Christian, asked the pilot if he should unload them by hand, but the pilot said, ‘No. We are over
enemy-occupied land.’
“The fighters knocked all or at least part of our tail off. After Byers (engineer) came out of the
top turret and bailed out, I think we started to go into a spin, but I managed to get out as well.
Just Byers and I got out. [Editor’s note: One more crewmember, Lt. Frank Powers, also got out.]
“Miller’s crew also went down the same day – that was my original crew with whom I trained. I
landed by parachute in Holland (near Den Ham). After hiding out a couple of hours, was
captured and taken to a Dutch hospital for about six weeks. Then to Frankfurt, Stalag Luft 6, 4,
and l.”
Lt. Frank D. Powers, navigator, adds, “We were a squadron leader and made our target. But we
lost two engines on the return, our wingmen abandoned us, and flak or fighters hit the tail
surfaces – and we spiraled down, out of control. T/Sgt. Christian, the bombardier, and I had no
warning of how serious the problem was, so we stayed with the plane. (Pilots were so busy
trying to regain control they couldn’t ring the bail out warning.) We thought that Warren Oakley
would regain control. Byers and the radio operator (Fleischman) knew about the tail damage and
they abandoned ship at high altitude. Had Byers warned us, we probably all would have made it.
Christian, bless him, helped me put on my parachute and was killed by the jump. We were so
low, less than 800 feet at that time, that Christian’s chute never fully opened.
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“Before the local policemen arrived, a young man of about 25 or so, came up to me and in good
English, said ‘I congratulate you – all of your friends are dead.’ At that time I did not know we
were in the Netherlands and had the fleeting thought that he was a German and was going to
inflict a terrible beating on me.
“Then a policeman, a young man about my age, 22, arrived and his sympathy was with me, but
with the surrounding families knowing that I was there, he had to phone the German authorities
and release me to them.”
I contacted the widow of John F. Byers, who gave me the following information: “John told me
much of what Abel Fleishman told you. He also thought that they were the only two to get out.
John was too big to wear his chute in the turret, so he grabbed it and snapped it on, but when he
tried to pull the ripcord, he had it on upside down. In his own words, it scared the hell out of
him, but as you know, it worked. He landed in a plowed field somewhere in Holland, went in to
the top of his boots, and hurt his knee. Some men were there almost as soon as he landed – they
helped him to a barn, then hid him in the hay, under gobs of hay. Soon S.S. men came with pitch
forks, but he was hidden deep enough that they missed him. When they left, one of the Dutch
men got him on a bicycle, took him in to town and to a doctor (Den Ham?). He stayed there over
a Pub or bar until they could move him a few days later.”
John managed to avoid capture for a considerable period, had many close calls – too many to
include in this report. Then an informer notified the S.S. and he was captured and became a
POW.
P.C. Meijer, Dutch historian from Den Ham, Netherlands, has sent data about his investigation of
this crew. “Last week I found the place where the Liberator came down, and met a farmer who
lives near the place. The farmer, Mr. Bril, said he remembered all what happened, he was
outdoors when the plane came in at low speed and was just above the roof of the barn. At first,
he thought it was a belly landing, but it hit very hard. Then immediately, he saw an American
come running toward him (Powers, who had just parachuted) and was yelling, ‘Bomb! Bomb!’
and making gestures to lie down – and he did. The aircraft exploded immediately and it was like
a fireworks display with the ammunition exploding, fire, flares, etc. Pieces of the plane were
strewn about. The explosions made a large crater seven meters deep and 20 meters in diameter,
broke the windows in his house, and blew the doors open.
“One crew member landed about 30 meters from his house – Powers. People later told him that
another chutist, Fleischman, came down southwest of his farm, and he hid in the woods and was
soon captured. And the third chutist, Byers, was found and hidden by the other farmers in the
area. In a very short time, the Germans arrived to take Powers prisoner, but they could not
understand English, so brought in a teacher who spoke English to interpret for them. Later, he
was taken away...”
In 1985, during the 40th anniversary celebration of the liberation of their country, the people of
Den Ham honored this crew with speeches, flowers, photographs – they are remembered!
30 December 1943
Ludwigshaven, Germany
The primary target there was the Chemical Works of I.G. Farben-industries which was bombed
via PFF method through clouds. One aircraft did not return.
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30 December 1943
66th SQUADRON:
66th Sq., #42-7548 I, Heskett
BULL O’ THE WOODS
MACR #1752
HESKETT, DONALD J.
ASN 0-530727
Pilot
Evadee, returned
Junction City,
Kansas
BILLINGS, JAMES R.
ASN 0-676728
Co-pilot
1st Lt.
KIA, buried Epinal (A-20-41)
Guthrie,
Oklahoma
RENDALL, WILLIAM A.
ASN 0-678767
Navigator
Evadee, POW
1st Lt.
Buffalo,
New York
ZIELENKIEWICZ, ADOLPH
ASN 0-735010
Bombardier
Evadee, returned
1st Lt.
Chicago,
Illinois
RISCH, ELMER D.
ASN 38173842
Engineer
T/Sgt.
Evadee, returned 20 March 44
New Orleans,
Louisiana
SYMONS, EUGENE
ASN 33348877
Radio Oper.
Evadee, returned
T/Sgt.
Oil City,
Pennsylvania
LANGCASKEY, STANLEY G.
ASN 12132225
Ball Turret
Evadee, returned
S/Sgt.
Trenton,
New Jersey
BLITZ, AULIS L.
ASN 33204357
RW Gunner
S/Sgt.
KIA, buried Epinal (B-22-53)
Baltimore,
Maryland
CREGGER, CHARLES W.
ASN 7023872
LW Gunner
Evadee, returned
Nebs,
Virginia
MILLER, GEORGE R.
ASN 33237069
Tail Turret
S/Sgt.
Evadee, returned 20 March 44
66th Squadron Crew:
lst Lt.
Sgt.
Woodbine,
Pennsylvania
1st Lt. Donald J. Heskett was the pilot of this plane. The MACR included this account by Sgt.
Elmer D. Risch, engineer: “I knew this crew quite well due to a shortage of engineers and top
turret gunners. I made two missions with them: one was Kjeller and then this mission to
Ludwigshaven. Our load was fire bombs and both bomb bays were loaded full with the 80 or 90
pound type. Just before crossing the Channel, I pulled all the arming pins myself so the bombs
were armed and ready to go off on contact.
“We were hit by enemy fighters at 3 o’clock, a little higher than level. I was in the top turret
facing the rear. As they came in, they gave us the works, one behind the other. We were flying
high and on the outside of the formation. Bullets were ricocheting because I was hit in the left
leg twice and the left heel from the rear, or front of the plane.
“The pilot soon gave orders to ‘Prepare to bail out’ on the interphone, so I left the turret and the
interphone system. I opened the bomb bay doors and stood on the catwalk. When the radio
operator (Symons) started to come to me, and I saw Lt. Heskett leave his seat, I went overboard.
I never saw Lt. Billings, and I never saw anything in the waist of the plane. I never saw anyone
of the crew or heard about them until I got back to England.
“When in France, I was told that two planes had crashed in that neighborhood. The name of the
plane (I was on) was BULL O’ THE WOODS with a large bull painted on the left front side,
snorting smoke. I made a free fall in my chute and didn’t pull the ripcord until I went through the
clouds. Then, in a matter of seconds, I was on the ground. I did not see the plane crash…”
William A. Rendall, navigator, added to the story, “The original Heskett crew was assigned to
the 66th Sq. on 14 August 1943. Don Heskett had been a Flight Officer, came up from the ranks,
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and was married. Ed Risch was flying as a replacement for Chocklett, who was otherwise
scheduled that day. We had been assigned to do some GEE-Box training, but were called for
briefing on very short notice. Sgt. Elmer D. Risch was flying as a replacement that day for our
engineer, who was being court marshalled that day for decking an MP in Norwich.
“As I recall, we were about 14 minutes across the coast in Abbeville Country when Heskett
moved from the box to fill in an open spot on Coffin Corner, due to an abortion at the coast. He
swung a little too wide and that was a signal for an attack from 3 o’clock by three FW 190s. Blitz
was killed instantly on the first pass and Miller took a metal fragment through his elbow.
Controls were damaged on the right side, and we started losing altitude in a slow turn.
“Heskett rang the bail out bell, and I was not able to get any answer on the interphone, so I
started through the tunnel to go up on deck, but found that the bail-out dinghy in the passageway
had snapped onto the pocket of my leather flying trousers. I finally got the other snap of the
dinghy free from its ring, and went out the nose wheel door with the dinghy still attached to me.
“It was a difficult free fall with that darn dinghy slapping around, and I had to open up higher
than comfortable. When the chute opened, the pocket with the escape kit left along with the
dinghy.
“Langcaskey, after getting Miller out of the plane, had one of the most amazing escape stories I
have ever heard. But Langcaskey has since died of a coronary. Heskett walked out through
Portugal. I went back to France in 1972, and back to the crash site to recover some of the pieces
of BULL O’ THE WOODS. I learned that Billing’s body was recovered at the crash site, as was
Blitz’s, and they had been buried side by side by the French until they were moved to Epinal, at
the American Cemetery.
Note: For Stanley Langcaskey’s story, see the 2nd Air Division Association’s “News Letter” dated June 1975,
page 3, story by William R. Robertie.
“We all landed within two miles of the crash site near Chavigny, north of Soisson. Don Heskett
set a speed record for return to the base; but for me, I made the mistake of showing off my
college French to the chief of the first Resistance Group that I contacted (and who was a Chief of
Police). He then found me very useful in moving English and American airmen. On June 19th,
1944 the Gestapo got me in France…”
In another letter, Rendall noted: “We were hit by ME 109s as we moved to low, outside wing, 14
minutes over the French Coast, going in. The BULL O’ THE WOODS crashed north of Soisson,
near Chavigny, with Sgt. Blitz, waist gunner, and who was killed on first pass, and Lt. Billings
(reason unknown) still aboard. Most of the parachutes fell within a two-mile radius of the plane.
“A French family helped me across the river at Soisson on New Year’s Eve and I walked SE by
night for ten days. After I made contact with an organized group of the French Resistance, I was
active in an evacuation program for airmen and refugees until the Gestapo infiltrated on 19 June
1944. Then Chalons-Sur-Marne and Fersnes Prison in Paris before evacuation to Germany.
Finally made a Military POW at Stalag Luft III (Sagan). It was over run by the Russian Front on
1/30/45. Then a long march to Moosburg and liberated by 14th Armored Division 30 April
1945.”
Some details are available on the evasions of Cregger, Heskett, Langcaskey, Miller, and Risch.
Risch was first in contact with the “Burgundy” escape line (reseau Bourgogne) and then was
handed over to the “Shelburne” line (as was Sgt. Cregger). The former came out of France by
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30 December 1943
boat on the night of March 19/20, 1944 (Operation Bonaparte IV) and the latter on the night of
March 16/17, 1944 (Bonaparte III). Heskett was on the first Bonaparte Operation on the night of
January 28/29, 1944. Stan Langcaskey was a “Burgundy” evader too, but like most of the Allied
airmen who made it back to England with his organization, he crossed the Pyrenees Mountains.
Miller possibly was involved with “Burgundy” also, but this is not confirmed.
Note: Additional details on evasion, specifically the story of Milton Rosenblatt (Sobotka crew, 21 January 1944)
can be found in the Summer 2001 8 Ball Tails newsletter.
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44th Bomb Group Roll of Honor and Casualties
1944
13 January 1944
Training Mission, Shipdham, England
On this day, 2nd Lt. Glenn C. Hovey and his crew were performing a training mission, readying
themselves for combat. This crew had joined the 68th Squadron on 24 December, 1943, and had
not yet participated in a combat mission.
68th SQUADRON:
68th Sq., #42-7551 Y, Hovey
Crash-landed
68th Squadron Crew:
Entire crew perished
HOVEY, GLENN C.
ASN 0-676805
Pilot
DIED
2nd Lt.
Fairfield,
Iowa
PETERSON, CLIFFORD C.
ASN 0-806899
Co-pilot
DIED
2nd Lt.
Atlanta,
Georgia
WEINER, STANLEY
ASN 0-674819
Navigator
DIED
2nd Lt.
Santa Monica,
California
SOWERS, RICHARD J.
ASN 0-679676
Bombardier
DIED
2nd Lt.
Toledo,
Ohio
NELSON, ARTHUR L.
ASN 36378877
Engineer
S/Sgt.
DIED, buried Cambridge (C-3-79)
Chicago,
Illinois
HOFFMAN, WALTER G. Jr.
ASN 19176656
Radio Oper.
S/Sgt.
DIED, buried Cambridge (C-5-79)
Los Angeles,
California
SNOW, CLARENCE W.
ASN 37219104
Asst. Eng.
DIED
Wathena,
Kansas
ROBBINS, ROBERT E.
ASN 35369184
Asst. Rad.
Sgt.
DIED, buried Cambridge (F-1-108)
Peru,
Indiana
POLLMANN, EDWARD C.
ASN 35672481
Gunner
Sgt.
DIED, buried Cambridge (F-3-17)
Cincinnati,
Ohio
TESTA, ARTHUR F.
ASN 35520803
Tail Turret
Sgt.
DIED, buried Cambridge (C-2-79)
Cleveland Hts.,
Ohio
Sgt.
This aircraft approached the field at Shipdham for a landing with wheels and flaps down and #1
propeller feathered. The pilot evidently “over shot” the landing, so he passed over the field and
banked to the left (into that dead engine). While in this left bank, the aircraft lost altitude and
dropped below the level of the trees, regained some altitude and then settled back down and
struck a tree with the left wing. The airplane crashed into a small clump of trees and exploded,
killing all ten men aboard. Lt. Sowers, bombardier was thrown clear of the ship and was taken to
the hospital alive. He died at 0200 hours. Time of accident – 1420 hours.
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Capt. Charles Kuch, 68th Squadron lead pilot, added these observations: “I was flying co-pilot
with Major George Jansen on a slow-time test check with just three of us, including an engineer.
We turned into our final approach and were following another plane which seemed to have a
dead engine with the propeller turning. He was pretty low when he started to go around again.
Major Jansen notified the tower that they had a ship in trouble.
“The plane started a left turn at a rather low altitude. it didn’t appear that the pilots were carrying
enough power. The plane started down, still turning. Jansen told them, ‘It’s too late, Pathway’ as
the plane struck the ground at a slight angle. We went around, flying over the crash site and
helping direct crash and emergency vehicles.
“When we landed, I went with Jansen in his Jeep to the crash site. It was the first one I’d seen up
close, and it was a real mess. It was the crew’s first flight from Shipdham and Hovey had asked
for a plane. I think he flew co-pilot to me on a [training] mission just a couple of days earlier, but
no one else [on that crew] had made even one flight here. I can still smell it!”
Various archaeological groups have visited this site since 1972 and a selection of small personal
effect are understood to have been found, including coins, keys and an identity bracelet marked
“Stanley Weiner 0-674819”. The Norfolk And Suffolk Aviation Museum’s members visit to the
site (1984) in the now replanted pine grove, revealed various burnt patches and some small items
of wreckage, including harness and parachute buckles, many exploded .50 cal. rounds date ‘42
and ‘43.
14 January 1944
Coastal Military Installations, Escalles Sur Buchy, France
There was no flak over the target, but the enemy sent about 20 fighters up to give challenge. The
44th BG shot down eight of these. Unfortunately, the 67th Squadron lost one aircraft. Plane
crashed near Grandcamp, France.
67th SQUADRON:
67th Sq., #41-23779 G-Bar, Goodwin
4-Q-2
MACR #2362
GOODWIN, HENRY C. Jr.
ASN 0-675337
Pilot
2nd Lt.
KIA, buried in U. S.
San Antonio,
Texas
CLARK, RAYMOND C.
ASN 0-748571
Co-pilot
KIA
2nd Lt.
Savannah,
Georgia
PHELPS, JOHN E.
ASN 0-747138
Navigator
KIA
2nd Lt.
El Monte,
California
FOREST, RICHARD P.
ASN 0-676584
Bombardier
KIA
2nd Lt.
Lynn,
Massachusetts
MINDELSOHN, JOSEPH
ASN 17037191
Engineer
T/Sgt.
KIA, buried Normandy (B-7-42)
St. Paul,
Minnesota
PALYS, JOSEPH E.
ASN 31129150
Radio Oper.
KIA
T/Sgt.
Ware,
Massachusetts
MONKS, JOHN C.
ASN 35416592
Top Turret
POW
S/Sgt.
Nelsonville,
Ohio
CHALAN, ANDY
ASN 13145502
Hatch Gun.
S/Sgt.
KIA, buried Normandy (B-21-6)
67th Squadron Crew:
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Pennsylvania
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CAPO, JOSEPH A.
ASN 33362487
RW Gunner
POW
S/Sgt.
New Brighton,
Pennsylvania
LEWIS, JAMES E. Jr.
ASN 33577302
Tail Turret
KIA
S/Sgt.
Philadelphia,
Pennsylvania
The MACR includes an account by M.F. McGeary – “I was flying co-pilot in a ship ahead and to
the left of ship #41-23779. The formation was attacked by seven enemy aircraft – FWs and Me
109s, from head on. The enemy passed through the formation with one hitting #779 in the #2
engine, setting it on fire. The plane went into a glide and when I looked around again, the ship
had exploded. My right waist gunner and tail gunners saw one chute, believed to be the waist
position as they went into the glide – it opened OK. I saw another chute that came out on fire,
believed from the nose. No more parachutes were seen. This happened near the town of Duclair,
west of Rouen [and Bolbec].”
Right waist gunner Joseph A. Capo had this report on file, “Goodwin announced that the plane
had been hit and was on fire, and ordered the crew to abandon ship. Palys, our radio operator,
was trying to get out of a very small window on the flight deck, too small for him to even try to
fit through! Lewis, tail gunner, was dead and motionless in his turret.”
Smoke got so thick that Capo could see nothing at all. He took off his oxygen mask and was
immediately burned by the intense heat. He said that in the spirit of panic that was affecting
everyone at that time (e.g. Palys) that he thought he could see more clearly if he removed his
mask. But only when he actually removed it did he realize how very hot it was. So he
immediately made his exit through the bomb bay doors.
“After I jumped and was on the way down, I could see Germans driving in their vehicles to
capture prisoners. When I landed, it sent a tremendous jolt all the way up my spine. As soon as I
hit the ground, a French partisan appeared very briefly, jumping out of the woods, saying
‘Pistola, pistola.’ I threw him my sidearm and this man quickly disappeared back into the
woods.” Shortly thereafter, Capo was surrounded by Germans.
For the first six months he was a POW, Capo could not speak a word, apparently resulting from
the jolt that he got on landing, but it also could have been the result of his throat being burned by
those searing flames and heat. John Monks, the only other survivor, said that he saw the ship
explode soon after he jumped and he saw Capo shortly afterwards. He also commented that Capo
was badly burned about his eyes and face. Neither man saw any other parachutes. Sgt. Capo
often stated that he thought Lt. Goodwin was killed when the plane was hit and all
communications were knocked out at that same time. The plane crashed near Bolbec, France. All
eight men remaining aboard the ship were buried at La Harve, France.
This was the fourth mission for the crew.
20 January 1944
Pilot Suicide, Shipdham, England
A new pilot and crew joined the 68th Squadron in July 1943 while the group was in North
Africa, having trained with Col. Crowder’s Provisional Group, April 1943, at Tucson, Arizona.
This pilot flew his first mission on 25 September 1943 to Lucca, Italy. On 1 October 1943, he
flew as co-pilot with Lt. George P. Martin. His third and last mission was on 5 December 1943
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again as first pilot, to Cognac, France. Later, he was grounded and on 20 January 1944, he took
his own life.
Note: The pilot’s name is omitted here, since naming him would serve no useful purpose, however the story is
included here to show the intense pressure that pilots and crew faced.
21 January 1944
Although all 44th BG planes took off at the same time, there were actually two target missions
involved on this date, with two separate formations. As there were losses in both formations,
presentation will be made as if there were two missions.
V-1 Sites, Pas Des Calais Area, Escalles Sur Buchy, France
Once again the weather was poor, with heavy cloud cover over most of this area of France.
Normally, this should have been a relatively “safe” mission, being so close to the English
Channel, but it turned out to be VERY costly. The 66th and 68th squadrons had their own
specific target to hit and were determined to do so in spite of the clouds which were covering the
small V-1 launching sites. Bombing altitude was at a very low 12,000 feet.
66th SQUADRON:
66th Sq., #42-72813 L, Spelts
QUEEN MARLENE
MACR #2252
SPELTS, MARTIN E.
ASN 0-680326
Pilot
1st Lt.
KIA, Ardennes Cem. WOM
Las Cruces,
New Mexico
SMITH, WILLIAM L.
ASN 0-805997
Co-pilot
2nd Lt.
KIA, Ardennes Cem. WOM
Battle Creek,
Michigan
RODGERS, HAROLD R.
ASN 0-684197
Bombardier
2nd Lt.
KIA, buried Normandy (A-11-42)
Allentown,
Pennsylvania
GOODNOW, EDWARD W.
ASN 0-794123
Navigator
lst Lt.
KIA, buried Ardennes (C-14-49)
Hartford,
Connecticut
HITES, HAROLD B.
ASN 17129255
Engineer
KIA
Merrian,
Kansas
HALL, KENNETH H.
ASN 35323302
Radio Oper.
T/Sgt.
KIA, buried Normandy (A-9-17)
Cleveland,
Ohio
REEDY, WILBUR R.
ASN 17033225
Ball Turret
S/Sgt.
KIA, buried Normandy (B-11-17)
Grinnell,
Iowa
HALL, FRANKLIN P.
ASN 14044753
Waist Gun.
S/Sgt.
KIA, Ardennes Cem. WOM
Leesburg,
Florida
GOODEN, RAY C.
ASN 33442228
Belly Gun.
KIA
S/Sgt.
Elkton,
Virginia
MAYHEW, RICHARD A.
ASN 19142329
Tail Turret
Evadee, returned
S/Sgt.
Reno,
Nevada
66th Squadron Crew:
T/Sgt.
The 66th Squadron lost an aircraft piloted by 2nd Lt. Martin E. Spelts, while attacking Ecalles
Sur Buchy. The MACR briefly states that at 1514 hours this aircraft was seen to wing over and
dive down, no chutes. It hit the ground and exploded. This loss occurred during the first attack
by enemy aircraft and the pilot is believed to have been hit, because the aircraft was not visibly
damaged.
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S/Sgt. Richard A. Mayhew, tail gunner and sole survivor, told his story, “We were not awakened
early, had breakfast and then on to briefing. We were told they didn’t expect us to encounter
many enemy contacts. After boarding, I finished my duties of checking all guns and bombs and
as I went back to my station as tail gunner, I thought that this would be just another milk run. On
this particular mission, the navigator and bombardier were replacements. I did not know them.
Lt. Spurgeon was off flight duty due to illness.
“Our squadron was flying the low element of the flight and our ship, QUEEN MARLENE, was
in the position known to all as Purple Heart corner. Upon approaching the target, we got a call
from the lead ship saying, ‘We missed our target, go around. Go around.’ As we approached it a
second time, Lt. Spelts called the bombardier and told him we were on course and he should
open the bomb bay doors and take over the ship. ‘I have the aircraft, thank you, Sir,’ as the
bombardier answered back. ‘We are on target. Bombs away’, he then said.
“At about that moment, I saw about 5 or 6 FW 190s, or as we called them, Goering’s Yellow
Bellies, closing in on us. I yelled, ‘Fighters. Fighters at 6 o’clock, low!’ The sound of their
gunfire rang through the aircraft from the underside. The ball turret gunner, Sgt. Reedy,
screamed, ‘I’m hit – I’m hit!’ The fighters passed on and made a curve to the right, and returned
from above, again fired at us, killing our top turret gunner, Sgt. Hites, and our co-pilot, Lt.
Smith.
“Next, I heard someone who I assumed was our radio man, Hall, yell, ‘Hydraulic fluid is
spraying over my face!’ Then the navigator, Lt. Goodnow, said, ‘I’m hit! The bombardier is
dead. My God, we’re going down!’
“Lt. Spelts’ voice then came through the interphone with, ‘Abandon the…’ That was all – our
intercom had gone out. I then looked back into the waist positions and saw the two gunners,
Gooden and F.P. Hall, putting on their chutes. I rotated my turret to gain access to the rear
section, and fell backward out of the turret. I grabbed my chute with my right hand and opened
the lower escape hatch with my left. While I was snapping my chute to the right harness ring, it
happened! The ship did a rollover – and I assume there was an explosion because I blacked out.
“When I came to, I was falling free from the aircraft. My chest pack was hooked to the right ring
only. I frantically tried to hook the left ring but the harness was too tight. I decided to pull the
ripcord anyhow, but the chute didn’t open! I clawed at the cover and managed to open it, and
reeled the chute out by hand. It finally opened with a loud crackling sound – and I felt like I was
going right through the harness. I blacked out again, momentarily, this time, and when I came to
again, I saw pieces of the QUEEN MARLENE falling around me.
“Luckily, I landed in a newly plowed field and I didn’t appear to have any serious injuries. The
left side of my face was bleeding – shrapnel, I imagine, but nothing serious – burns, cuts.
However, I had lost my partial dental plates and my flying boots were gone.
“Before I could get to my feet, two Frenchmen ran to me, felt my arms and legs for broken
bones, and being assured that I was OK, they ran up a small rise to see what happened to the
airplane. I followed them and saw the remainder of the ship burning. I did not see any parachutes
or anyone else around. There were German military trucks racing to the site of the crash. At that
time, it was the policy of the German Army to go to the site of the crash and search an area one
mile in diameter.
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“When I saw the Germans, I ran back, buried my chute and raced off in the opposite direction to
where I met a French farmer with a cart loaded with boughs. I crawled under the wood and hid.”
S/Sgt. Mayhew successfully evaded capture and returned to duty 29 May, 1944. He was sent
back to the U.S. for skin grafts and treatment. He is now deceased.
68th SQUADRON:
68th Sq., #42-7635 Q, Howington
RAM IT-DAM IT/ ARIES
MACR #2357
HOWINGTON, HARTWELL R.
ASN 0-800356
Pilot
KIA
1st Lt.
Cantonment,
Florida
CURTIS, HERMAN M.
ASN 0-748585
Co-pilot
KIA
lst Lt.
Seaport,
Maine
KASTEN, RICHARD J.
ASN 0-683831
Navigator
1st Lt.
KIA, WOM Normandy
Grand Rapids,
Michigan
CROWL, WAYNE D.
ASN 0-741141
Bombardier
KIA
Centerburg,
Ohio
BARLOW, ARCHIE R.
ASN 14151313
Engineer
T/Sgt.
Evadee, returned 5 June 1944
Hattiesburg,
Mississippi
ROSENBLATT, ALVIN A.
ASN 12164582
Radio Oper.
Evadee, returned
T/Sgt.
Newark,
New Jersey
HEITER, NICHOLAS M.
ASN 17106849
Ball Turret
POW
S/Sgt.
Bridgewater,
South Dakota
BLAKLEY, CHARLES W.
ASN 39831745
RW Gunner
Evadee, returned
S/Sgt.
Parma,
Idaho
KLEIN, ALFRED M.
ASN 32337637
LW Gunner
Evadee, returned
Sgt.
New York City,
New York
BOGGS, EARL E.
ASN 18162560
Tail Turret
S/Sgt.
POW, wounded in ankle and foot
Porter,
Oklahoma
REEVES, RAY P. (67th Squadron)
ASN 18076981
Radio Oper.
Evadee, returned
Alanreed,
Texas
68th Squadron Crew (one exception):
lst Lt.
T/Sgt.
The 68th Squadron drew the “Tail-end Charlie” section of our formation and paid heavily for it.
The 68th sent out seven aircraft and only three of them returned!
Lt. Hartwell R. Howington, pilot of RAM IT-DAM IT, was hit during the third attack of the
enemy aircraft, according to the MACR. It was observed to make a wide circle to the left,
smoking, and went into a spin; one chute observed. But the fighter attacks were so intense at this
time that no further observations were made or reported.
Sgt. Archie Barlow, engineer, relates his experiences that day, “All of our previous missions had
been to Germany or Norway at high altitudes and extremely cold temperatures. This milk run
was misnamed, for sure. We had a mid-morning call out and briefing instead of the usual predawn awakening.
“The target area was cloud covered when we arrived and we were on our third run, trying to get
a good visual drop from about 12,000 feet when we first saw the German fighter formations.
They made the first pass from off our right wing, then climbed ahead to make the next from
about 11 o’clock, high. They must have raked us with several 20-mm hits. One exploded directly
on the nose, killing the bombardier and navigator, and turning their compartment into an instant
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inferno. We think the co-pilot, Lt. Curtis, was killed by that very same blast. Another round must
have gone off either on, or very near, the top turret I was manning, blowing off the plexiglass
dome and sending shrapnel into my left chest and arm. I grabbed the seat release cable and
dropped to the flight deck.
“The right wall above the radio station was on fire and Rosenblatt, the radio operator, was
putting on his chute. He yelled that we had other fires in the waist area and had been ordered to
bail out by the pilot. A quick glance forward showed the pilot, Howington, fighting the controls
and was apparently unharmed.
“I snapped on my chute, opened the door to the nose wheel compartment, and dropped down to
be hit by heat and flames blowing back from the nose area. I stepped out on the catwalk,
thankfully noting that the bomb bay doors were open and the bombs had been jettisoned. Just
then Rosenblatt dropped down from the flight deck. I took one final glance into the cockpit. The
pilot was looking back and motioning with one hand for us to jump.
“I actually jumped with the intention of free-falling for two to three thousand feet before opening
my chute as we had been instructed to do many times while in training. But that falling sensation
was such a shock to my system that I could not have been more that twenty to thirty feet beneath
the plane when I changed my mind and gave a hearty yank on that cord. I wanted to know – and
immediately – whether or not that chute was good! It was, and the heavy jerk of the canopy’s
opening was welcome relief.
“I spent a few seconds trying to stop my wild oscillations, then looked off toward our plane. It
was by then some distance off and probably at no more than 2,000 feet altitude. As I watched, it
went into a steep glide and hit the ground in a fiery explosion. I saw only one chute between the
plane and myself and figured that to be Rosenblatt’s.
“I came down in a plowed field on the edge of a small village, spraining my ankle in landing. An
elderly lady, once convinced that I was an American, led me into a nearby wooded area where
we soon came upon Charles Blakley, one of our waist gunners. Speaking no English, the lady
made us understand, through sign language and by using my watch, that we were to remain there
until she returned at 9 o’clock that night. She left, going deeper into the woods.
“Within 15 minutes, German troops were searching for us. Three of them, talking quietly, but
looking neither left or right, walked by us on a path no more than fifty feet away. Blakley was
wearing a bright blue “Bunny Suit” (electrically heated coveralls) that could have easily been
seen. And as we waited for darkness, Blakley told me about a fire in the wing-root area above
the bomb bay and that we had also lost one engine and another seemed damaged. The
photographer had been the first to jump – from the rear hatch – and Blakley and Alfred Klein,
the other waist gunners, jumped once they saw the belly and tail gunners get out of their turrets
OK.”
Later that night they were joined with Rosenblatt and Klein, who also had been hidden nearby.
And later still, they were told that the pilot had gotten out of the plane, but that he was killed on
impact with the ground. He probably had bailed out too low for his chute to fully open. And after
a long and eventful trip that took until May, Sgt. Barlow arrived in Spain; June lst in London,
soon on a flight home.
Archie also added, “The mind sure plays tricks on you after 40 years. I think, but am not
positive, that our plane was ‘QUEENIE’, and not RAM IT-DAM IT. I do remember her Crew
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Chief was Sgt. Lee. Also, we did have an eleventh man aboard that day. He was a photographer,
I think named Reeves. He had loaded up in the rear just before take off and I never saw him then
or later. When I came through an intelligence unit in London in June 1944, I was told that he,
too, had just been through, having gotten out through Spain also.”
Note: The name “Queenie” is probably due to the aircraft’s call letter (Q).
S/Sgt. Earl E. Boggs said, “There definitely was a cameraman on the plane that morning. When
we loaded into the plane, I went in through the rear camera hatch and the camera was raised up
into the fuselage. It completely blocked off the tail section, so I had to wait until it had been
lowered into position before I could get back into my tail turret. I remember telling the
cameraman that if we had to bail out, he was not to raise the camera up into the plane and cut me
off back there in the tail with no way to get out. Instead, he should salvo the darn thing.
“When I came out of the turret to bail out, the camera and the cameraman were long gone. I do
not remember the man’s name but have a listing of our crew that day – perhaps it was Ray P.
Reeves.
“I was hit in the right foot and ankle and spent the first month in a German field hospital in
France. From there, I went to the interrogation center at Frankfurt. From there, by train, to Stalag
Luft 6 at Memel, East Prussia and from there to Stalag Luft 4 near Stettin, Germany. The last
three or four months were spent on the road. I was liberated May 3rd by the English. I think
Heiter was in Stalag Luft 1.”
Boggs was right that it was radio operator Ray P. Reeves who was operating that camera that
day. Ray informed me that, “I had been the radioman for Pappy Hill for many missions,
including Ploesti and Weiner Neustadt, but was temporarily taken off combat to correct my nose
and ear problems in December ‘43. As I had often operated a hand-held K-20 camera taking
photos of our bomb strikes through the bomb bay on our missions, I became familiar with the
photographers, etc. While recovering, I spent many hours in the photographic section helping
and talking with the officer (Harvell?) My position on Hill’s crew in the 67th Squadron had been
filled (by Sgt. Chase) so I was asked to fly as a photographer with the large camera at the rear
hatch to try to take photos of German military installations to and from the target. My first
mission – and last – as a photographer was with this 68th Squadron crew.
“On the fifth circle to bomb, an old Me 109 converted night fighter attacked us, not from the
nose, but from beneath and did not close, but fired from long range – and hit us, starting a fire.
So I cleared the back hatch and jumped. I was eventually hidden by the French UG
[underground], was almost caught by the Gestapo in Paris, was escorted by train and then by bus
towards the Spanish border. My guide abandoned me in the Pyrenees, where I nearly froze to
death, but walked into Spain and was interned until an American Attaché came for me. To
Gibralter, to England, and the ZOI [Zone of Interior] on 17 June 44, and “separated” on 24
November 1944.
During the war, Hartwell Howington’s brother received the following letter from a French girl
named Gilberte Daumal of Lignieres-Chatelain, Somme, France: “I am an unknown French girl,
but you will understand the reason why I dare to write to you. I think you have heard of death of
your brother, Lt. Howington Hartwell. I am very sorry to revive your pain and I am deeply
moved to tell you a sad story so difficult for me to translate in English.
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“On the 21st of January 1944, at 3:00 o’clock in the afternoon, a big airplane fell, touched by
antiaircraft near my small village somewhere in France. I perceived several parachutes in the
sky, then with many people I went to see the remains of the airplane, which burned.
“Suddenly, a Frenchman called us. He had uncovered a parachute. I was very afraid to approach
near him. I did not want to see his face because I am a girl of feelings. People told me that he
was not wounded, but his limbs broken by the downfall, the blood flowed from his ears, nose
and mouth. A man who was working in the fields said to me to have seen him who struggled in
the air because his parachute did not open. German soldiers were there.
“They put his papers and perhaps jewels but I cannot assure to you I stayed aloof and I saw
something which shone on the ground. Quickly I lowered and I picked it up. Cautiously, I
looked. It was a wristwatch; there were some drops of blood outside and inside. I kept it in my
hand precisely. I did not want that Germans would take it. I tried to learn his address, but I have
been forbidden to approach. I just learned his name and birthday, but I swore to myself to send
this dear souvenir to Howington’s family. At that time I did not know how very difficult it would
be with this insufficient information.
“The day after, I went again to the airplane. One or two airmen who could not jump out were on
ground and burned. Germans put their remains into a small coffin. Lt. Howington was also
placed in a large coffin. Soldiers carried him in a truck. His body passed in front of me. I crossed
myself and the tragedy finished.
“He was buried in the cemetery of Poix at 10 kilometers from my village and I knew his grave
very well where I went often to bring flowers and pray for him and his family so far.
“Now I am very sad because his grave is not there. American authority has taken away all bodies
and transported them in a village in another district in order to make a military cemetery, but I
know the name of this new place.
“During the occupation, I could not make inquiries. I was waiting for the liberation. I learned
that a French woman of French forces inside had lodged four American paratroopers who were
in the same airplane. Lastly, I went and saw her. She gave four civilian addresses, so I wrote on
the 18th of April [1945]. At the same time, I wrote to the American Embassy in Paris, which
replied very quickly and could not give Howington’s family address.
“I was beginning to despair when on the 13th of July, I received a lovely letter from one of
Howington’s comrades, Charles Blakley. He indicated to me two addresses – yours and Mrs.
Howington’s. I chose yours because I suppose, but I am not sure, if his wife knows this bad
news. Please show her this letter if you like and tell me how I can send the wristwatch as soon as
possible.
“Destiny has confided a mission to me and it is nearly finished. Please excuse my bad English,
but you must understand how difficult it is to write so long a letter. Give my regards to Mrs.
Howington.”
As she promised in her letter, Mademoiselle Gilberte Daumal returned the watch to Howington’s
widow. The women corresponded over the years and later Howington’s widow sent Gilberte
material for her wedding dress.
x
The second 68th Squadron aircraft lost on the 21st was that piloted by lst Lt. Gary M. Mathisen.
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68th SQUADRON:
68th Sq., #42-7514 O, Mathisen
VALIANT LADY
MACR #2359
MATHISEN, GARY M.
ASN 0-735418
Pilot
1st Lt.
KIA – Body Identified 5 Feb. 1944
Schenectady,
New York
BALLANGRUD, NORRIS S.
ASN 0-681300
Co-pilot
2nd Lt.
KIA – Body Identified, Location: USA
Portland,
Oregon
CLEARY, JOHN J.
ASN 0-678888
Navigator
POW
2nd Lt.
Long Beach,
New York
HOELTKE, DONALD R.
ASN 0-678414
Bombardier
POW
2nd Lt.
Pittsford,
New York
DICKINSON, JOHN L.
ASN 32453614
Engineer
T/Sgt.
KIA, WOM Ardennes
Gladstone,
New Jersey
ALLEN, RICHARD E.
ASN 32456988
Radio Oper.
T/Sgt.
POW, died from wounds in 1947
East Orange,
New Jersey
TYLER, LEO M.
ASN 17155940
Ball Turret
S/Sgt.
POW, KIA Poix, France
Glenwood,
Minnesota
ADAMS, VICTOR J.
ASN 32323720
RW Gunner
KIA
Brooklyn,
New York
OSTENSON, JACK N.
ASN 6569189
LW Gunner
S/Sgt.
KIA, WOM Normandy
St. George,
Utah
PLAYFORD, JOSEPH E.
ASN 11052136
Tail Turret
S/Sgt.
KIA, buried Normandy (B-10-3)
Ossining,
New York
68th Squadron Crew:
S/Sgt.
The MACR briefly says that this aircraft, #42-7514, was hit on the sixth and last attack by the
enemy fighters. The time was 1526 hours. This plane was seen to nose up and over the formation
with the waist position burning profusely. No one reported seeing any parachutes. This was their
18th crew mission.
Sgt. Leo M. Tyler, ball turret gunner, was (apparently) reported incorrectly as POW. He was
later reported killed at Poix, Somme, France by the Department of the Army.
Only three men survived to become POWs: Allen, Cleary, and Hoeltke. Relatives of Donald R.
Hoeltke reported that only three men got out of the plane and one of these was very seriously
injured (probably Allen). The plane was shot down in the area of Bruay, France. The crash site is
located at Neuville-Ferrieres, 4 miles SSW of Neufchatel.
When Lt. Hoeltke hit the ground, he was immediately surrounded by troops with about 18
bayonets shoved at him. There was no possibility of any attempt at evading capture. He was
taken in for interrogation according to the usual procedure, but Donald learned that his
interrogator had worked in the U.S. for several years, knew Al Holderman of the Gannett News,
and had returned to Germany as a private pilot. Later, he was grounded and due to his excellent
English, was made an interrogator of English and American POWs.
Lt. Hoeltke’s widow stated that he had told her he thought that three men got out and parachuted,
but one was critically wounded and could have died. He knew that Sgt. Tyler had been made a
POW; their site of capture being about 45 miles south east of Calais, France.
Lt. Hoeltke was later sent to Stalag Luft I, Barth and remained there until the end of the war. Lt.
Cleary’s name was not mentioned. (See his account later on.)
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Richard Allen wrote the following, not long before his death in 1947: “We were attacked by
about 30 fighters over France near Path Colay on 21 January 1944 and shot down. I believe we
went over our target about six times but I couldn’t be sure. Before we were hit by the fighters, I
was flying Radio Operator (my position) when Sgt. Ostenson came up front to fix some trouble
with the nose guns. He was our armament gunner. The pilot told me to take over his (Sgt.
Ostenson’s place) until he came back; that was the left waist.
“I no sooner plugged in my electric suit when the attack began. There were about seven planes in
our squadron and I believe six of us got knocked down. When we got hit, I was shot through the
leg and received a bullet in my spine. The other waist gunner S/Sgt. Victor Adams was also shot
and as far as I could see, he was dead. The plane was all on fire from oxygen burning, and it
brought me to my senses and I put my chute on and pulled myself up on the waist window. My
interphone was shot out and I couldn’t tell if we were going to make it back or not. The plane
was vibrating violently. I saw Sgt. Playford run out of the tail turret, and he was all on fire. At
the same time, Sgt. Tyler, our ball turret gunner started to come out. It all happened within a few
seconds and in that time, the plane seemed to roll over and I let go and went out. I didn’t notice
whether they had their parachutes on or not. I did not see Sgt. Dickinson as he was up front in
the top turret. When I got on the ground, I was picked up and taken to a hospital where I saw my
bombardier, Lt. Hoelke, and Lt. John Cleary (navigator) for a few minutes. Lt. Hoelke and Lt.
Cleary had bad ankles from the parachute landings. Later, in the hospital, I met a crewmember
from one of the other planes in our squadron and he said he saw our planes going down in a spin
with flames coming out of the engines.”
The following information comes from a document written by a graves registration investigator
named Howard E. Ephraim: “Contact was immediately made with the Mayor of NeuvilleFerrieres, Mr. Gonse, who was particularly well informed on all details pertaining to the crash of
A/C 42-7514. He stated that he had seen the plane crash, that three men bailed out, and that six
men were removed in caskets by the German troops. That accounted for nine of the ten-man
crew. He further declared that eight days later a dog, which had been attracted by the odor,
indicated an additional set of remains which had been obscured by a sheet of aluminum. A guard
had been posted at the wreckage of the plane and eventually all of the wreckage above ground
was removed by German ordnance crews. No one at Neuville was aware of the fact that this last
remains was removed, hence, it is considered possible that it was buried at the scene of the crash
by the ordnance team. This account was verified by Mrs. Lefebre who also gave to the
investigator the identification tag of Jack Ostenson, one of the unresolved casualties in the crash.
This tag was found at the scene of the crash by Mme. Lefebre. A few days later, the Germans
removed the wreckage. This definitely fixes the identity of the plane as that of A/C 42-7514.”
Lt. Cleary wrote the following account about the events of January 21, 1944: “Gentlemen, your
target today is a milk run, a V-1 site, southeast of Neufchatel, France, only ten minutes over the
enemy. Area escort provided by the 8th Air Force Fighter Command and British Spits. Altitude,
10,000 feet. Departure point is southeast corner of England. The 44th BG flight of 24 ships in
two 12-ship boxes, will split into two flights of six each. Flight A, lead by Col. Dent; Deputy
Lead Lt. Gilbert. Flight B lead by Lt. Williams, Deputy lead Lt. Mathisen. Good luck men. See
you when you return.
“Deputy lead, Flight B crossed enemy coast at Fecamp, on course, at altitude. The boxes have
split for the different targets, and all are now in separate flights. I.P. in sight, three minutes to
target. Light, scattered cumulus below, visibility .8. No flak, no fighters, all is well. Target in
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sight, obscured by small cumulus, so fly 360 degrees to let it clear. Time 1500. Flew continuous
360s, target is still isolated, but clearing. Time 1550.
“Suddenly, ‘Waist to crew. Waist to crew. Enemy aircraft at 2:00 o’clock, low.’ Immediately B
Flight tightened up the formation and hoped for the best. A quick glance revealed approximately
16 Me 109s and 35 FW 190s. A Flight was approximately three miles ahead and coming off the
target. Do not believe they ‘dropped.’
“Then the enemy was up and because we were on the bomb run, they concentrated on us, leaving
A flight alone. I knew from the ship’s vibration that all stations were manned and firing, but they
are attacking from about 4 to 5 o’clock, low to level, working us over from the rear.
“From the tail turret came the report (1) ‘Spelts going down, (2) There goes Starring. (3)
They’ve got Howington!’ We were still on the bomb run and suddenly from the bombardier (Lt.
Hoelke) came ‘Bombs Away!’
“I heaved a sigh of relief to know that we were rid of them. Bank away to the left and head
home. Then, over the interphone from the pilot (Mathisen). ‘Keep an eye on Sobotka. He’s hit.’ I
verified this, noting all reports in the ship’s log, got a visual fix and informed the crew that if we
could hold out for five more minutes, we would be clear and over the Channel to safety. I
requested the pilot to summon assistance from our escort. He replied that he couldn’t do so. That
was up to Lt. Williams in the lead ship.
“Waist gunner then called in that Sobotka was going down, and then from the pilot, ‘They’re
coming in again. Let’s get some of the bastards!’ All stations were firing and the ship gave a
terrific lurch, banked to the right, and went into a slow, descending spiral as the enemy raked us
from the nose to tail. A 20-mm exploded between the cockpit and nose, showering Lt. Hoelke
and myself with light fragments. ‘We’ve had it!’ shouted Hoelke, as we checked things, and
found all communications out. Our Nose Gunner, by now, had his turret aligned (so he could get
out). Hoelke slid past me to the escape hatch, passed me my chute, and with the nose gunner
behind me, we prepared to abandon ship.
“I pulled the emergency release, and as the escape hatch flew away and to save time for the
others, I stepped out into space, parachute in hand, intending to secure same during my fall. To
my amazement, I still hung suspended in space, shoulders even with the fuselage bottom, with
my head in the ship!! I was caught on my extra long interphone extension. Reaching up, I pulled
myself aboard and while I cleared my phone, Hoelke reached over and put my parachute on me.
As I re-jumped, I heard the nose gunner shout, "My chute! My chute!!" I fell through the air,
spinning like a top while experimenting to find the best position. This proved to be on my back.
“I felt like a feather in the air – there was no feeling of resistance, no planes were to be seen
except my own, spinning. It crashed in a flaming roar. No other parachutes were in sight, and I
felt sick about the other men.
“There was no more gunfire to be heard, absolutely no sound at all. A celestial calm seemed to
prevail. but coming to with a start, I pulled the ripcord. From my now upright position, I realized
my chute was satisfactory, and the calm, sunlit terrain of France was sweet below.
“As I neared the ground, I could see a farmer calculating my angle of fall, and as I neared there,
he was reinforced by a dozen others. Then I clearly saw they were Germans of the Luftwaffe all
around, with machine gun pistols. As I turned to keep them in sight, I hit the ground and my
right foot buckled under me. The Germans were on me in a flash, spread-eagling me, they
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conducted a rapid search. Completed, I was assisted to arise. I reached to release my English
type parachute harness, and seeing same was in the unlocked position, I grew suddenly weak.
The Germans had to support me to prevent my collapsing. Had I but touched that buckle in the
air, my parachute and I would have parted company!
“Escorting me to the roadside, I was seated on the bank while a medical orderly administered
some necessary first aid. My right foot was severely injured. Cutting away my flying boot, he
applied a cold compress and assured me that there were no broken bones. My left arm was
injured from a 20-mm, halfway up the arm from my wrist. It was just like a cut from a keen
razor. Washing same, he applied a disinfectant and tied up same with adhesive.
“I was then carried by my escort to their headquarters, and so learned that I was back at
Neufchatel, having floated in my chute a distance of 35 kilometers from the Channel at Deippe.
“Here I was the object of much curiosity and many would stroll by, then quickly snap a picture
with their cameras. I was detained there for two hours, given my first cup of Ersatz, and met my
first German Officer. He strode to the phone and having got his connection, yelled back and
forth so loud and fiercely, I was sure they could hang up the phone and still continue the
conversation. He studied me a moment, and then gave what I realized to be a description of the
Group - Squadron insignia on my A-2 (flying jacket). Then, hanging up, he strode to where I sat
and barked in excellent English, "What is the strength of your Group in men and ships?"
“I just sat there and wondered if he really thought I would answer that. Evidently not, because as
I silently sat there, he spun on his heels, marched out. After this, I relaxed, slept for half an hour,
and then I was awakened by the entrance of a German field gendarmerie. He was the first adultlooking man I saw since being captured (all of the others being boys of extreme youth).
“He took me in charge and seeing I could but hobble, he picked me up in his arms and carried
me out to a car very similar to a Willys, where I promptly fell asleep again. This was probably
much to the relief of my guard and his chauffeur. I awoke in Rouen and was taken to what
appeared to be a Catholic hospital.
“Upon being carried inside, I was overjoyed to see Sgt. Allen, my radio operator, who was in
action as a waist gunner that day. He was lying on a stretcher, but sat up and gave me some
additional information on the crew. Lt. Hoelke, bombardier, had been there recently, and like
myself, had but minor wounds. No one else got out of the ship. The plane itself had
communications out, hydraulics out, and the tail section was on fire. Richard, although shot
through his body and legs, looked okay, and should, I believe, recover. To date, however, I have
been unable to get any word of him.
Note: Sgt. Allen returned home but died in 1947.
“Taken to another room, I was treated for my leg and arm, given some vile potion to drink. My
guard carried me to Police Headquarters in town where I met Lt. Hoelke and Sgt. Andrew Ross,
of Sobotka's crew. Having the office to ourselves, except for a Jerry, who seemed to be acting as
C.Q. and who talked to us by means of a German-English-French book of vocabulary, we talked.
“We discussed the situation and came to the conclusion that the nose gunner may have had his
chute on the escape hatch and same was lost when I pulled the emergency release; or else he left
it at his regular position in the waist, and failed to get back there in time. The Germans had
caught us square in the cockpit, getting both the pilot and co-pilot (Ballangrud), then raking the
ship back clear to the tail. Like myself, Lt. Hoelke was captured as soon as he hit the ground.
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“We were finally served a meal of a hot, hideous soup, Ersatz and bread, which was the national
Jerry war loaf. I promptly dug into same and immediately became nauseatingly sick, so that I left
the rest of it untouched. The prospect of life on such stuff was distinctly unpleasant, and it was a
relief when they showed us to a bed. It was a double bunk, with straw ticks, permitting four
occupants in a cell 8' x 10'. I shall be eternally grateful to Sgt. Ross who took off my shoes,
wrapped the blanket around me, as I was violently ill.
“An hour later, the lights came on, chain and bolts withdrawn, and Lt. Fred Butler, navigator of
Sobotka's crew, was shown in – to complete our happy home.
“I awoke the next day feeling a new man, the shock and dazed condition having passed away.
We were given what was to become our standard breakfast – Ersatz and bread. We loafed around
the office being an object of curiosity to all the Jerries and French workers. Due to the heat in the
room, I removed my A-2 jacket and coveralls. A sad mistake, because shortly thereafter, a guard
detail came in and motioned us out, refusing to permit me to take my A-2. I have often wondered
if it was recovered by the capturers of Rouen or kept by the Jerries as a souvenir.
“We were ushered into an open truck with six guards, and transferred to the Bastille of Beauvais,
a building with a 4 x 8 cubicle containing the usual prison bed, a small stove and a bedpan which
stunk to high heaven. The room was daily swept out and stove remade by a British Senegalese, a
slim giant who spoke a soft, musical English. He was captured in Africa, had made three escapes
– one clear back to Africa, which was now controlled by Rommel. He told me about prison life –
mail, Red Cross parcels, etc. Just before we left, he gave me a half can of Corn Beef. It was
delicious, as by that time we were famished on the Jerry diet.
“Here, I noticed that the Germans, despite a search, had overlooked my wallet, taking it out and
destroying my A.G.O. card and secreted some 12 pounds Sterling in my belt. Lt. (William)
Jones, Bombardier from Starring's crew, joined us here.
“After four days at this hostelry. we started on our journey to the "Vaterland" via Paris. All was
peaceful and serene in Gay Paree. Everyone seemed well dressed, well fed and fairly content,
although we received many a sympathetic glance. We traveled in a compartment to Frankfurton-Main and were taken to Oberusal, a small village ten miles from Frankfurt. This was the Jerry
interrogation center for captured Allied airmen. After a thorough search, which found the money
in my belt, we were again thrown into solitary confinement. Next day, I was given a
questionnaire to fill out, giving my name, rank, serial number, and home address. I left the
remainder blank, and returned it to the Jerry. I was then informed that I would go to interrogation
immediately. So preparing for a third degree of the worst sort, and all set to give battle, I was
taken to another building and introduced to my Grand Inquisitor. To my amazement, he greeted
me like a long-lost brother and spent the first half-hour discussing his wife and family in New
York, as well as the fine times he had at Jones' Beach.
“After that he switched to questioning: Route overseas, Personnel of the 44th BG, Cadet School,
O.T.U., bases, and members of the crew. Upon refusing any information, he said that he knew
the crew and if I would verify it, he would give me any information he had on them. All this time
he was "feeding" me some abominable cigarettes, which being my first in a week, I thought were
grand!
“He produced a list of names and positions - and sure enough, it was the entire crew. I
acknowledged it, and was told that all were dead except Hoelke and myself. He had no
information on our radio operator, Sgt. Allen.
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“He then produced a thick manual and spent a half-hour telling me all about my Group, both
combat and ground personnel, etc. He told me we were starting to receive the new B-24 H & J's,
knew the exact routes for flying overseas, training schools in the States, O.T.U. bases, etc. He
concluded by saying, "So you see I actually know more than you do!" He was correct. He then
remarked as he dismissed me, "Your Air Force is about to separate from the Army and Navy,
similar to the R.A.F. and Luftwafte, and your new uniform is a light blue gabardine." To date, I
have heard nothing to verify this.
“I was returned to solitary and usual prison lunch at 1:00 and to my surprise, was again taken
back to the interrogator. This time to meet half dozen German navigators who could speak no
English. Through the interpreter, they requested info on "G,” the reliability of metro info, radio
bearings and fixes. I grinned, smoked their cigarettes and explained that we depended strictly on
D.R. and Pilotage, if weather permitted. They quickly lost interest and as I was dismissed, the
guard was instructed to permit me to wash and shave. I was then told I would move to the
Transit Camp in Frankfurt for shipment to a POW camp.
“After a week’s time, the wash and shave was a heavenly gift and a natural necessity. Later the
guard brought a book to my cell and the thought of electric lights was like looking forward to
Christmas. He must have been exercising a sadly neglected sense of humor or else sincerely
thought an airman could see in the dark.
“That night was my first experience on the receiving end of an Allied Air Raid. The RAF came
over, but it was merely a nuisance raid. Thirty Mosquitoes, with a "Cookie" each, (60 tons some nuisance!). Locked in my cell, I felt like a caged animal. Next day I was transported to a
transient camp at Frankfurt and received immediate medical attention, followed by an honest-togoodness hot shower and a fine, hot meal of Corned Beef, mashed potatoes, cake, coffee, and
cigarettes. Hooray! God's in his Heaven, All’s well with the world.
“Here we had an air raid shelter, of which we made much use, especially on January 29th, 1944,
when we were the target of the 8th Air Force. I was never so scared in my life. The ground
vibrated and the walls shook. Through 10/10ths, the 8th did its work well, blasting the railroads
and public utilities. We were without lights and water for eight hours. We were informed by the
German authorities that nothing was hit except residential areas and churches, and that the
infuriated people had lynched the air crews who were forced down in that locality. That should
serve us as a warning against attempting any escapes. We were better off inside the wire.
“That night, we were again in the Shelter, as the RAF came over, but was on its way to Berlin.
Many the man here was severely wounded and the hospital and staff was inadequate. There was
an English pilot who flew with artificial limbs. These, the Jerries took away every night as an
escape prevention measure. Several of the men were severely burned around the face from
oxygen aflame. One, a Captain Cook, so badly burned that his eyelids were gone, preventing
sleep - only able to relax an hour or so every night. He left for a base hospital and plastic
surgery. In the face of all this, my injuries were trivial and I ceased going on sick call.
“While at Frankfurt, I met Capt. Robert L. Ager our Group Gunnery Officer, and Lt. (Henry A.)
Wieser Group Bombardier, who came along on the 21st, expecting a milk run, flew with Lt.
Cookus in ‘A’ Flight. In leaving the coast, they flew over Calais, were hit by flak. Cookus gave
orders to bail out while he stayed with his ship and crash-landed in southern England. Hard luck
for Ager and Wieser.
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“One afternoon we were issued necessary clothing and a grip containing cigarettes, pipe and
tobacco, extra socks and underwear, etc. We also got a Red Cross parcel to last a week, and told
we were on our way. We were admonished not to make a demonstration or attract the attention
of the public who were still plenty mad, Any attempt to escape and we would be shot.
“Loaded onto trucks with plenty of guards, we were taken to the Depot where we had visual
evidence of the recent bombing raid. We were loaded into a freight car on a siding, and as they
locked us in, off went the siren heralding the approach of the RAF. There was great uneasiness
among the Kriegies and a thorough testing of the locked doors and barred windows. It was
obvious we could never get out that way, and it was a sigh of relief we gave when the train
jerked into motion and pulled out of the yard.
“That night we passed 20 miles south of Berlin and we could see it was a target of the RAF. The
city was a glow of fire and flame. We had four guards in our car, well armed with automatic and
machine gun pistols. They informed us our destination was Barth, Germany, and painted a
glowing picture of same until we concluded we must be headed for a rest camp with recreation
facilities. Later on, they offered us beer in exchange for coffee, and some of the boys did it,
getting a very poor grade of beer, which was by now the national brew. This trip was our initial
meeting with the Red Cross Food Parcel and with a German ration of bread, potatoes and salt,
we were to become excellent cooks.
“After three days and four nights, we found ourselves at Barth, Pom., Germany, greeted by a
formidable guard detail and a dozen German-trained dogs. So I entered what was to be my home
for next one and a half years: Stalag Luft I.”
lst Lt. Frank W. Sobotka was the pilot of the third 68th Squadron aircraft lost on this mission to
the V-1 sites.
68th SQUADRON:
68th Sq., #42-7501 P, Sobotka
MACR #2360
68th Squadron Crew:
A/C crashed near Beaussault (Grattenoix village)
SOBOTKA, FRANK W. Jr.
ASN 0-799486
Pilot
lst Lt.
KIA, WOM Ardennes
Flushing,
New York
ROSENBLATT, MILTON L.
ASN 0-680721
Co-pilot
Evadee, returned
lst Lt.
Miami Beach,
Florida
BUTLER, FREDERICK C.
ASN 0-676018
Navigator
POW
lst Lt.
Pasadena,
Texas
TEITEL, ABRAHAM
ASN 0-678456
Bombardier
1st Lt.
Evadee, returned 24June1944
Brooklyn,
New York
SHAEFFER, CLAIR P.
ASN 33187932
Engineer
T/Sgt.
KIA, WOM Ardennes
Wernersville,
Pennsylvania
CAPIZZI, THOMAS F.
ASN 32533914
Radio Oper.
KIA
T/Sgt.
Bronx,
New York
SMANIETTO, AUGUST F.
ASN 19062047
Ball Turret
POW
S/Sgt.
Santa Barbara,
California
ROSS, ANDREW J.
ASN 35663111
RW Gunner
POW
S/Sgt.
Cold Springs,
Kentucky
SHOCKLEY, CHARLES W.
ASN 15332970
LW Gunner
POW
S/Sgt.
Milan,
Indiana
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REEVES, CLARENCE D.
ASN 13046428
44th Bomb Group Roll of Honor and Casualties
Tail Turret
S/Sgt.
KIA, buried Normandy (A-14-42)
Pennsylvania
The MACR had very little information, “At 1524 hours aircraft #42-7501 was hit by enemy
aircraft and the bombs were dropped immediately. It was observed to circle off to the left and to
begin burning, apparently under control. Enemy aircraft attacks became so intense at this time
there was no further chance to observe.”
Lt. Milton L. Rosenblatt, co-pilot, added these comments: “We were attacked by Me 109s while
circling to find our target. Both engines on the left side were shot out, putting us in a steep left
turn and rolling our plane over on its back. With both Frank (Sobotka) and me on the controls,
we managed to right the plane, but couldn’t pull it out of the flat spin it went into. The rudder
controls were gone and the instrument panel was shot out. Frank immediately hit the alarm bell
switch alerting the crew to bail out.
“After a few seconds, I spotted only four chutes descending. The mess in our cabin, due to the
rolling over, was unbelievable. Our chest chutes, usually stowed behind our seats, had ended up
in the radio compartment. I retrieved the chutes, putting Frank’s in his lap and buckling mine on.
Sgt. Clair Shaeffer was strapped in the top turret, obviously dead, and our radio operator, Sgt.
Tom Capizzi was putting his chute on as well. Frank was yelling at us to jump.
“Capizzi and I stood at the edge of the bomb bay, so I jumped and apparently Capizzi froze up.
He and Frank rode the plane down. I have no idea what had happened in the waist or nose
sections of the plane, but I know I was the last one out. We were so low at the time I jumped that
my chute only oscillated once before I hit the ground.
“I came into contact with the Underground about three days after landing. The only information
they could give me about my crew was that Abe Teitel was alive and Frank Sobotka’s dog tags
were found in the wreckage of the plane. I have never heard from any of my crew since then,
although on my return to the States, I talked to most of their families and gave them as much
information as I could.”
Note: Rosenblatt’s full story, including his evasion, can be found in the Summer 2001 8 Ball Tails newsletter.
A French historian named Joel Huard reports that there is a memorial to the Sobotka crew in the
French village of Grattenoix near Beaussault, which is southeast of Neufchatel-en-Bray.
68th SQUADRON:
68th Sq., #41-23813 V, Starring
VICTORY SHIP
MACR #2358
68th Squadron Crew:
STARRING, ALFRED A.
ASN 0-743121
Pilot
KIA
RHODES, LEWIS W.
ASN 0-807052
Co-pilot
2nd Lt.
KIA, WOM Cambridge
Lockport,
New York
MANEVAL, WELDON H.
ASN 0-750204
Navigator
KIA
2nd Lt.
Frankfort,
Kansas
JONES, WILLIAM C.
ASN 0-684165
Bombardier
POW
2nd Lt.
Decatur,
Iowa
CHANDLER, LAWRENCE W.
ASN 36427258
Engineer
S/Sgt.
Evadee, returned 20 May 1944
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1st Lt.
www.44thbombgroup.com
Pasadena,
California
Springfield,
Illinois
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KASLASKAS,EDWARD A.
ASN 13127444
Radio Oper.
POW
S/Sgt.
STEELE, ARTHUR M.
ASN 19170304
Ball Turret
Sgt.
KIA, buried Normandy (B-22-5)
Junction City,
Oregon
MITCHELL, ROBERT A.
ASN 15323016
RW Gunner
POW
Fairmont,
West Virginia
CIEPLY, EUGENE B. Jr.
ASN 32491716
LW Gunner
Sgt.
KIA, buried Normandy (B-11-34)
Broadalbin,
New York
SCHILD, ROBERT C.
ASN 35338667
Tail Turret
POW
Monroeville,
Ohio
Sgt.
S/Sgt.
Plains,
Pennsylvania
The fourth and last airplane lost on the 21st was the one piloted by lst Lt. Alfred A. Starring. The
MACR states that “At 1516 hours, aircraft #41-23813 was hit by enemy aircraft. Numbers one
and two engines were set on fire, but the pilots managed to keep in formation. But when the
enemy made following attacks, this aircraft was seen to go down in flames. Seven parachutes
were seen to open.”
Tail Gunner Robert C. Schild adds, “I was new to this crew. I flew only two times with them
before going overseas with them. Therefore, I was not well acquainted with the crew.
“This was our very first combat mission. We came under heavy fighter attacks by both FW 190s
and Me 109s. They eventually knocked out three of our engines and we could no longer stay in
the air. Our co-pilot, Lewis W. Rhodes, was killed on the very first pass by the enemy aircraft.
Our pilot, Alfred A. Starring, was wounded as well, probably also on that first attack. As our copilot was already dead, Starring found it impossible to stay in formation especially with two
engines out. When later attacks knocked out the third engine, we were on our way down.
“At that time, the waist gunners went forward and jumped out through the-bomb bay. But I
opened the rear hatch and went out from there just as the plane went into its final spin. We must
have been quite close to the ground by then as my parachute had barely opened a few seconds
before I hit the ground.
“Our navigator, Weldon H. Maneval, must have jumped from the front end at about the same
time as I did, with his parachute opening but not quite quickly enough, and he was killed by the
impact with the ground. I was taken prisoner and spent 16 months in Stalag Luft VI and IV.
Robert A. Mitchell, our right waist gunner, survived POW camp but found that he had
tuberculosis when he returned home after the war.”
Note: Based on information from Joel Huard, the crash site is in or near the French village of Bracquetuit, east
of Totes, which is 25 kilometers south of Dieppe, 2 kilometers southeast of Auffay, France.
Lawrence Chandler, the engineer, evaded capture for nearly four months and returned to duty at
Shipdham on 20 May 1944. He was sent home on 25 May.
68th SQUADRON:
68th Sq., # 41-24225, Williams
FLAK ALLEY
Returned to base
68th Squadron Crew:
WILLIAMS, SAM D.
ASN 0-524481
Pilot
1st Lt.
Seriously injured, hospitalized for months
REICH, STANLEY J.
Co-pilot
1st Lt.
BELLARD, HAROLD W.
Navigator
1st Lt.
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STEADHAM, ROY J.
Bombardier
1st Lt.
LUND, PHILMORE H.
Radio Oper.
T/Sgt.
HOLENBECK, JOHN A.
Eng./Top Turret
T/Sgt.
McALISTER, GEORGE E.
Belly Gunner
S/Sgt.
KENYON, FREDERICK A.
RW Gunner
S/Sgt.
CARSTENS, JOHN H.
LW Gunner
S/Sgt.
VAN DYKE, DAVID P.
Tail Turret
S/Sgt.
DAVIDO, FRANK
Observer/Com. Pilot 1st Lt.
Note: Lts. Bellard and Steadham were KIA on 8 April 1944.
On this mission, the pilot, Sam D. Williams, was seriously wounded by 20-mm from Me 109s.
Tail Gunner David P. Van Dyke noted: “Operations Officer Pilot Frank Davido flew with us as
an observer on the 1/21/44 mission on the V-1 rocket site. It was supposed to be a milk run.
Heavy cloud cover hid the target. After the first bombing run Col. Fred Dent led us on four more.
It was a disaster and about twelve ME 109s hit our seven ships, tail end formation, which we led.
The 68th lost four out of seven. Both of our wingmen were shot down and the lower element lost
both wingmen and also tail-end Charlie.
“Lt. Sam Williams was shot in the face and Frank Davido, took over. In spite of a wound in his
neck, he brought the ship back safely, although it was well beat up. There are calls over the
Tannoy for type ‘A’ blood and I am sure it is for Lt. Williams. Just how bad he is, we don’t
know at this time.”
Military Installations, Agathe D’Aliermont, France
The second formation of the 44th BG was led by lst Lt. Keith Cookus of the 67th Squadron and
included planes from the 67th and 506th Squadrons. Their target was military installations south
of Calais, France.
67th SQUADRON:
67th Sq., #42-99970 M-Bar, Cookus
LIB-ERTY BELLE
MACR #8714
COOKUS, KEITH
ASN 0-675040
Pilot
lst Lt.
Survived crash-landing
Eugene,
Oregon
HOLLADAY, HOWARD K.
ASN 0-681418
Co-pilot
1st Lt.
Survived crash-landing
New York City,
New York
CAMPBELL, FRANKLIN A.
ASN 0-678607
Navigator
1st Lt
Wounded, injured, survived crash-landing
COLE, WOODROW W.
ASN 0-741099
Bombardier
lst Lt.
KIA, buried Cambridge (D-1-35)
Correopolis,
Pennsylvania
ANDERSON, WILLIAM N. (506th Sq.)
ASN 0-411678
Command Pilot
KIA
Major
Taylorville,
Illinois
WIESER, HENRY A. (not with the 67th)
ASN 0-669253
Observer
POW
1st Lt.
Hamilton,
Texas
AGER, ROBERT L. (68th Sq.)
ASN 0-727956
Group Bombardier
POW
Capt.
Port Blakely,
Washington
KOWALSKI, ANDREW A.
ASN 3316890?
Engineer
S/Sgt.
Survived crash-landing
Reading,
Pennsylvania
67th Squadron Crew (three exceptions):
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TRECHEL, RICHARD J.
ASN 6688765
Radio Oper.
POW
S/Sgt.
Schenectady,
New York
SEIFRIED, EUGENE K.
ASN 33107243
Nose Turret
S/Sgt.
Survived crash-landing
Philadelphia,
Pennsylvania
FONG, THOMAS
ASN 12124529
Ball Turret
Sgt.
Survived crash-landing
Brooklyn,
New York
BOYD, WALTER E.
ASN 38179723
LW Gunner
S/Sgt.
Survived crash-landing
Littlerock,
Arkansas
BECKER, HERMAN
ASN 32079625
Tail Turret
S/Sgt.
New Jersey
Wounded, trapped, survived crash-landing
Note: This aircraft crash-landed at Manston, England. Three crewmembers parachuted over enemy territory
and were captured.
67th Squadron’s 1st Lt. Keith Cookus was leading this formation with Command Pilot Major
William N. Anderson (flying his 25th mission) as well as the Group Gunnery Officer and Group
Bombardier along just to observe, as it should have been an easy, short attack. Bombing altitude
was at 12,000 feet to assure better accuracy on a very small target.
Keith Cookus wrote this description: “We met little opposition at first. We had cloud cover,
anyway. As we were trying to bomb through this cloud layer, it was necessary to make five runs
on the target, hoping to get a hole large enough for visual bombing. But we could not be sure, so
we turned back with our bombs. We never bomb in France unless we are dead sure of our target.
“As we were crossing the French coast, we found the Jerries had moved in a bunch of mobile
ack-ack. They must have been tracking us for quite a time. The first burst was so close I heard it.
I started evasive action. There were 12 of us in the formation, but 30 seconds after that first
burst, we got hit at 11,000 feet. It happened so fast we were thrown around completely out of
control by the smack of the explosions. The Jerries got us with seven direct hits in a bunch! I put
the plane into a dive as soon as I got some sort of control and went down as fast as I could to
8,000 feet to get out of the area as quickly as possible – and we were not hit again. But I realized
at once that there was not much of my plane left. Those bursts practically blew us to pieces. One
of the shells burst right inside the bomb bay, ripping out the catwalk which holds the bottom of
the fuselage together. This shell killed the Command Pilot, Major Anderson (506th Squadron),
who was standing between the co-pilot and me. It also blew the radio operator completely out of
our plane. We never saw him again (Trechel, POW). It wounded Chubby Campbell, my
navigator, as well as our tail gunner, Moe Becker. There was a hole in the middle of the plane
just as if a big shark had taken a bite out of it.
“Neither Tiny Holladay, co-pilot, or I was touched. Major Anderson had slumped to the floor of
the cockpit and was lying in a heap. I couldn’t get any news from the rest of the plane because
nothing was working. #1 engine had been blown to pieces – that was the second direct hit. It was
hanging in shreds, but I managed to feather the propeller before I lost all of the pressure there.
The third direct hit had blown out half of my #2 engine – there was nothing there to feather. I
then saw that #3 engine was on fire. The engineer, Kowalski, saw the hit on this engine. The
flash of the explosion set it on fire and it was blazing furiously, leaving a long lick of black
smoke trailing back, streaked with red. I had to leave it to burn because I could not get back to
the English coast without letting that engine run as long as it could. I just left it and looked the
other way – but couldn’t forget it because it began to fill the plane with gas and smoke.
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‘The Major’s in a bad way, Buck’, Tiny yelled. ‘He’s hit in the legs and through the back. He’s
asking for morphine.’ We gave the Major two shots on the way back to the coast, but it was clear
that he was in very bad shape. There had been another direct hit in the base of the nose turret.
Splinters sailed up all around Sgt. Seigfried, but by some miracle, he wasn’t hit although it blew
the top right off of his turret.
“Another direct hit had gone clean through the right wing. The shell – the seventh they had
pumped into us – took the right main landing gear with it, and part of it is metal as thick around
as your thigh. All of the hydraulics were out.
“I had to keep that blazing engine going to get us home. I couldn’t ditch because we had
wounded aboard. I still thought the Major would live. The group bombardier and gunnery
officers jumped immediately after seeing half of the middle of the ship was gone, but I had no
interphone to tell the others to bail out. We were over the coast and the wind should have taken
them back to land in France. (It did.) Both men captured, taken to Rouen along with others
downed that day.
“As we were settling down to the job of trying to get home, the bombardier, Junior Cole, crawled
up on the flight deck. Junior, a big guy, was covered with blood – his face looked awful. The
blast had tossed him around, but later we found out that he had crawled into the bomb bay,
holding on with his hands and toes to anything he could find that was still firmly rooted to the
rest of the plane. He had been tossing out what he could of the mess of shattered bombs in there.
With the emergency release mechanism gone, it was the only way he could rid our plane of these
dangerous bombs. He’d cut his hands to ribbons. And his intent then was to advise me that he
could not get rid of all the bombs. Then he flopped down, couldn’t see and couldn’t talk,
couldn’t move. He died of suffocation later in the crash when he was trapped on the flight deck,
before we could free him.
“The ball turret gunner, Sgt. Fong, Chinese, managed to get himself out of the ball turret. How,
he did not know. His turret was a jangle of twisted metal like in a train wreck, was filling with
blazing hydraulic oil. Fong’s clothing was on fire when he got out and as he crawled back
toward the tail, flames and burning oil were blowing back at him. He joined Walter Boyd and the
other waist gunner. They were back there in the tail section covering their faces with their gloves
against the blazing oil. Luckily, all oil burnt out of the hydraulic system and stopped blowing
back at them. All three got bad face burns; Fong’s hands were terrible.
“It was only common sense to bail out. The machine was on fire, it was wobbling like a broken
fishing pole, smoke was pouring out of one of the two engines still running, etc. Kowalski picked
up his chute and Fong watched him fumble with it. ‘She is still flying, isn’t she?’ he said… We
were going along all right, heading straight for England and not losing too much height. Tiny
shouted in my ear, ‘Coast!’ At that moment there was a whooosh and a smack that made the
plane shake like jelly. I saw that I had no power on #3 – the engine had blown up and was white
hot. But it got us home.
‘How’s Anderson?’ I asked of Tiny. He said, ‘The landing won’t hurt him, Buck. He’s dead.’
We had to pick a landing spot quickly, and I went in. I cut my sole remaining engine at 50 feet
and switched off everything in sight. I saw that we were going to hit the roof of a farmhouse. We
were headed for a belly flop anyhow, so I swung the machine around and slammed it back – we
missed the house. We shot across that field with its ups and downs like a piece of soap on a
bathroom floor. We ended up in a ditch. I thought that the plane might go up any minute – we
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�44th Bomb Group Roll of Honor and Casualties
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had all of those bombs aboard. Our extinguisher had no effect on that burning #3 engine. I tore a
hole in the cowling and was stuffing earth, turf, anything I could grab, into the fire to smother it
as our men were trapped on the flight deck and we couldn’t get to them. The co-pilot, Tiny, told
me later that he had stayed inside trying to help get those trapped men out, tearing at anything to
get them free, but he didn’t have a chance.
“Folks began to arrive – farm hands, boys, etc. A civilian car came by and we sent Fong,
Kowalski and Boyd to the hospital. It was three long hours of ceaseless work before we finally
managed to free the four men who were trapped. Anderson and Cole were dead, but Campbell
and Becker were rescued alive. Trapped for 3 hours!!” The crash was at Brambling Down,
Wingham, Kent in southern England.”
Lt. James R. Perry, flying right wing on Lt. Cookus, told me, “The reason that his plane was hit
is that his navigator had allowed our formation to get off course and we were nearly over the city
of Calais! All of their guns were pounding us as we approached and that is when Cookus was
bracketed with flak bursts. I saw one hit in the bomb bay and the doors flew off and what looked
like a man fall out, apparently without a parachute on. (Trechel, who survived.) The plane
immediately fell out of formation and so I took over, breaking radio silence and told the others to
follow me in a tight turn to the right and changing altitude. They were zeroed in on us and had to
react quickly as we were under 12,000 feet and easy targets.
“I kept watching Cookus as they dove toward the sea and back toward England. He appeared to
be near the water as he was nearing landfall and I thought he ditched, as I saw a large explosion
in the water. It must have been his bombs going off when his bombardier, Cole, got his bombs
free, as they continued on to land and bellied in. It could have been that Cole got all of them out
as there was no explosion when they crash-landed.
“When we returned, we found over 150 flak holes in our plane, and I believe it was Thornton
(Lt. Richard L.) on the right wing who had over 300 holes in his. But we had no injuries.
“Several years ago I read in the paper where Cookus, flying out of Eugene, Oregon, crashed into
a mountain near here and was killed.”
29 January 1944
Frankfurt, Germany
Again, due to poor weather conditions, our bombers had to drop their bombs via PFF method.
Flak and enemy aircraft attacks were moderate but no enemy fighters were claimed by our
gunners. However, the Group suffered two planes and crews lost; one each by the 66th and 67th
Squadrons.
66th SQUADRON:
66th Sq., #41-29157 J, Maynard
MACR #2356
66th Squadron Crew:
MAYNARD, GEORGE H.
ASN 0-800011
Pilot
KIA
1st Lt.
Wellsboro,
Pennsylvania
NORQUIST, JOHN E.
ASN 0-747876
Co-pilot
KIA
1st Lt.
St. Paul,
Minnesota
MUNDT, CAROL A.
ASN 0-685318
Navigator
POW
1st Lt.
St. Louis,
Missouri
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NIELSON, THOMAS W.
ASN 0-676493
Bombardier
KIA
1st Lt.
Antonito,
Colorado
PORTER, DONALD C.
ASN 11042360
Engineer
KIA
T/Sgt.
North Andover,
Massachusetts
PATTERSON, RUSSELL W.
ASN 13151627
Radio Oper.
KIA
T/Sgt.
Allentown,
Pennsylvania
SWAILE, CLARENCE R.
ASN 13041424
Ball Turret
POW
S/Sgt.
Wilkensburg,
Pennsylvania
O’DONNELL, LOUIS J.
ASN 12158116
RW Gunner
KIA
S/Sgt.
Bayonne,
New Jersey
ARCAMONE, FRANK
ASN 32540668
LW Gunner
S/Sgt.
KIA, buried Epinal (B-5-70)
Bayside,
New York
NICHOLS, DERISE L.
ASN 13119510
Tail Turret
POW
Roanoke,
Virginia
S/Sgt.
1st Lt. George H. Maynard, pilot of A/C #157, and his crew were listed as MIA. The MACR
states: “At 1115 hours, the pilot of A/C #41-29157, was observed to leave his position on Lt.
Jewell’s wing, and to fly for a time with a Group to the left. Shortly thereafter, fire was reported
in the bomb bay of this plane. Two chutes were seen to open as it was disappearing into the
clouds, under control, apparently.”
Three men were able to exit the falling ship and survive. One of them, tail turret gunner Derise
L. Nichols, gave me this report: “We had been briefed three times for this mission and it is
believed that the Germans may have got word and were ready of us.
“We were over France and about an hour from target, with all bombs on board, when we were
jumped by a flight of fighters and were hit immediately. I was the tail gunner and shells hit just
behind me and made very large holes in the waist section. #4 engine was hit and put out of
action; so were the controls to the tail section. So the pilots could only control flight with the
three remaining engines. With the possibility of getting back to England now so slight, the
decision was made to head for Switzerland.
“The bombs were salvoed, but even then with the trouble of trying to steer with the engines, we
continually lost altitude across France. We did finally cross the Swiss border, but by then we
were less than 1,000 feet. We were shot at and hit by ground fire, and #2 engine was put out of
commission as well. Not being able to gain altitude over the rising terrain of Switzerland, we had
to circle back to abandon ship.
“Only three of us got out – all from the rear – because we were so low by that time that the
others did not have time to get out and open their chutes. We landed about five miles from
Switzerland at Mulhouse, France.”
Note: The crash site is actually near Ilfurth, France.
The village of Ilfurth placed a memorial stone near the crash site and also put a plaque in the
local church. It was dedicated 8 June 1996. A translation of the French text on the plaque
follows: “Eighty meters west of this monument, the American bomber B-24 Liberator #4129157, 66th Squadron, 44th Bomb Group, was shot down on 29 January 1944, returning from a
mission over Germany. Seven crew members (George H. Maynard, 1st Lt.; Thomas W. Nielson,
1st Lt.; John E. Norquist, 1st Lt.; Russell W. Patterson, T/Sgt.; Donald C. Porter, S/Sgt.; Louis J.
O’Donnell, S/Sgt.; and Frank Arcamone, Sgt.) died for France. Passersby, remember.”
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Note: For additional information on this memorial, please refer to the 44th BG 8-Ball columns in the Spring
1995, Spring 1996, and Summer 1996 issues of the 2nd Air Division Journal.
67th SQUADRON:
67th Sq., #42-7547 X-Bar, Pinder
MACR #2251
67th Squadron Crew:
PINDER, HAROLD H.
ASN 0-800931
Pilot
Evadee, POW
lst Lt.
Burgettstown,
Pennsylvania
GRONO, LAWRENCE W.
ASN 0-680437
Co-pilot
1st Lt.
POW, evadee, repatriated, died
Minneapolis,
Minnesota
BOOMER, DONALD S.
ASN 0-738956
Navigator
POW
2nd Lt.
Mesa,
Arizona
STUBBS, ALVIN E.
ASN 0-679687
Bombardier
KIA
2nd Lt.
Oklahoma City,
Oklahoma
HALL, EARL W.
ASN 33288720
Engineer
POW
T/Sgt.
Parkersburg,
West Virginia
SOFFERMAN, ABE
ASN 32436994
Radio Oper.
T/Sgt.
Evadee, KIA, buried in New York City
Bronx,
New York
LAUCAMP, ROBERT L.
ASN 17071305
Ball Turret
KIA
S/Sgt.
Tipton,
Iowa
ROBISON, JACK C.
ASN 15330702
RW Gunner
KIA
S/Sgt.
Wabash,
Indiana
GREEN, MILAS L.
ASN 34036551
LW Gunner
POW, wounded
S/Sgt.
Clyde,
North Carolina
PAXTON, WILLIAM A. Jr.
ASN #12155754
Tail Turret
S/Sgt.
KIA, buried Ardennes (A-12-10)
Brooklyn,
New York
Also on this mission of the 29th, 1st Lt. Harold W. Pinder and crew were lost. The MACR
contained the words of observer James Perry, 1st pilot: “A/C #547, pilot H. H. Pinder, was flying
on our left wing. About 1110 hours and just before the IP, one FW 190 attacked and scored hits
near the right wing tip. A/C #547 began to lose altitude and fire was seen in the bomb bay. Two
chutes opened and the aircraft went below the clouds, under control.”
The pilot, Lt. Pinder, wrote the following: “We were met on the coast and on in by both Me 109s
and FW 190s. I had never seen them mixed before. At about 1102 hours we dropped out of
control after about three separate enemy passes. We took 20-mm hits under the flight deck that
cut the control cables. I couldn’t get the auto pilot to take over control – probably a hopeless
effort, anyway. The aircraft dove out of control. I remember the wing afire and at least the #4
engine knocked out.
“Green was in shock from a 20-mm hit through both lower legs. Jack [Robison] pushed Green
out the rear hatch and pulled his ripcord, but he did not get out himself, possibly giving his chute
to Green.”
“Sofferman and I were able to escape capture and were loose with the Belgian Resistance group
for three months. But Sofferman was killed by the Secret Police while trying to avoid capture,
and I was taken prisoner – in April 1944.
“#547 did not have a name and I think that this mission, our tenth, was the first time we flew this
plane. The plane we flew over (to England) had a shark nose painted on it.”
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Lt. Pinder was referring to A/C #42-7549, which is believed to be the one featured on the front
cover of “Jaws Over Europe,” published by Ursel P. Harvell in the early 1980s. Pinder flew two
mission in the “Shark.”
Pinder reported that four crewmen died in the aircraft: Stubbs, Laucamp, Robison, and Paxton.
Six others parachuted. Pinder noted that his co-pilot Grono had died in August of 1944 of
tuberculosis after repatriation. He also said that his regular navigator was named Weatherwax,
who later became a ground officer.
Donald Boomer wrote: “I landed in the Ardennes, and around midnight that night I made contact
with the Belgian underground where I spent six weeks, moving around from one safe house to
another. I don’t think I ran into any of Pinder’s crew, but I can’t be sure because I didn’t know
any of them very well. The guy I got to know best in the Maqui was an American aircrew
sergeant named Shepard or Sheppard. I don’t think he was from the 44th. I never asked. We
didn’t talk much in the underground because you could never be sure who you were talking to,
and the Krauts had a nasty habit of trying to break into the underground networks with spies who
spoke fluent English and pretended to be shot down Americans.
“In the middle of March, with the underground’s help, Shep and I traveled from Liege to the
Swiss border near Porrentruy, where at the last minute a German patrol caught us about a half a
mile from freedom…I spent 14 months at Stalag Luft I.”
506th SQUADRON:
506th Sq., 42-7509 V, Duffy
GALLAVANTIN’ GAL
Returned to base
506th Squadron Crew:
DUFFY, WILLIAM M. Jr.
Pilot
1st Lt.
McCASLIN, JOHN M. Jr.
Co-pilot
1st Lt.
CALLAWAY, JAMES P.
Navigator
1st Lt.
RODRIGUEZ, FRANK L.
Nose Gun/Togglier
S/Sgt.
HERSHEY, RICHARD
Radio Oper.
T/Sgt.
VICKERS, HAROLD, J.
Eng./Top Turret
T/Sgt.
SCOTT, WILLIAM D.
Belly Gunner
WIA
S/Sgt.
STEWART, JOHN H.
RW Gunner
S/Sgt.
DRUMEL, WILLIAM E.
LW Gunner
S/Sgt.
CHOPP, VICTOR J.
Tail Turret
WIA, lost eye
S/Sgt.
Kalamazoo,
Michigan
Although not lost in combat, the airplane piloted by 1st Lt. William Duffy was badly damaged
and limped back to base. Later it was repaired.
Lt. Duffy explained, “We had gone to Frankfurt – in the last echelon, of the last flight, of the last
squadron of the last group of the last Division in the 8th Air Force. We came home alone and
landed with one propeller feathered, no brakes, one flat tire, and the ball turret down.
“My crew had gotten us back to the base and I could do no less than put the thing down. Victor
Chopp, great and brave man, survived a direct hit on the rear turret, but he lost an eye, and yet
never a word of complaint during the flight or in the 38 years that he lived thereafter.
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“In some way or another, the ball turret gunner was taken out of that damaged turret before the
landing. He, too, managed to survive his wounds.” (This was William D. Scott.)
Lt. Duffy and his co-pilot demonstrated exceptional skill in landing their craft in a tricycle
landing without even touching that lowered turret on the runway! Simply amazing!
2 February 1944
V-1 Sites, Watten, France
“Military Installations” were the words used to describe the target for today, which we later
learned meant V-1 launching sites. The mission was flown under severe icing conditions and a
10/10th cloud cover over both France and southern England. Over the target area moderate
accurate flak was encountered with several of our ships suffering minor flak damage. One 506th
Squadron plane crashed upon return on the outskirts of Eastbourne.
506th SQUADRON:
506th Sq., #41-24282 Bar-Y, Bolin
RUTH-LESS
MACR #6385
506th Squadron Crew:
Entire crew KIA
BOLIN, JAMES O.
ASN 0-424895
Pilot
1st Lt.
KIA, buried Cambridge (F-3-83)
Pine Bluff,
Arkansas
WULFF, ORVILLE L.
ASN 0-675462
Co-pilot
KIA, buried in U.S.
1st Lt.
De Smet,
South Dakota
ACKERMAN, EDWARD J.
ASN 0-798720
Navigator
KIA
2nd Lt.
Brooklyn,
New York
SCHWAB, HAROLD W.
ASN 0-733360
Bombardier
lst Lt.
KIA, buried in NYC
Bronx,
New York
BALES, JAMES H.
ASN 34283420
Engineer
Injured, KIA
Dayton,
Tennessee
YURICK, CHESTER W.
ASN 31140518
Radio Oper.
T/Sgt.
KIA, buried Cambridge (F-3-4)
Needham,
Massachusetts
WILSON, JAMES L.
ASN 14124998
Ball Turret
Injured, KIA
S/Sgt.
Easley,
South Carolina
MALOY, AUBREY J.
ASN 34335159
RW Gunner
KIA
S/Sgt.
Hacoda,
Alabama
STRAIT, RALPH E.
ASN 13074162
LW Gunner
S/Sgt.
KIA, at Cambridge (D-1-75)
Saluvia,
Pennsylvania
DEWALD, GEORGE M.
ASN 13124616
Tail Turret
KIA
Norristown,
Pennsylvania
T/Sgt.
S/Sgt.
Note: All of Bolin’s crew were buried temporarily at a military cemetery at Brookwood Woking, Surry, England.
Other details: This B-24 was named “Ruth-less” after the wife of its original pilot, Frank Slough. Schwab was a
veteran of the 1 August 1943 Ploesti raid.
Lt. Bolin, pilot of A/C #41-24282, became separated from the formation during the return. While
lowering altitude in trying to find a base in southern England, he crashed into a low hill inland
from Eastbourne. Eight of the crew were killed instantly, while Sgts. Wilson and Bales were
taken to Princess Alice hospital where they both died later that same day.
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Ruth Wulff Swanson, sister of Orville Wulff, wrote: “Our parents did receive a letter from
someone back in 1944 who apparently was either related to or who knew the Radio Operator
(Chester W. Yurick) who lived a short time after the crash that day – long enough to tell the
details of the crash. If our information was correct, they had accomplished their mission and
were then attacked and lost two to three engines, and the instrument panel was badly damaged.
They were too badly (#3 only?) damaged to return to Shipdham, so opted to attempt a landing on
the coast of Eastbourne. However, being a British field, they had to establish identification
before clearance for a landing, had to circle back around Eastbourne (which was covered in a
heavy cloud bank). They were cleared for landing, and needed to complete the final circle and
land. In that final circle, without instruments, they came in too low and couldn’t clear the hill
(Butt’s Brow). They crashed just below the crest of it.”
A detailed description of this crash is included in the book “Eighth Air Force Bomber Stories”
by Ian McLachlan and Russell J. Zorn (Patrick Stephens, Ltd., 1991). See Chapter 8 “Hurry
Home Boys.” The authors gathered eyewitness accounts, including one from a Mrs. Ellen
Barrow who heard the approaching plane and wondered if it might be a German raider. However
the engines sounded irregular and the plane was low. Soon thereafter the bomber appeared,
flying slowly and looking exhausted according to Mrs. Barrow. She saw an airman standing at
one of the waist-gun windows, and her heart went out to him. As it went by she whispered:
“Hurry home, boys.”
A schoolboy, Derek Wilkinson, was outside on the grass at Willingdon Golf Course. He saw the
bomber and realized that unless it gained altitude, it would crash into the nearby hills. On those
hills was Audrey Armstrong, rounding up sheep with the golf-club’s greenskeeper. She heard the
straining engines and saw the pilot as both realized that a crash was inevitable. The aircraft
crashed into the hill and exploded. An engine tumbled down the hill near her. She and the
greenskeeper ran toward the wreck once the explosions had stopped, but found only smoldering
debris. Amazingly there were some signs of life. One aviator died at the scene despite receiving
first aid. Two more died later at a nearby hospital. Audrey thought that if the bomber had only
been 40 feet higher it would have been able to make it to the emergency landing strip at Friston
near Eastbourne.
A stone memorial was placed at the crash site on 13 May 1995 due to the exceptional efforts of
Kevin Watson and through the backing of the Eastbourne Mayor. Each year a memorial
ceremony is conducted at the crashsite. There is also a small museum in Eastbourne in honor of
this crew. Mr. Watson has compiled a book covering this crew and the crash. It is called “RuthLess and Far from Home.”
66th SQUADRON:
66th Sq., #42-99996, Milliner
Returned later
66th Squadron Crew:
No injuries
MILLINER, WALKER T.
Pilot
Lt.
BENADOM, DALE F.
Co-pilot
Lt.
GRIMES, ARTHUR V.
Navigator
Lt.
CROWDER, J. A.
Bombardier
S/Sgt.
GRIFFIN, DENNIS P.
Radio Oper.
Sgt.
SMITH, BEAUFORD, R.
Eng./Top Turret
T/Sgt.
NABER, JULIUS V.
Belly Gunner
S/Sgt.
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NELLUMS, FRED B.
RW Gunner
S/Sgt.
PASAVANTIS, PETER G.
LW Gunner
Sgt.
DAVES, JAMES F.
Tail Gun
S/Sgt.
Note: Everyone but the pilot and co-pilot bailed out over the coast of England. The pilots landed the aircraft at
Shoreham, Sussex. Julius Naber died on the 29 April 1944 mission.
The two pilots, Milliner and Benedom elected to try to land this seriously damaged plane after
the eight crew members bailed out over the south coast of England. Then the pilots moved the
trim tabs as well as the AFCE (Automatic Flight Control Equipment) in a successful attempt to
save their aircraft by making a rough but safe landing at an airport close by. Their aircraft,
unnamed, was eventually repaired between 21 February to 20 March 1944. Both the #3 and #4
engines were replaced as well as the entire empennage (tail section). Great job of landing a badly
crippled aircraft!
3 February 1944
Essen, Germany
A mission was scheduled this day but was later recalled. However, while the planes were
warming up, all engines running waiting for the green flare, S/Sgt. Hantober, radio operator,
discovered he did not have his mission radio codes. He decided to leave the ship to go to the one
in the next dispersal to get a copy. But in his haste and about dawn, he forgot about those
spinning propellers, ducked out of the bomb bay, and ran directly into the propeller of #3 engine,
killing him instantly.
67th SQUADRON:
67th Sq., #41-29231 J, Thom
THE IMPATIENT VIRGIN
67th Squadron Crew:
Partial crew list
THOM, GEORGE J.
Pilot
Lt.
HANTOBER, MANUEL
ASN 32509732
Radio Oper.
KIA
S/Sgt.
SCOTT, RAYMOND E.
Radio Oper.
T/Sgt.
Brooklyn.
New York
T/Sgt. Raymond E. Scott, radio operator, gave this information, “I was not scheduled this
morning and was in bed when I heard this Jeep right outside of my barracks. An officer rushed
in, told me to get up as I must fill in for an injured radio operator. They hurried me to this
dispersal where the plane and crew were waiting – the others scheduled for the mission were
already airborne. Everyone was pretty shook up, blood scattered around, but Lt. Thom was set
on catching the formation and to complete his first mission. We took off at least one-half hour
behind the others and never did catch them. We flew out over the North Sea alone without ever
seeing anyone and finally had to give up and return to base, much to my relief, as we were most
vulnerable out there alone.”
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5 February 1944
Tours Airdrome, Central France
Fifteen of the 44th BG’s aircraft departed Shipdham at 0700 hours, reached the objective,
bombed and return was at 1430 hours. One 68th Squadron aircraft did not return.
68th SQUADRON:
68th Sq., #42-100181 Z, Bohnisch
STAR VALLEY
MACR #2233
BOHNISCH, CARL A.
ASN 0-735031
Pilot
lst Lt.
KIA, buried Normandy (A-16-30)
Lindsey,
California
GIFFIN, JOHN S.
ASN 0-805903
Co-pilot
KIA
1st Lt.
Schenectady,
New York
EDE, HUBERT J.
ASN 0-729151
Navigator
KIA
1st Lt.
Louisville,
Kentucky
SPINK, HAROLD W.
ASN 0-678399
Bombardier
KIA
2nd Lt.
Lincoln,
Nebraska
LEVERICH, WILLIAM F.
ASN 37224192
Engineer
T/Sgt.
KIA, buried Normandy (B-10-11)
Kansas City,
Missouri
OHLER, BERNARD A.
ASN 13135813
Radio Oper.
KIA
Baltimore,
Maryland
EDGERTON, EUGENE C.
ASN 31281654
Ball Turret
S/Sgt.
KIA, buried Normandy (A-16-5)
Andover,
Connecticut
KLEIN, WARREN E.
ASN 16064248
RW Gunner
S/Sgt.
POW, later returned to base
Detroit,
Michigan
HALL, KENNETH E.
ASN 11114148
LW Gunner
KIA
Haverhill,
Massachusetts
MORIN, JOSEPH E.
ASN 20108691
Tail Turret
S/Sgt.
KIA, buried Normandy (E-20-27)
68th Squadron Crew:
T/Sgt.
S/Sgt.
Easthampton,
Massachusetts
The 68th plane, STAR VALLEY, #42-100181 Z, was shot down by enemy aircraft, which made
very concerted attacks against the Group’s formation. It crashed at St. Leonard en Beauce, near
Blois on the crew’s eighth mission.
Note: St. Leonard en Beauce is in the Loire-et-Cher region of France.
Very little was recorded concerning this loss, including the MACR. The loss was caused by
enemy aircraft, which managed to shoot off part of one wing. The plane went into a spin and
couldn’t recover. Three parachutes were observed to come out and open. As there was only one
survivor who cannot be located, no further information has been found to determine why only he
managed to survived.
Sgt. Keith Nutter from Perry’s crew (see more on this below) stated: “A FW 190 made an attack
straight in on our nose, turned over on his back just as he passed under our left wing, then started
down. As he came back up, I started firing straight down. He went down and with him went the
B-24 which was flying on our left wing. Both seemed to hit the ground at approximately the
same time and place. This fighter had hit our #2 engine and navigator’s compartment and also hit
our wingman (Bohnisch) at the same time on that first pass. Our waist gunner claimed hits as
well.”
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In the 1990s, a chaplain named James A. Marvin from Hillsborough, New Hampshire heard from
a group of French villagers who had additional information on this crash. The following account
was translated from the French by Marvin’s wife:
“St. Leonard in Beauce, Saturday, 5 February 1944, 10:00 German time: After a white frost, the
weather is very calm and the sky very clear. Coming from the east there appeared in the sky at a
medium altitude a very large formation of bombers heading west to return to England. The
significance of this squadron in perfect order made witness to a sight never seen. The rising sun
illuminating under the planes which reflected to earth luminous streaks which moved.
“The inhabitants had gone out into street alerted by the strength of the roaring of the motors of
such quantity of planes and this in spite of the altitude of these last ones. Each one commented
on thinking that the place of the bombing must have been seriously hit.
“Among the group of neighbors where I found myself, a wife of a Spanish lumberman who was
there with his daughters, following a glance at this aerial parade, in terror cried “fire.” All
turning at that moment, flames exiting from the left wing of the one (pair) near the outer motor.
“Several minutes afterward, the aircraft reduced its altitude and a little after a parachute was seen
opening behind the bomber. The fire spreading rapidly one then saw the aircraft start a
downward spiral to the left – the ellipses reducing and in site of the reduced speed, the ground
was soon reached.
“Immediately, a giant black cloud was visible rapidly following a loud explosion. Flames and
smoke were quickly dissipated. The last lines of bombers disappeared to the west when at very
low altitude and at lightning speed, a fighter plane passed several meters from the last houses in
the direction from south to north. Was the pilot the originator of the chute and who went across
to see the result of his shooting?
“Before the last moments, the eyewitnesses put forth some probabilities of where this plane
could have crashed, to the west, passed the village of Sigogne. From afar the people, knowing
the region had seen the impact not far from the farm of Monchaux. All the eyewitnesses of the
unfolding of this catastrophe were certainly impacted by that which they came to see.
“Without hesitating, the mayor, Monsieur Redouin, took his bike and in parting said, ‘It is
necessary to look over the spot immediately.” [I must go to the crash site immediately.]’
“On returning, he indicated that the bodies had been gotten out of the plane with the help of the
people who were there, lined up and covered with their parachutes. The Mayor had taken down
the identity of the flyers of whom the state of the burns made it possible. He asked the people of
the village to stay away and to not let their dogs wander over the place.
“After lunch, we went with the son of the mayor to Sigogne to see the place. The wreckage was
broken up, a motor was pulled off. A propeller was lying rather far away, under the detached
motor and half-buried in the ground. One noticed a brown leather bag under this metallic mass.
The ground was littered with metal, machine gun cartridges, and pieces of wreckage, such as the
small electrical motors used inside this bomber.
“This visit to the place did not last long for we noticed a column of German military come out
from the hamlet of Sigogne where the trucks were parked. With the other curious who like us,
wished to make a report on the place we believed the soldiers at arms coming from Blois.
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“From this moment on, there were no eyewitnesses for the transfer of the bodies or the salvage
of the plane. The victims had been transferred to the cemeteries of Blois. The older students
wanted to help and to decorate the graves, but they couldn’t leave the site.
“The surviving parachutist (Sgt. Warren E. Klein), pushed northeast by the light breeze in the
morning, ended his descent close to the farms of LaCoudraie, south of the Marchenoir Road
from where, at that time, the path to the cow shed went off.
“The airman, after having rolled his parachute, approached the houses and went in by the north
entrance at the Leroux-Genty Farm. The people of the house were not up to date on the events,
and surprised by this presence, had the visitor come in for refreshment, but he accepted only
some milk.
“To leave his name at the French house which he came to enter he discreetly wrote his name on
the back of an almanac taken from a hook on the wall.
The German soldiers from the watch post of Boisseau burst into the house at the same moment.
Madame Leroux treated several wounds on his head. This woman and her son died about 20
years later without having news of the American.”
From the City of Blois Cemetery Service comes this account dated 8 February 1944: “I,
undersigned, Crussy Henri, commander of the Legion of Honor, Mayor of the city of Blois,
certify that: Sunday, 6 February at 3 p.m. the German military authorities carried nine bodies to
the city cemetery. The commanding officer of the detachment declared that it is a matter of nine
servicemen of the American Army Air Corps fallen over the jurisdiction of the community of St.
Leonard in Beauce. After having examined the papers, the German servicemen left the bodies in
the hut located behind the caretaker’s dwelling and sealed it.
“7 February at 5 p.m. Doctor Land of the Field Command at Blois took us to proceed
immediately to identify the bodies and put them in coffins which we did in the presence of a
German military doctor.
“After having removed the seals and opened the door of the hut, we certified that the bodies
carried no distinctive marks, no papers or objects and that only five bodies had a name tag on
their clothing.
“After this operation, we had the bodies placed in the coffins furnished by the German supply
depot on the Avenue Chateaudun. The coffins were closed and numbered, we placed them,
following the orders of the Feldkommandantur, in the public shelter.
“8 February at 10:00 the Feldkommandantur ordered us to pace the coffins in the graves which
had been prepared in the Basse street city cemetery from the west along the outer wall.
“The grave have been numbered from 1 to 9.
“8 February at 4 p.m. A detachment from the German army came to render military honors. Then
we were given orders to fill the graves.”
The letter below dated 21 November 1944 was written by Roger Leroux:
“Dear Friends, On the 5th day of February, 1944 an American plane fell in flames a mile from
here and then exploded. It had been attacked by a German plane. A single airman jumped out in
a parachute, but the nine others were killed and the plane reduced to a scrap heap. The nine
bodies have been interred in the Blois cemetery.
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5 February 1944
“The injured airman who parachuted, landed in a field and was discovered an hour later by our
searching party and brought to our home. He was unable to walk and had a head injury. I do not
believe that he was seriously injured.
“The Germans were on the lookout for the parachutist in the vicinity and found him in our home,
whereupon they took him as prisoner of war to Blois, 25 miles from here. The following day,
according to information received, he recovered from his shock.
“Since he did not leave an address, I have tried various means to get in touch with him, but have
not received an answer. I would greatly appreciate if you could give me some news, that is, if
you have some and I shall gladly give you further details.
“Please accept my expression of sincerity.”
Many years later, Mr. Leroux’s question about the identity of the airman was finally answered
according to information supplied by Mr. Philippe Canonne: “At the end of July, I received a
very touching letter from Mr. Frank M. Komor, the best friend of Warren Klein, the survivor of
the crash. He told me that he encountered Warren when they were both prisoners and that
Warren died on 25 April 1975 of a massive heart attack. He left behind three daughters and two
sons.” Mr. Komor put Mr. Canonne in touch with Nancy Klein, one of Warren Klein’s
daughters.
On 8 May 1945 the city of Saint-Leonard-en-Beauce conducted a memorial service to honor the
memory of these nine airmen who died there. In every subsequent year they have conducted a
ceremony to honor their memory.
67th SQUADRON:
67th Sq., #42-72873 B, Perry
RAGGEDY ANN II
Returned
67th Squadron Crew:
PERRY, JAMES R. Jr.
Pilot
1st Lt.
GASPERONI, RICHARD O.
Co-pilot
Wounded
1st Lt.
WEATHERWAX, ROBERT B.
Navigator
Wounded
1st Lt.
GOFF, MAURICE L.
Bombardier
1st Lt.
SCOTT, RAYMOND E.
Radio Oper.
T/Sgt.
MOSELEY, WALTER H.
Eng./Top Turret
T/Sgt.
NUTTER, KEITH H.
Belly Gunner
S/Sgt.
ROSE, KENNETH W.
RW Gunner
Sgt.
LONDO, MILFORD E.
LW Gunner
S/Sgt.
NABORS, WILLIAM H.
Tail Turret
S/Sgt.
The following data comes from the MACR: “At 1042 this A/C #181 (Star Valley) was observed
hit by enemy fighters. It flew on two or three minutes and went into a roll. The left wing came
off between #1 and #2 engines, and the ship started to burn. Three parachutes were seen.
Lt. Perry wrote: “On the mission to Tours, we were jumped by Me 109s and we were shot up
real bad and the co-pilot had the center of his left hand blown out by a cannon shell which blew
up in the instrument panel. The navigator was slightly wounded. I was barely able to get the
aircraft back across the Channel. I made a forced landing at a fighter field near Maidstone.”
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Note: The fighter field was at West Malling, Kent.
Lt. Gasperoni later recovered, transferred to another base, and continued to fly by making
ferrying supplies to our army in France.
Keith Nutter noted that he was chosen to fly as a substitute ball turret gunner on this mission. He
wrote: “An FW 190 made an attack straight in on our nose. He turned over on his back just as he
passed under our left wing, then started down. He then started flying straight up and I started
firing straight down. He went down and with him a B-24 which had been flying on our left wing.
Both of them seemed to hit the ground at approximately the same place and at about the same
time.
“I always felt I was the one that hit the FW 190, but the waist gunner claimed he hit the fighter
as he passed under our left wing. Being a sub on a strange crew, I made no mention of it.
“On the first pass, the FW put 20 mms into our left inboard engine and one explosive shell into
the navigator’s compartment. It also hit the B-24 flying on our left wing. Our navigator was hit
in the back of the head (Weatherwax) with shrapnel and a portion of the projectile continued
through the A-5 pilot and went through the left palm of the co-pilot (Gasperoni). He lost the
middle finger of the left hand.
“On the trip back, we had one prop windmilling and I believe the other inboard prop was
feathered. We made it to a Spitfire base somewhere in southern England. Ray Scott and myself
ended up with a week’s stay in a rest home in southern England.”
8 February 1944
Watten, France
On this mission all aircraft returned but there was a casualty of a ground crewman after an
emergency landing. A pilot was wounded in another incident.
66th SQUADRON:
66th Sq., #41-29208 D, Milliner
SHOO SHOO BABY
66th Squadron Crew:
No injuries
Returned
MILLINER, WALKER T.
Pilot
Lt.
BENADOM, DALE F.
Co-pilot
Lt.
GRIMES, ARTHUR V.
Navigator
Lt.
CROWDER, J. A.
Bombardier
S/Sgt.
GRIFFIN, DENNIS P.
Radio Oper.
Sgt.
SMITH, BEAUFORD, R.
Eng./Top Turret
T/Sgt.
NABER, JULIUS V.
Belly Gunner
S/Sgt.
NELLUMS, FRED B.
RW Gunner
S/Sgt.
PASAVANTIS, PETER G.
LW Gunner
Sgt.
DAVES, JAMES F.
Tail Gun
S/Sgt.
Airfield controller
Killed
Sgt.
Ground Crew (not 44th Bomb Group):
CROSS, SGT.
ASN 920444
Note: Our records do not include Sgt. Cross’ first name or any additional details on this casualty.
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11 February 1944
Due to damage by enemy, Lt. Milliner ordered the crew to bail out near Manston, Kent. The
pilot and co-pilot remained with the aircraft and made an emergency landing at Manston, Kent
but lost control and hit the control wagon, killing Sgt. Cross, a ground controller. Both pilots
reported to a court of inquiry at Dover, England on 10 February 1944.
It was over a month before the aircraft was ready for combat. All four engines were replaced.
68th Squadron Crew:
68th Sq., #42-100110, Hamyln
NORTHERN LASS
Returned to base
68th Squadron Crew:
HAMLYN, RAYMOND E.
Pilot
Wounded
1st Lt.
ALTEMUS, WILLIAM B.
Co-pilot
Fl. Off.
BELLARD, HAROLD W.
Navigator
1st Lt.
STEADHAM, ROY J.
Bombardier
1st Lt.
SHELTON, JACK R.
Radio Oper.
T/Sgt.
MORTON, WILLIAM G.
Eng./Top Turret
T/Sgt.
MICKEY, JAMES D.
Belly Gunner
S/Sgt.
MAY, ROY P.
RW Gunner
S/Sgt.
GILBERT, ROBERT N.
LW Gunner
S/Sgt.
RUHL, ARTHUR C.
Tail Turret
S/Sgt.
Note: The following members of this crew were KIA on 8 April 1944: Altemus, Bellard, Steadham, Mickey, and
Gilbert.
A return engagement to Watten, France was made today with 28 of the 44th dispatched (7 of
them 67th). Major Jansen, 68th Squadron, was Lead Pilot. The run was made visually but with
poor results. The flak was moderate heavy accurate, with some men in the group being injured.
Enemy fighters were seen but they kept their distance because of the excellent fighter escort our
heavies had. Return to base was at 1130 hours. Lt. Hamlyn, pilot of one of the 68th planes,
sustained a serious facial flak wound, so it was necessary for his co-pilot Lt. Altemus and T/Sgt.
Morton acting as co-pilot to bring the ship back safely.
Lt. Richard Hamlyn had part of his cheek blown away by an explosion of flak that burst on the
flight deck of his aircraft. On the 12th, the Lt. was back from the hospital with a large scar on the
side of his face. The medics did a nice piece of plastic surgery on a very nasty wound.
11 February 1944
Military Installations, Siracourt, France
One man was killed and another wounded on 1st Lt. Cary’s aircraft, HEAVEN CAN WAIT II.
68th SQUADRON:
68th Sq., #42-7507 X, Cary
HEAVEN CAN WAIT II
Returned to base
68th Squadron Crew:
CARY, JAMES G.
Pilot
1st Lt.
LEE, ROBERT L.
Co-pilot
1st Lt.
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CLARK, WARREN J.
Navigator
1st Lt.
McCLENDON, SAMUEL L.
Bombardier
1st Lt.
LONGAN, MYRON H. Jr.
Radio Oper.
T/Sgt.
Milton,
Pennsylvania
MERCER, JAMES D.
Eng./Top Turret
T/Sgt.
Los Angeles
California
TATE, THOMAS M.
Belly Gunner
S/Sgt.
Columbus,
Mississippi
MYERS, RUDY S. Jr.
ASN 18170066
RW Gunner
KIA
S/Sgt.
Lafe,
Arkansas
CONNORS, EDMUND F.
ASN 32501858
LW Gunner
S/Sgt.
Serious Knee Wound
Brooklyn,
New York
CRANTZ, CHESTER F.
Tail Turret
Vulcan,
Michigan
S/Sgt.
A few enemy aircraft were seen but no attacks were pressed home. Flak, however, was much
heavier and more accurate than previously experienced on this target. All six of the 68th
Squadron’s ships were hit by flak, with two casualties resulting in Lt. James Cary’s crew. S/Sgt.
Rudy S. Myers was killed by flak that hit his neck and S/Sgt. Edmund F. Connors sustained a
knee injury.
13 February 1944
Military Installations, Raye-Sur-Authie and Petit Bois Tillencourt, France
The bombing run was a visual attack and the results were quite good. Plenty of continuous
accurate flak was encountered, with many of the Group’s airplanes being hit. The 506th
Squadron had one crewman hit and killed by flak on an aircraft piloted by Lt. Gail W. Larson.
Two others on Larson’s crew were slightly injured.
506th SQUADRON:
506th Sq., #42-7535 U-Bar
PEEPSIGHT
Returned
506th Squadron Crew:
LARSON, GAIL W.
ASN T-10131
Pilot
2nd Lt.
GOLUBOCK, RALPH
ASN 0-742418
Co-pilot
2nd Lt.
PUTNAM, HARRY H.
ASN 0-747139
Navigator
2nd Lt.
EBLER, JOSEPH A.
ASN 0-676580
Bombardier
2nd Lt.
Newark,
New Jersey
SMITH, MYRON L.
Radio Oper.
T/Sgt.
Youngstown,
Ohio
DUNLOP, WALTER E.
ASN 39458474
Eng./Top Turret
T/Sgt.
Seattle,
Washington
TOLLE, JAMES D.
ASN 19059067
Belly Gunner
Slightly injured
S/Sgt.
Yakima,
Washington
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JOHN, GLENN G.
ASN 38236097
RW Gunner
KIA
S/Sgt.
Elm Springs,
Arkansas
SCARBOROUGH, DALE M.
ASN 37469480
LW Gunner
Slightly injured
S/Sgt.
St. Paul,
Nebraska
TRUONO, ALFONSE A.
ASN 12152867
Tail Turret
Slightly injured
S/Sgt.
The damaged plane was landed at Hawkinge at 1600 with no flaps, no brakes or hydraulics after
sustaining four hits by flak. The nose wheel collapsed on landing. One engine was feathered.
Ralph Golubock, the co-pilot, wrote: “The mission was called late in the afternoon on February
13th. I will always remember that date because it was my 13th mission. The mission was briefed
around noon and all I had for lunch was a chocolate bar. We were to hit a target in the Pas de
Calais area – a milk run. I believe that only the 14th combat wing flew this mission. After
takeoff and the usual milling around during form up, we headed toward northern France.
“The mission was strictly routine until we were on our bomb run when we were badly hit by
flak. The burst was just to our starboard and was level and visible. We immediately lost #3,
which we feathered. There was also damage to #4, but we kept it running, but could not pull full
power. Upon assessing battle damage, and being able to hold some sort of course, we headed
toward England, gradually losing altitude. The gunners in the back began calling in to tell us of
their casualties. We discovered that Sgt. John was badly hit at the right waist position. Several
others received minor wounds.
“At this time, we felt that we could reach England all right, but we could never return to
Shipdham. We were gradually losing altitude and had very little left when we hit the coast of
England. We had to find a place to land at once. No thought was given to bailing out because of
the wounded. When we were down to less than 1,000 feet, we suddenly saw a small grass fighter
base.
“Gail immediately headed for the field while I tried to pump down the wheels and flaps. I got the
wheels down but not the flaps. We were headed straight at the field at closer to 200 mph, when I
noticed an RAF amphibian on the runway preparing to take off. Apparently, he saw us because
he immediately cleared the runway. None too soon – we touched down at high speed and both
Gail and I got on the brakes. With #3 out we had only one shot at the brakes, so we just locked
them and eventually came to rest in a revetment used by the Spitfires on the base. We
immediately evacuated the aircraft but Gail noticed that #4 engine was on fire. We grabbed a fire
extinguisher as he went out the top hatch. We went out on the port wing onto the wall of the
revetment and Gail began applying foam to #4. About that time, the British fire engines arrived
and put out the fire.
“We then proceeded to open the rear hatch to check on the men in the rear. Unfortunately, Sgt.
John was already dead. One of his legs was completely blown off. We spent the night at this air
base called Hawkins. The next day we were taken to Manston and were flown home.”
Myron Smith wrote: “The raid was on the buzz bomb installations in the Pas de Calais area. We
were hit with flak, which resulted in the right waist gunner, Glenn G. John, being killed. The left
waist gunner [Scarborough] and tail gunner [Truono] were wounded. Our number one and four
engines were out with the propeller on number four windmilling. The hydraulic system was shot
out.
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“We managed to make it back to the English Coast and landed the plane, PEEPSIGHT, on a
grass Spitfire base at Hawkinge. This was the last combat mission for PEEPSIGHT. It was later
repaired and used as a cargo plane. Our crew was picked up at Manston about four or five days
later and flown back to Shipdham. I believe it was Jim Clements who flew us back. After this
raid, I was grounded and subsequently worked in the Squadron Office as C.Q. and mail clerk.
20 February 1944
Ochersleben and Helmstedt, Germany
The weather was severely cold over all of Europe with snow covering the ground both at the
target and on the base. Two targets of opportunity were hit because the primary at Halberstadt,
which was scheduled for bombing by PFF equipment, malfunctioned. Slight but fairly accurate
flak was encountered over the two targets, coupled with attacks by enemy aircraft, led to two of
our planes being MIA. One each was lost by the 66th and 506th Squadrons.
66th SQUADRON:
66th Sq., #42-64166 A, Decker
BIG FAT BUTTERFLY
MACR #2449
66th Squadron Crew:
Entire crew KIA
DECKER, DONALD R.
ASN 0-204424
Pilot
KIA
1st Lt.
Jamaica,
New York
JORGENSEN, ROY G.
ASN 0-679073
Co-pilot
KIA
2nd Lt.
Cozard,
Nebraska
LIDDELL, JAMES M.
ASN 0-807917
Navigator
KIA
2nd Lt.
Columbus,
Ohio
GATENS, FREDERICK B.
ASN 0-672946
Bombardier
KIA
2nd Lt.
Brooklyn,
New York
ELKIN, ALTON M.
ASN 38132105
Engineer
KIA, buried U.S.A.
T/Sgt.
Ft. Worth,
Texas
NOWAK, ANDREW B.
ASN 35326545
Radio Oper.
KIA, buried U.S.A.
T/Sgt.
South Bend,
Indiana
CROCKER, JOHN L. Jr.
ASN 34430758
Ball Turret
KIA
S/Sgt.
Charlotte,
North Carolina
ALBINE, ROBERT L.
ASN 13087450
RW Gunner
KIA
S/Sgt.
Connellsville,
Pennsylvania
BALCA, MICHAEL J.
ASN 15070162
LW Gunner
KIA
S/Sgt.
Akron,
Ohio
BETHKE, ELMER J.
ASN 16077154
Tail Turret
KIA
S/Sgt.
Muscoda,
Wisconsin
Note Decker and Albine were veterans of the 1 August 1943 Ploesti raid.
1st Lt. Donald R. Decker was the pilot of BIG FAT BUTTERFLY but little is told in the MACR
about it. “#166 was last seen about one hour after bombs away – 1428 hour. One engine was
smoking and it was with a formation below and behind the 44th BG’s.” Nothing more.
Only the engineer, Alton M. Elkin, and radio operator Andrew B. Nowak, were reported killed
by the German officials during the war. The other eight were determined dead after the war in
U.S.A.’s investigations. These eight were returned and buried in a common grave at: Grave 242,
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Section I, National Cemetery, Louisville, Kentucky. These men were S/Sgt. Robert L. Albine,
S/Sgt. Michael J. Balca, S/Sgt. Elmer J. Bethke, S/Sgt. John L. Crocker, Jr., 1st Lt. Donald R.
Decker, 2nd Lt. Frederick B. Gatens, 2nd Lt. Roy G. Jorgensen, and 2nd Lt. James M. Liddell.
Note: Elkin, Nowak, Balca, and Bethke were on the crew of Lt. Bickerstaff when they crash-landed near Cromer
on 13 Nov. 1943.
This aircraft crashed east of Koblenz and 40 miles west of the target, near Dierdorf and the
village of Sessendorf. Three bodies were found in the aircraft at the crash site. One additional
body was found in the tail section, which came down on the Kohl/Frankfurt Highway. This
crewman could have been Bethke.
506th SQUADRON:
506th Sq., #42-100373 Y, Rawson
MACR #2421
506th Squadron Crew:
RAWSON, FREDERICK H.
ASN 0-802783
Pilot
POW
2nd Lt.
Erie,
Pennsylvania
LEWIS, JAMES R.
ASN 0-684010
Co-pilot
POW
2nd Lt.
San Angelo,
Texas
JOHNSTON, WILLIAM P.
ASN 0-738559
Navigator
2nd Lt.
KIA, buried Margraten (H-12-9)
Kansas City,
Missouri
RICHARDSON, WILLIAM G.
ASN 0-752643
Bombardier
POW
Portland,
Maine
McCOY, RICHARD J.
ASN 12165291
Engineer
S/Sgt.
KIA, buried Margraten (L-14-16)
Jersey City,
New Jersey
READER, GERALD E.
ASN 16154446
Radio Oper.
POW
S/Sgt.
Fond Du Lac,
Wisconsin
WINFREE, JULIAN E. Jr.
ASN 34431710
Ball Turret
KIA
Sgt.
Greensboro,
North Carolina
HOFFMAN, JOHN B.
ASN 18063734
RW Gunner
POW
Sgt.
Longview,
Texas
SHULTZ, ROBERT E.
ASN 33442877
LW Gunner
KIA
Sgt.
Staunton,
Virginia
WAPENSKY, RUSSELL A.
ASN 13056108
Tail Turret
Sgt.
KIA, buried Ardennes (D-21-17)
2nd Lt.
Laneford,
Pennsylvania
The second aircraft and crew lost on 20 February was that flown by 2nd Lt. Frederick H.
Rawson. The MACR states that, “At 1350 hours, A/C #373 was seen hit by flak, #4 engine was
smoking. A/C fell back and became a straggler. Between 1405 and 1410 hours, the ship was
attacked at least four times by one Me 109. No chutes observed.”
S/Sgt. Gerald E. Reader, radio operator, was able to add his recollections, “We were on our first
mission and were put in formation as Tail-end Charlies [in the first section]. Our target was
Helmstedt. We got our bombs away and were leaving the target area when flak got one right
engine. The rest of our formation was leaving when the Me 109s showed up. I shot flares to alert
our fighter cover, but they were all busy. One Me 109 hit us in the tail and set that section on
fire. Our tail gunner, Russ Wapensky, was burned. His chute, which was just outside of his
turret, was damaged and partially burned.
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“Co-pilot Lt. Lewis got up from his seat and motioned for us to get out. Engineer Dick McCoy
then bailed out from the front. I don’t know what happened to him. Our waist gunners, Winfree
and Schultz bailed out from the rear, followed by Sgt. Hoffman, ball turret gunner. Wapensky
then came forward looking for a spare chute to replace his damaged one. Lt. Lewis got
Wapensky on his back and jumped out, both hanging on to each other. But when the chute
opened, Wapensky was torn loose and fell to his death. I, then, went out from the front, too. Both
our navigator and bombardier were in the nose so I don’t know what happened to them or what
took place there.
“Lt. Rawson, Lt. Lewis, Lt. Richardson, Sgt. Hoffman and myself are all that came down alive
as far as I know. I don’t know if Winfree got out of the plane or not.
“We landed near Odessa, were taken to Bad Hamberg, then on to Frankfurt for interrogation, etc.
However, our crew was not together as Hoffman went to the hospital and I didn’t see the others
again. I ended up a POW at Heidakrug, East Prussia.” The bombardier, Lt. William Richardson
adds even more, “I was not their regular bombardier – he was unable to fly this day and I was
substituted from my regular crew. Our briefed target was Helmstedt, but the primary target for
most of the 8th AF was Liepzig. Helmstedt, as I recall, was a diversionary target. We were
supposed to fly over the target at 13,000 feet, and thereafter climb to 18,000 on the return
journey.
“All went well until we reached our destination. There we encountered heavy anti-aircraft fire
and at least one of our engines was knocked out. Any other damage caused by the flak I was not
aware of. Our bombs were dropped. After passing over the target, the formation started their
ascent to the new altitude. In our crippled condition, we were unable to keep up, and gradually
fell behind, until we were all alone.
“Shortly after that, several enemy fighters moved in and shot the hell out of us. A FW 190 flew
up, right in front of my turret, so close I could look right into the pilot’s face – moments you
don’t forget! Had my guns been operating, I could have given him a bad time, but they were out
– as was most everything else in our aircraft.
“I didn’t hear any bail out order, but was sure it was getting near that time. My intercom was out.
I couldn’t open the door to the turret but the navigator (Lt. Johnston) opened it for me. Had he
not done that, I would have been casualty #6. At this point, the B-24 was in a pretty violent
attitude and heading down. Lt. Johnston went out through the nose wheel door and I followed.
At that time I didn’t know the fate of the rest of the crew or if anyone was still on board.
“It was sort of open country and farmland where we came down. I landed in high brush and had
hardly extricated myself when arms-bearing “natives” appeared and escorted me to a group
several hundred yards away – Lts. Rawson and Lewis, a badly wounded ball turret gunner
[Winfree], and one other crewman. The navigator Johnston was there, but dead as his chute was
unopened!
“I have enclosed a copy of a letter prepared by Lt. Rawson recommending Lt. Lewis for a Silver
Star. Outcome unknown.”
In part it states, “The rudder controls were shot out, the elevators jammed, the whole tail section
set afire, and the tail gunner severely injured and his flying suit set afire. On the second pass, the
left (waist) gunner was killed and the right gunner and ball turret gunners were severely injured.
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The order to bail out was then given and the right waist gunner, ball turret gunner, navigator and
bombardier parachuted out.
“As Lt. Lewis prepared to leave the aircraft, he noticed that the quick release mechanism of the
pilot’s flak suit was jammed. He paused to tear off the flak suit of the pilot who was fighting to
maintain control of the aircraft; he retrieved the pilot’s parachute from behind the armor plate
and buckled it on him. As Lt. Lewis entered the bomb bay, he saw the wounded tail gunner on
the catwalk. His suit was still on fire and his parachute had been riddled by 20-mm shells.
Pausing again, Lt. Lewis dragged the injured tail gunner [Wapensky] onto his back and dived out
the bomb bay. When the parachute opened, the tail gunner’s hold was loosened and he fell to the
earth and was killed.”
66th SQUADRON:
66th Sq., #42-100285 J, Talbott
Crash-landing
66th Squadron Crew:
TALBOTT, DAVID R.
Pilot
Lt.
CLAUSEN, LEMOINE H.
Co-pilot
Lt.
GOLDMAN, ARTHUR
Navigator
Lt.
MORIARTY, CLIFFORD F.
Bombardier
Lt.
SWICK, RAYMOND E.
Radio Oper.
T/Sgt.
CLAUSEN, GEORGE A.
Eng./Top Turret
T/Sgt.
Injured, hospitalized
HADDOCH, SAMMY
Ball Turret
WERNING, ROBERT T.
RW Gunner
S/Sgt.
Injured, hospitalized
GASSER, HERMAN C.
LW Gunner
S/Sgt.
SYMPSON, CECIL H.
Tail Turret
S/Sgt.
S/Sgt.
Note: This aircraft was totally wrecked when it crash-landed near Ipswich, England. Lt. Talbott’s crew was lost
later on 15 March, 1944 while on another mission. Lts. Goldman and Moriarty were KIA. Clausen and Werning
were hospitalized after this crash and were not part of the crew when it was lost.
On the return from this mission of the 20th, one 66th Squadron aircraft crashed, luckily without
loss of life. Sgt. Herman Gasser, waist gunner, briefly explained, “We were on the deck coming
back over England. We lost power suddenly, hit three trees and crashed into a potato field. Our
plane was totally wrecked.” Crash-landing site reported near Ipswich at Holbrook, Suffolk.
From the S-3 Narrative of Operations: “No fighter support was observed from the I.P. until after
leaving the target area, where the group was joined by P-47s, who furnished excellent fighter
escort for the remainder of the way out. One aircraft, #373 (Rawson), straggled after being hit by
flak in the target area and was last seen to go into the cloud cover approximately 45 minutes after
leaving the target area.
“Lead bombardier’s narrative [Joseph J. Young, Captain, Air Corps, Group Bombardier]:
Bombing approach and run: The wing was north of the briefed course and no well-defined I.P.
was seen due to snow on the ground. After the lead group dropped their bombs on a target of
opportunity, a flare was fired and the I.P. code word was employed. It was impossible for this
group to drop their bombs on the same target, so after a sharp right turn, the city of Oschersleben
was picked for a target by this group. The bombing run was made on automatic pilot on a
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heading of 160 degrees and was approximately 50 seconds long. There was no enemy opposition
on the run. The rail junctions were used as an aiming point.
“The second and third sections dropped their bombs on the city of Helmstedt. After seeing the
flare signals, the section lead bombardiers noticed that the group was on the briefed heading with
a town ahead that resembled the briefed target. The bombing runs were made with manual pilot,
on a heading of 60 degrees with no enemy interference to either section. Bombing was done by
sections on individual section leader.
“Results of Bombing: Fires were seen in the center and edges of both targets. A large explosion
was seen in Oschersleben with smoke rising several thousand feet into the air.”
The following account comes from an unidentified family member of one of the crew: “The
crash site is exactly the same now as it was in 1944, apart from the hedge (removed) and the
smashed pole that was replaced. The open field was about one and a half miles long and 400
yards wide. Lt. Talbott almost made this field. A few gallons of fuel more and he would have
made this large opening where the damage to the plane could have been minimal.
“The B-24 clipped treetops as it came down, it then struck and smashed a telegraph pole before
hitting the ground then slowing down to face the way it came in (out of fuel) in the open field.
“As the B-24 rapidly lost power and altitude shortly after crossing the English coast on return
from bombing Helmstadt, eastern Germany, my father recalls hearing Dave Talbott, the pilot,
shouting: “Find me a field! Find me a field!” He occasionally commented what a good pilot
Dave Talbott was, often flying the four-engined bomber more like a fighter.”
George Clausen, the engineer, remembers being in the middle of the B-24s bomb bay with tree
branches scraping along the underside of the barely flyable aircraft. Just as he reached the flight
deck, they hit the ground and the top turret fell on his hips. He and Robert Werning (waist
gunner), who was also badly injured, were taken to a nearby air base hospital (Raydon airfield,
near Ipswich, 353rd Fighter Group). The other eight crew members were brought to
“Woodlands” where they were cared for by the Rodwell family before being transported back to
Shipdham airfield, Norfolk.
Ian Hawkins, who was five years old at the time, was a witness to this crash-landing: “In recent
years I have learned from a variety of sources some of the missing details concerning Lt.
Talbott’s crash-landing in February 20, 1944. I vividly recall going inside the wreckage of the
two halves of the B-24 fuselage, sitting in the tail turret – the prospect (Plexiglas) was badly
broken, seeing long belts of 50 caliber ammunition, and keeping one for a souvenir. Seeing and
smelling the incredible number of thin plastic-coated (different colors) electric cables,
connections going along the whole length of the fuselage; the oxygen bottles, etc. The wreckage
of the B-24 was hauled away through my home village of Freston on low-loaders and taken to
the huge wrecked aircraft dump at USAAF Woodbridge, via Ipswich.”
22 February 1944
Gotha, Germany
This Washington’s Birthday mission eventually had to be recalled due to the snow and severe
weather conditions that hindered assembly as well as the formations as they were passing over
Holland and approaching the German border.
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T/Sgt. Kipnes, radio operator on Lt. Mercer’s plane, stated, “Our element of three ships flew into
a heavy cloudbank. When we came into the clear later, both of our wing ships were gone. We
later heard that they were hit by eight FW 190s and went down...” Both planes were from the
67th Squadron.
67th SQUADRON:
67th Sq., #42-72865 F-Bar, Evans
F FOR FREDDIE
MACR #2420
67th Squadron Crew:
EVANS, EARL A.
ASN 0-677250
Pilot
POW
2nd Lt.
Ft. Worth,
Texas
SWANK, CLIFFORD W.
ASN #0-807076
Co-pilot
POW
2nd Lt.
Kansas City,
Missouri
PINKUSSOHN, LEWIS A.
ASN 0-673942
Navigator
POW
2nd Lt.
New York City,
New York
FLAUGH, HAROLD E.
ASN 0-681534
Bombardier
2nd Lt.
KIA, WOM Henri-Chapelle
Winterset,
Iowa
DEAL, JOSEPH C.
ASN 13156210
Engineer
POW
S/Sgt.
Wilkinsburg,
Pennsylvania
JACKSON, MYRON G.
ASN 35519315
Radio Oper.
POW
S/Sgt.
Chagrin Falls,
Ohio
SIMON, OSCAR
ASN 35255212
Ball Turret
POW
Sgt.
Evansville,
Indiana
BRITT, JOHN O.
ASN 12169672
RW Gunner
POW
Sgt.
Buffalo,
New York
WILD, EDWARD C. Jr.
ASN 11040487
LW Gunner
POW
Sgt.
Shelburne,
New Hampshire
PUTNAM, THOMAS A.
ASN 14138447
Tail Turret
POW
S/Sgt.
Columbus,
Georgia
2nd Lt. Clifford W. Swank, co-pilot of this aircraft, briefly explained, “Due to the heavy damage
to the plane, (inflicted by these enemy fighters) we were forced to bail out. We landed near
Wesel, Germany.
“We were all accounted for and uninjured except for our bombardier, Lt. Harold E. Flaugh, of
Winterset, Iowa. No trace was ever found of him during or after the war! When I did get back
home, I visited the parents of Lt. Flaugh [in Iowa in 1945].”
Mr. P. Pouwels, of Elshout, Netherlands sent me this information: “I made inquiries about
Harold E. Flaugh. According to the information I received from the authorities of the U.S.
Cemetery, Margraten, Flaugh is listed as MIA. His name is chiseled in a memorial wall on a U.S.
cemetery in Henri Chapelle, Belgium. I am still searching for the exact location of the crash of
B-24 #42-72865.”
Note: The crash site was finally established to be in the Elshout area near Bokhoven, Belgium.
67th SQUADRON:
67th Sq., #42-100402 M-Bar, Fish
MACR #2422
67th Squadron Crew:
Entire crew KIA, all on WOM, Cambridge
FISH, GEORGE E.
ASN 0-803799
Pilot
2nd Lt.
KIA, WOM Cambridge
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SHERIDAN, CHARLES M.
ASN #0-401892
Co-pilot
2nd Lt.
KIA, WOM Cambridge
Clarion,
Pennsylvania
STAIB, HENRY T.
ASN 0-808172
Navigator
2nd Lt.
KIA, WOM Cambridge
Renova,
Pennsylvania
JEFFS, ROBERT H.
ASN 0-681994
Bombardier
2nd Lt.
KIA, WOM Cambridge
Denver,
Colorado
MAY, GORDON L.
ASN 15102491
Engineer
S/Sgt.
KIA, WOM Cambridge
Cannelton,
Indiana
MASCI, PETER J. Jr.
ASN 32635601
Radio Oper.
S/Sgt.
KIA, WOM Cambridge
Middleton,
New York
CORSILLI, GENE
ASN 32466223
Ball Turret
Sgt.
KIA, WOM Cambridge
Guttenburg,
New Jersey
ROGERS, FRED B.
ASN 37235533
RW Gunner
Sgt.
KIA, WOM Cambridge
Carthage,
Missouri
SWETLIK, WILLIAM M.
ASN 16133615
LW Gunner
S/Sgt.
KIA, WOM Cambridge
Eau Claire,
Wisconsin
SZABO, PAUL A. Jr.
ASN 36113560
Tail Turret
Sgt.
KIA, WOM Cambridge
Dearborn,
Michigan
The second aircraft lost on the 22nd was that piloted by Lt. George E. Fish. Almost nothing is
recorded or known concerning this plane and crew. As S/Sgt. Kipnes stated above, this plane
was the other wingman that disappeared in the heavy clouds and was not seen again. But unlike
the plane above of Lt. Evans, there were no survivors. In fact, all ten men on board this plane are
listed on the Wall of the Missing – not one crewman was ever found. It seems reasonable to
assume that this airplane went down in the North Sea, either ditched or was shot down. This was
only the third mission for this crew.
24 February 1944
Gotha, Germany
This was a very successful mission with excellent bombing results as the 44th BG led the 14th
Combat Bomb Wing. T/Sgt. Kipnes made this evaluation: “Enemy fighters were with us all the
way into and out of the target. We fought off at least 40 fighters. Attacking planes were Me 109s
and FW 190s. But our formation was tight and few could break through.” However, the 44th BG
did have two losses – one each by the 66th and 68th Squadrons.
66th SQUADRON:
66th SQUADRON:
66th Sq., #41-29148 B, Etheridge
MACR #2923
66th Squadron Crew:
ETHERIDGE, HAROLD E.
ASN 0-799359
Pilot
POW, injured
2nd Lt.
Woodleaf,
North Carolina
LEWIS, WARD B.
ASN 0-806471
Co-pilot
POW
2nd Lt.
Kiowa,
Kansas
BUECHSENSTEIN, JOHN L.
ASN 0-739538
Navigator
2nd Lt.
KIA, buried Lorraine (B-20-9)
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HALL, KENNETH R.
ASN 0-671350
Bombardier
POW
2nd Lt.
Yonkers,
New York
AMBLER, JAMES S.
ASN 39107032
Engineer
POW
T/Sgt.
San Jose,
California
NABLO, PAUL D.
ASN 12207382
Radio Oper.
POW
T/Sgt.
No. Tonawanda,
New York
HAWKINS, SIDNEY E. Jr.
ASN 14125350
Ball Turret
S/Sgt.
POW, injured by Germans
Inman,
South Carolina
STUBBS, ERSKINE H.
ASN 34196076
RW Gunner
POW, injured
S/Sgt.
Lumpkin,
Georgia
BABBITT, BERTRAM T.
ASN 12146313
LW Gunner
POW
S/Sgt.
Brooklyn,
New York
ROLAND, FRANK C.
ASN 13154821
Tail Turret
POW
S/Sgt.
Philadelphia,
Pennsylvania
The MACR states in part, “At 1331 hours, A/C #148 was seen to be hit by enemy aircraft. It
began to straggle and became a victim of concentrated attacks by the enemy. #4 engine was
smoking and aircraft lagged farther behind, losing altitude. #4 and #2 engines burst into flames
at 1334 hours and seven chutes opened. It crashed at 1354.” The aircraft crashed 800 meters west
of Dippach, 200 meters west of the Dippach/Simmershausen road, 20 kilomenters east northeast
of Fulda.
The MACR also included a statement made by the engineer, Sgt. Ambler, “All but one of us
bailed out. About 5 minutes past the target, we got orders to bail out. Paul Nablo went out first,
then Lewis, followed by me. Our plane hit the ground about 50 yards from us. The Germans said
one man remained in the crashed plane in the nose section...”
Pilot Lt. Etheridge stated that, “While on the bomb run, at an altitude of about 20,000 feet, a few
minutes before bombs away, the aircraft received considerable damage from antiaircraft fire. The
two right engines were knocked out, the right horizontal stabilizer was badly damaged, and there
was other undetermined damage in the bomb bay which prevented releasing the bombs by either
normal or emergency systems when we passed over the target.
“Consequently, the remainder of the formation quickly pulled away from us as soon as they
dropped their bombs. Almost immediately, we came under attack by about a dozen German
aircraft. The crippled condition of our aircraft soon made it apparent that when enemy fighters
began an attack, our best defense was to fire our longer range .50-caliber machine guns from as
stable flight as I could maintain, until the enemy fighters were close enough to effectively fire
their shorter range .303-caliber guns. At that moment we would take abrupt evasive action. This
evasive action consisted of diving, banking, skidding, and slipping our aircraft in as violent and
erratic manner as possible.
“These maneuvers were repeated for as long as we were under attack – two or three times with
such violence that one or more bombs broke loose and clattered out of the bomb bay. I thought
the aircraft was breaking up on these occasions.
With two engines inoperative, we were losing altitude rapidly while performing these
maneuvers, and after passing over a low range of hills, we approached a higher range ahead
which we could not clear. At this point I ordered the crew to bail out. We were still under fighter
attack, and as the tail gunner, Sgt. Roland, was crawling forward to the waist to be in position to
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bail out, he was thrown completely out of the plane through the open camera hatch when I made
an abrupt diving, twisting turn.
“Normally, all of the crew members are belted down except the two waist gunner, who must
stand beside an open window on either side of the plane and hold the butt of a .50 cal. gun,
which is mounted on a post in the window. These two men are not belted in as they must stand
and move around in order to fire the guns. Therefore, they were being thrown around like
popcorn in a popper during my evasive maneuvers.
“After bailing out, I landed on the side of a mountain and soon saw Sgt. Stubbs, my waist
gunner, lying behind a log about a hundred yards above me. I climbed up to where he was and
asked if he was injured. He said he hadn’t been wounded but that he was afraid his neck or back
was either cracked or broken because it hurt so badly. I asked if it was due to landing hard in the
chute (I had fractured my right leg on landing because my chute had not fully opened and
assumed the same thing might have happened to him.) But he said it had happened when he had
struck the top of the aircraft with his head a couple of times while being thrown about.
“We were captured a few minutes later by armed citizens from a village nearby. They were quite
abusive and made life miserable for Sgt. Stubbs because he could not raise his arms in surrender.
“The walk to the village over rough ground covered with several inches of snow, was obviously
very painful for Stubbs. Each time he slipped or stumbled he could not refrain from exclaiming
in agony. We had to stop several times to allow him to get himself together to go a little farther.
”After we got to the village, I was taken to the dispensary where my leg was splinted, and did
not see Stubbs again until that night when we were locked up along with two others of our crew.
During the night, he spoke of having stiffness and severe pains in his neck and back. Next
morning we were taken to the city of Eisenach, and during the day we were sent to different
POW camps.”
S/Sgt. Erskine H. Stubbs, this waist gunner, added, “The 24th of February, 1944 at times seems
like only yesterday; at other times it is like a lifetime ago. There’s no way to forget it – only
some parts of it.
“To the best of my knowledge, #3 engine propeller was running away and wouldn’t feather. #4
engine was on fire and the right tail section was almost gone. We were under very heavy fighter
attacks. My position was right waist so I don’t know about the #1 and #2 engines. The fighters
literally ate us up. I am sure our aircraft accounted for either 4 or 5 German fighters, so all was
not lost in vain.
“Our navigator, Buechsenstein, was KIA but I never could get the details. The Germans had
different stories. We don’t know if his parachute didn’t open, if he was strafed in his parachute,
or was in the crash itself. The rest of the crew parachuted and were POWs for the remainder of
the war. To my knowledge, the pilot and I were the only ones who were injured.”
T/Sgt. Paul Nablo confirmed statements made above, “I recall we had flak hits on two engines,
one out and one running away that could not be feathered. Then fighters shot away the right
vertical stabilizer, making it impossible for our pilot to keep the plane flying, so told us to get
out. I was not wounded but received facial cuts from being thrown around on the flight deck – I
was the radio operator.”
Konrad Rudolph, a German war historian from Homberg, West Germany, sent this information,
“I have found an eyewitness to this crash in the Dippach-Simmershausen area. A woman, who at
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24 February 1944
that time was a sixteen year old girl, was at a camp for ‘B.D.M.’ (girls from the Hitlerjugend) in
the Rhon-Hills. The plane crashed near her camp. She saw some parachutes coming down and
ran to that crash area. Some German policemen and men from the ‘Land-wacht’ captured the
airmen, and were rounding them up.
“However, one of the American airmen was very badly injured. A policeman said that perhaps
when the airman jumped from the airplane, he was struck by a propeller or was thrown against
the plane, (tail section, etc.) as he had one arm and one leg torn or sheared (almost) completely
loose from his body, and was unconscious. One policeman suggested that they shoot him to end
his suffering, but the Burgermeister from the village said ‘No’. But this policeman still wanted to
kill him as he said these “Terror-flyers” had bombed his home in Kassel and killed his family.
“While these two men disputed the airman’s fate, another crewman came up, carrying his
parachute. His presence apparently threatened the policeman, as he then left the wounded man.
But in a few minutes this wounded airman died of his terrible injuries.
“The name of this witness is Mrs. Ludwig.”
Sidney Hawkins wrote: “I landed in a tree and with little injuries. So I cut myself free from my
chute and fell to the ground. As the ground was covered with snow, I assumed the snow would
help break my fall. But there was little snow so I injured my back. I still suffer from that injury.
Later, I was captured by German Brown Shirt kids who hit me in the face with a rifle butt, losing
most of my teeth.”
Harold Etheridge wrote: “Fields was ball gunner on my crew. On the mission before we were
shot down (13 February 44). Fields’ feet were frozen, frost bitten, etc. I took Fields to the
hospital when we returned to base, so he wasn’t on the crew when we were shot down. I didn’t
see Fields again. Another 44th POW gave me info on Fields.”
Alfred McDonnell (on Jack Thames’ crew) wrote: “Harold Etheridge and crew were flying on
our right wing on that mission over Gothia, Germany when fighter plane came through and
knocked them out. As they went down, we counted the chutes that came out and all ten made it.
About two months later, we heard they were all taken prisoners of war. From my ball turret that
morning, I counted 45 chutes in the air. I am sure there were more for we lost a number of planes
that day.”
68th SQUADRON:
68th Sq., #41-24225 T, Bell
FLAK ALLEY
MACR # 2922
68th Squadron Crew:
BELL, PHILLIP W.
ASN 0-742832
Pilot
POW
2nd Lt.
St. Joseph,
Missouri
KING, JAMES L.
ASN 0-681117
Co-pilot
KIA
2nd Lt.
Parksville,
Kentucky
SCHROEDER, JAMES A.
ASN 0-678513
Navigator
POW, repatriated
2nd Lt.
Pittsburgh,
Pennsylvania
HALL, GEORGE W.
ASN 0-686193
Bombardier
POW, injured
2nd Lt.
Ann Arbor,
Michigan
FREEBURGH, CHARLES H.
ASN 14150973
Engineer
POW
S/Sgt.
Philadelphia,
Mississippi
MILILLO, ANTONIO
ASN 31158071
Radio Oper.
S/Sgt.
KIA, buried Ardennes (A-24-16)
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HAMMONTREE, JAMES A.
ASN 14161472
Ball Turret
KIA
Sgt.
Paiton,
Georgia
HAYNES, WILEY W. Jr.
ASN 34572318
RW Gunner
Sgt.
KIA, buried Ardennes (A-21-9)
Gainsville,
Georgia
SULLIVAN, KENNETH E.
ASN 35562810
LW Gunner
KIA
S/Sgt.
Hammond,
Indiana
GLEASON, ROBERT J.
ASN 13049367
Tail Turret
KIA
Sgt.
Washington,
Dist. of Col.
Note: This aircraft crashed near Pferdsdorf, Germany.
The MACR includes the following information: Just after the target this aircraft was caught in a
prop wash and fell out of formation, with two props on one side running away. Enemy aircraft
immediately concentrated their attacks on this plane and it began to straggle. Much of the
damage to the aircraft was to the left side. Sgt. Kenneth Sullivan, left waist gunner, was seriously
wounded as well. Sgt. Wiley Haynes was told to contact the others in the rear of the ship and
then to bail out. This he did but he was so badly wounded that he died soon after landing.
About 1330 hours and 21,000 feet, five minutes flying time south of Gotha, crew bailed out. Six
parachutes were seen to come out of this aircraft before it exploded. The pilot, Lt. Bell, knew of
eight men bailing out, but only four of them survived. Lt. Bell said that he had been told that all
of his men had jumped prior to his leaving the ship, but later was told that Sgts. Hammontree and
Gleason, both from the rear of the plane, did not jump. However, in another portion of the
MACR it states that both Gleason and Hammontree did bail out (or were blown out by the force
of the explosion) but too soon as both men were dead before getting down to the ground. (The
MACR reported that Gleason and Hammontree froze to death.
Lt. George W. Hall, bombardier, and Lt. Schroeder, navigator, bailed out of nose wheel door;
Sgt. Charles H. Freeburg bailed out of bomb bay doors. James L. King, co-pilot, bailed out, but
was wounded by a 20-mm shell and died a few minutes after hitting the ground. He had had
three previous missions. Sgt. Sullivan was seriously injured, captured as soon as he hit the
ground, was taken to a schoolhouse near Gotha, but died soon afterwards in a hospital. It was his
second mission.
Radio operator Milillo was only slightly injured at the time that he bailed out, but his chute did
not open or he failed to pull his ripcord soon enough. He died on the ground.
Lt. James A. Schroeder, navigator, was badly wounded, bailed out and was later repatriated by
the Germans back to the U.S. about 25 September 1944.
Four from this crew were buried temporarily in the Pferdsdorf/Rhon Cemetery:: Lt. James L.
King (grave #202), Sgt. Anthonio Milillo (grave #203), Sgt. James A. Hammontree (grave
#204), and Sgt. Wiley W. Haynes, Jr. (grave #205).
Their plane, the famous “Flak Alley”, with 41 previous missions successfully completed, crashed
in a small village south of Gotha, Germany.
Lt. Schroeder reported that he could not run due to seven holes in his back. Freeburgh tried to
escape and the last glimpse Schroeder had of him he was running and his helmet flaps were
flapping. Schroeder said that Hall, the bombardier, was wounded in both eyes, probably from
shards of steel from exploding shells. He lost one eye, but the other was saved by a German
doctor, who used magnets to remove slivers of steel from it. Lt. Hall died many years ago.
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Schroeder said that this crew had been up five times, but had only two missions credited. Just a
couple of days earlier they had aborted, in Flak Alley, when the props ran away. On this mission,
they went over the target but when swinging around to return, two engines on the same side had
the props run away again. The pilots tried to counteract this strong torque with all their strength
but could not do so, fell out of formation, and apparently were attacked by fighters, finishing
them off.
Schroeder was caught by civilians and farmers who started to beat him with pitchforks. He
started to resist but decided to appeal to them with sign language and assure them he had no
weapons and they then took him prisoner. Shortly after Lt. Schroeder parachuted safely, a
German citizen, Mr. Irbrukker, took him to his home for treatment of his injuries. Later he was
befriended by a German soldier who spoke good English who said his brother was in Texas. He
was taken to the wreck of his plane which had both the nose and the tail sticking up from the
ground. He believes that he was taken prisoner near Isenburg, placed in a church for a while, and
then was sent to POW camps.
Witnesses on the ground reported that the aircraft had been shot down by an Me 109. They also
said that a man from the village pulled one of the crewmembers from the burning bomber. This
man was later abducted after the war by the Soviets and never heard from again.
3 March 1944
Oranienburg, Germany
68th SQUADRON:
68th Sq., #42-109822 O, Townsend
Returned to base
68th Squadron Crew (partial):
TOWNSEND, RAYMOND H. Jr.
ASN 0-670670
Pilot
lst Lt.
McDONALD, JAMES R.
ASN 0-738994
Bombardier
Severely frozen
lst Lt.
Note: Lt. Townsend was killed in action on 8 April 1944.
On recall and while over the North Sea/Channel, all instruments were frozen and inoperative.
When the bombs were salvoed, they exploded, causing severe damage to the bottom of the
aircraft. Due to the overcast, the crew was not aware of the altitude, and were very close to the
sea. Lt. McDonald was so badly frozen that he was taken off combat status and re-assigned as
Assistant Armament Officer. On 18 January 1945 he was transferred to 2nd Air Division
headquarters.
7 March 1944
Training Flight, Shipdham, England
After a mission to Lippstadt was scrubbed due to adverse weather, local formation flying was
scheduled for several crews. One of these was pilot Glenn R. Folsom and a crew of six, one of
whom was a ground crewman. The time was 1610 hour (CAVU 10 miles), cloud base 2,500 feet,
1/10 overcast.
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44th Bomb Group Roll of Honor and Casualties
Lt. Folsom was leading an element of three ships and was approaching the field when he was
involved in a collision with a P-47 and both planes crashed. Lt. J.B. Williams, co-pilot of the
plane on Folsom’s left, was looking at Lt. Folsom just as the P-47 hit Folsom’s right wing, and
saw the startled look on his face as he never saw the P-47 approaching.
66th SQUADRON:
66th Sq., #42-7582, Folsom
Collision with P-47
66th Squadron Crew:
Entire crew perished
FOLSOM, GLENN R.
ASN 0-745068
Pilot
DIED
lst Lt.
Elk City,
Oregon
PURDUE, PAUL F.
ASN 0-686492
Co-pilot
DIED
2nd Lt.
Newburgh,
Indiana
MAUK, CHARLES N.
ASN 0-685346
Navigator
2nd Lt.
DIED, buried Cambridge (A-1-5)
Toledo,
Ohio
GILLIGAN, EUGENE G.
ASN 18110321
Engineer
S/Sgt.
DIED, buried Cambridge (C-4-5)
Brookville,
Pennsylvania
BESSEN, THEODORE
ASN 20227109
Radio Oper.
DIED
S/Sgt.
New York City,
New York
BARBER, THOMAS G. Jr.
ASN 34163105
Crew Chief
DIED
S/Sgt.
Birmingham,
Alabama
HAWKES, HAZEN E.
ASN 39120898
Tail Turret
DIED
Sgt.
Drummond,
Idaho
65th Fighter Wing:
65th FW, #41-6356, Schreiber
Collided with B-24
P-47 pilot:
SCHREIBER, CHARLES H.
ASN T-190930
Pilot
Fl. Off.
Note: Flight Officer Schreiber was assigned to HQ 65 Flight Wing, HQ and HQ AAF 370 65 Fighter Wing.
S/Sgt. Raymond McNamara, a 67th Squadron Crew Chief, was an observer. He stated that the P47 could have made a simulated attack on the B-24, but for reasons unknown, the P-47 crashed
into the B-24, tearing off its right wing, and the P-47 then spun on down and crashed. The B-24
flew on for a few seconds, winged-over and also crashed and blew up. The wing that had been
torn off kept fluttering and flipping all the way to the ground. No parachutes were seen from
either of the stricken craft, with much debris landing near the runways 15 – 21 (northwest). A
search was conducted for several hours for the pilot of the P-47, as its wreckage had been strewn
over a large area. His body was eventually found in some widely scattered parts.
In a letter from dated April of 1998, Harold Morrison writes: “After arriving at Shipdham on
February 28, 1944 I was required (as a new aircraft Commander) to be checked out prior to
being certified for combat ready status. This involved an area orientation flight on March 3rd
(1:30 hours), take offs, landings and bomb procedures (3:15 hours) on March 6th and a
formation flight check (2:00) on March 7th. In addition I was to fly two missions as co-pilot with
an experienced combat crew prior to flying combat missions with my own crew.
“On the morning of March 7th, 1944 I was directed to report to the flight line, in mid-afternoon,
for the formation flight check. After forming up in a three aircraft flight we later returned to the
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�44th Bomb Group Roll of Honor and Casualties
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field at traffic altitude heading East expecting to complete a formation landing maneuver. I was
flying the aircraft from the co-pilot’s position (right seat) and was tight on the lead aircraft’s left
wing (Lt. Folson – lead aircraft). The right wing aircraft was lagging out of good position.
“Lt. Folsom had just reached forward to turn off the C-1 autopilot in preparation for our
formation landing maneuver. On impact with the P-47 he turned abruptly, looking directly at me,
over his left shoulder, with an astonished look on his face, probably thinking that I may have
bumped his aircraft. The B-24 aircraft flipped hard right into a two and a half turn right spin and
exploded on impact. The P-47 had made a diving left bank and struck the lead aircraft’s right
wing outboard of #4 engine and that portion of the wing was severed. At the time the aircraft
started to flip hard right I observed a crewmember standing in the open left waist gunner
window, fall back into the fuselage.
“The pilot flying in the left seat of our aircraft grabbed the controls and banked close to the 90
degree right bank position to observe the impact area. My concern at the time was that we could
stall and end up the same way. I thought that Lt. Walter T. Milliner was the left seat pilot, but in
late 1993 he informed me that he was not. [Looks like it was J.B. Williams…] He was the
aircraft commander on my first two missions that I was required to fly as co-pilot. On March 8,
1944 (Berlin) and March 9th (Berlin area). It was on March 9th that we flew #4 position (slot)
and Lt. Ken Jewell, lead aircraft, lost his leg.
“After landing, we were close to the impact area (our parking hard stand) and we were going to
go over and look at the crash area. We decided against it when a ground crewman returned and
informed us that the object laying on the taxi-way was a flying boot with a foot in it.
“At the time I thought the P-47 pilot, who was heading west into the sun (which was low on the
horizon) was blinded. The accident report seems to confirm this.”
9 March 1944
Airframe Factory (Berlin Area), Brandenburg, Germany
The airframe factory at Brandenburg, Germany was the primary target for this day. It was a PFF
mission and the results were unobserved. On the return, one 66th Squadron aircraft made a
crash-landing with the pilot severely wounded.
66th SQUADRON:
66th Sq., #42-99980, Jewell
BANSHEE IV/E. Z. DUZIT
Returned to base
JEWELL, KENNETH G.
ASN T-60062
Pilot
Lost left leg
1st Lt.
Bedford,
Pennsylvania
KOONTZ, HAROLD L. .
Co-pilot
Lt.
Navigator
Lt.
Bombardier
Lt.
66th Squadron Crew:
ASN 0-681439
SAKOWSKI, ARTHUR T.
ASN 0-683323
FOLEY, MATHEW J.
ASN 0-676367
CARROLL, WILLIAM F.
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SHANLEY, EDWARD M.
Radio Oper.
T/Sgt.
New York City,
New York
WIKE, WILLIAM M.
ASN 35313566
Eng./Top Turret
T/Sgt.
Warren,
Ohio
POIRRIER, GEORGE G.
ASN 31110968
Ball Turret
S/Sgt.
Laconia,
New Hampshire
SAPORITO, SAM S.
RW Gunner
S/Sgt.
Houston,
Texas
GUZIK, EDWARD P.
LW Gunner
S/Sgt.
Latrobe
Pennsylvania
McCLOSKEY, JOHN S.
Tail Turret
S/Sgt.
Port Washington, LI
ASN 12154447
New York
(Then) 1st Lt. Kenneth G. Jewell stated that, “On March 9th, which was our second raid on
Berlin, I led the 2nd section and avoided the heavy flak so that none of the Group was damaged.
Over the target we found solid cloud cover but the flak there was extremely heavy and accurate.
Just as we released our bombs, my plane was hit by four bursts of flak.
“Our nose section was shot up and the front wheel assembly was lost. The front oxygen system
was destroyed and all the radio equipment was put out of action. The #3 engine and the right side
of the plane was heavily damaged and we feathered #3 engine, losing our hydraulic pump.
“I had my left leg severely damaged – so much so that we tried to remove what was left of it, but
we did not have a knife to cut the remaining portion free. It was a gory mess and my new copilot (his first mission) vomited into his mask, couldn’t breathe and passed out. The crew had to
revive him, of course, so someone could fly the plane while I was out of my seat trying to tend to
my leg. My crew helped me back to my seat so that I could help fly the plane back to base,
utilizing the auto pilot most of the way, as I now had only one leg.
“My co-pilot [Harold Koontz] had never landed a B-24 by himself, so I had to instruct him so
that he could get us down – and he did great. With no hydraulics and no nose wheel, we were in
plenty of trouble, but my crew used two parachutes out of the waist windows, attaching them to
the gun mounts to slow us down as we had no brakes, either. We nosed in at about 70 mph but
kept things under control and skidded to a halt with most of the nose scraped off.
“MovieTone was there that day, along with Major Generals Kirk and Grant, along with Brig.
General Johnson. Kirk sent me to ZOI, Walter Reed Hospital for treatment. There I met “Hap”
Arnold, who put me back on flying status in Feb 1945. I became the first amputee to fly in the
USAA Corp with a wooden leg.”
Later Captain Jewell was recognized as one of the most decorated men in the USAAC.
Bob Weatherwax wrote: “I was at the General Hospital when Jewell was injured. Two generals
came to see him, one was the Surgeon General from Walter Reed Hospital. They told Jewell he
would be given the best artificial leg available and guaranteed he would fly again.”
An account of this mission was published in Air Force Magazine in the October 1991 issue
under the title “Valor: The Will to Endure.” The author was John Frisbee.
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12 March 1944
Military Installations, Siracourt, France
These military installations were bombed with unobserved results. Due to the closing in of the
“unusual weather” back at Shipdham, this crew was ordered to find an ‘open’ field in southern
England. However, unable to locate any open fields, this crew was running low on fuel, so was
forced to attempt an emergency landing on the RAF fighter field at Friston. Unfortunately, a fire
erupted and the aircraft was completely destroyed. No serious injuries among the crew. This was
the second time that Lt. Bowman had crash-landed his plane in the last few weeks.
68th SQUADRON:
68th Sq., #42-7507, Bowman
HEAVEN CAN WAIT II
68th Squadron Crew:
No serious injuries
BOWMAN, SAM. H.
Pilot
2nd Lt.
ROSSMAN, JAMES M.
Co-pilot
2nd Lt.
YOUNG, WILLIAM A.
Navigator
2nd Lt.
GORDON, CHARLES S.
Bombardier
2nd Lt.
CREEDON, BERNARD D.
Radio Oper.
T/Sgt.
DROPEK, KENNETH S.
Eng./Top Turret
T/Sgt.
COMMISA, PATRICK J.
Ball Turret
S/Sgt.
TARZIA, MICHAEL
RW Gunner
S/Sgt.
GURRY, THOMAS P.
LW Gunner
S/Sgt.
ENNIS, DON
Tail Turret
S/Sgt.
Crash-landed
Ken Dropek wrote: “Our crew trained at Davis Monthan in Arizona in B-24-Ds; and at Blythe,
CA in B-24-Hs. While at Blythe we made several flights to Norton AFB to get the planes
modified. We left Forbes AAF Base in Topeka, KS in a B-17-G, and arrived in ETO on 30
November 1943. Our destination was to be Prestwick, Scotland. We then went to Cheddington,
which was the 2nd CCRD (replacement depot) and flew some training missions in the B-24-D.
They were blue and white jobs on Sub Patrol, Coastal Command.
“We arrived at the 44th on January 29, 1944. Four planes had been shot down in the Pas de
Calais area the previous week (21 January) and the 44th needed replacements. We flew several
missions with Sam Bowman being our 1st pilot.
“On March, the day we went down near Beachy Head, we had #2 engine out. It was a mission to
the Pas-de-Calais area, with only three 8th AF Groups sent up that day. They were the 44th , “the
93rd, and the 392nd BGs – all B-24s.
When we took off, the ceiling was almost zero. We climbed through solid overcast to 18,000
feet. We finally made a formation and went to our target, bombed okay. We had to feather #2
engine, flew back to England okay, but still solid clouds at all bases. After formation flying
around for several hours, we were notified we were again over France and to put the machine
guns back in place. After milling around for awhile, we were back over England, and by then
were told to land wherever we could, and suggested Ford Field.
“After following the formation around on only three engines, we were low on gas, so we left the
formation and, as the fickle finger of fate would have it, we found a small hole in the clouds.
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With our engines cutting out, set down as soon as land appeared. We barely cleared some high
voltage power lines by lowering the flaps about 10 degrees. The crash caused the plane to burn
up, but we were the able to get out with only minor injuries.
“We made one more mission as a complete crew, to Frederickhafen on 18 March 1944, but that
is a complete story unto itself. A few substitute crewmembers flew with us on the rest of our
missions but five of the original crew finished our 30 missions together on the 30th day of May,
1944. They were: Rossman, Young, Dropek, Creedon, and Gurry.
“Bowman was reduced to co-pilot and flew with Lt. Rose and different crews. The rest of our
crew made it, too, and I have been in contact with a few of them.”
The bombardier, Charles “Shep” Gordon, wrote: “While in the target area, we were hit by flak in
the #2 engine and it was shut down and ‘feathered.” As we came back over the channel, we
could not maintain altitude, so it was decided to land as soon as possible. We had either lost
hydraulic pressure, or because of the short strip at Friston, we came in wheels up.
“We landed with a sharp impact which caused the batteries under the flight deck to tear loose
and short out. Almost immediately a fire started, forcing us to scramble out the top hatch or side
windows, and congregate about 100 feet from the burning ship to watch it go up in smoke and
flames.
“However, shortly thereafter, the ammunition started firing off, so everybody started running
away for safer ground. The next day I went back to look at the wreckage, found my parachute
ring with my G.I. shoes tied to it! Why the shoes did not burn is a mystery to me. I also
remember a crew landing there to pick us up and take us back to Shipdham.”
15 March 1944
Brunswick, Germany
Specific targets at Brunswick were the Bomber Aircraft component factory, Primary, and
constructional engineering works as a bonus. Results were unobserved due to undercast, and
enemy aircraft attacks were strong but ineffective, due to excellent fighter support we received.
However, the 66th Squadron reported than one plane did not return.
66th SQUADRON:
66th Sq., #42-52332, Talbott
MY ASS’AM DRAGON
MACR 3220
TALBOTT, DAVID R.
ASN 0-742224
Pilot
Evadee, returned
lst Lt.
Bristol,
Maryland
CLAUSEN, LEMOINE H.
ASN 0-684490
Co-pilot
POW
lst Lt.
Blairstown,
Iowa
MORIARTY, CLIFFORD F.
ASN 0-679201
Bombardier
1st Lt.
KIA, buried Margraten
Memphis,
Tennessee
GOLDMAN, ARTHUR
ASN 0-671345
Navigator
KIA
Cleveland,
Ohio
ARBON, ERNEST W.
ASN 39832379
Engineer
T/Sgt.
POW, interned, wounded
Malta,
Idaho
SWICK, RAYMOND E.
ASN 15335773
Radio Oper.
T/Sgt.
Evadee (underground)
New Richmond,
Indiana
66th Squadron Crew:
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HADDOCH, SAMMY W.
ASN 14181734
Ball Turret
POW
S/Sgt.
Florence,
Alabama
WILLIAMSON, JACK D.
ASN 14001629
RW Gunner
POW, wounded
S/Sgt.
Ruth,
Mississippi
GASSER, HERMAN C.
ASN 35333614
LW Gunner
POW
S/Sgt.
Toledo,
Ohio
SYMPSON, CECIL H.
ASN 35508939
Tail Turret
POW, wounded
S/Sgt.
Clarkson,
Kentucky
1st Lt. David R. Talbott was the pilot of MY ASS’AM DRAGON, and his left waist gunner, Sgt.
Gasser remembers, “When we were shot down, the FW 190s came in from the low rear because
our ball turret was up, having been earlier knocked out of commission. So they shot us up pretty
badly – and set us on fire. I was the waist gunner on the left side and I could see all the bullets
coming into the fuselage on the right side. I had a flak suit on which probably saved my life. I
could feel them hitting the suit and grazing my body. I was lucky I got out with only one in my
leg below my flak suit. I think that Williamson got hit but don’t know to what extent because I
never saw him again in the POW camps. (He was in a Dutch hospital)
The rear gunner, Sympson, came running out of the rear and went out the waist window. That
was a dangerous thing to do as you might hit the stabilizer. I think that Arbon went out the waist
window the same way. I don’t remember where Sammy Haddoch, ball turret gunner, went out. I
know I went out the bottom hatch, which I had to straighten out first because it was all shot up.
The ship was really burning by then and I was lucky to get out – I guess it blew up later after the
pilot got out.
“I didn’t pull the ripcord for quite awhile, and I still remember the smoking ship flying away. An
American fighter followed me down to the clouds and when I got below them, a German fighter
came towards me, but he didn’t shoot. I never saw any of the crew in the POW camps except for
Sammy Haddoch, who was with me most of the 14 months. Moriarity and Goldman were both
killed; Williamson, Clausen, Sympson, Arbon, Haddoch, and myself were all POWs. Swick was
with the Underground and stayed with them throughout the war. I was in Stalag Luft IV from
March until after Christmas, 1944, when we ‘went on the road’ until liberation on 2 May 1945.”
Lt. Talbott wrote his recollections of this mission, “We were about half way across the English
Channel when trouble developed again with our superchargers, but I felt we could avoid aborting
by manipulating the supercharger and throttle controls so that they wouldn’t over-power each
other. But it didn’t prove very successful. We had lots of trouble in formation as we were not
able to regulate power properly. But at any rate, we got through to the target and we probably
would have gotten back home had it not been for the fact our Group was assigned the job of
distributing some sort of pamphlets, which meant that we flew around over Europe dropping
these damned papers. Not being able to closely control my power settings, I wasn’t able to fly
my close position in the formation that we should have. For that reason, and being out of
formation, we were attacked by fighters. I think we were about 22,000 feet when we took some
hits in the fuel tanks, which caused leaks into the bomb bay.
“The engineer was not able to open the bomb bay doors to let the gas flow on through, and we
took another hit in our main hydraulic engine (#3), and he wasn’t able to knock the doors loose
with anything. We were losing altitude because we lost that engine, and although there was a fire
in the bomb bay, it wasn’t a large fire until we lost enough altitude so that the increase in oxygen
increased the flames.
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“So I finally gave the orders to abandon the plane. All of the men in my section of the plane went
back through the bomb bay area and left the plane from the rear. My inclinometers were not
working too smoothly, either. No one told the bombardier and navigator about the abandonment,
and I could see the boys there, but there wasn’t much I could do to advise them. I finally got the
plane trimmed pretty well and went down through the flight deck opening, down to the bomb
bay and started up to the nose section under the flight deck to tell those two men that we had to
get out. But as I was approaching the nose compartment, the plane went out of control. I was
going to ask them why they were still in there, but just then the nose wheel snapped down and
knocked me out!
“When I regained consciousness, I was on the ground near a small Dutch village of Nieuw
Leusen. I released my parachute as the wind was dragging me across the ground. I got up and
started walking, had a twist in my back, flak in my shoulder, flash burns around my head, but
nothing to stop me from walking. Some gentleman came up and asked me if I could use some
help – of course I could – and he directed me to go in one direction, not to look back, but just to
keep walking as I would be watched. Well, it wasn’t long after that I was told there would be
another gentleman, and I could see him riding down the road on a bicycle. I thought it prudent to
look for a few minutes, so I crawled into a canal and hid along the bank, allowing him to pass. In
less than an hour, walking in the direction I was instructed to, I was met by some gentleman who
told me to hide. They piled brush over me out in a field and instructed me to stay there until
nightfall. They returned that night and took me to a village…
“After a couple of days I was taken to another village where I witnessed the burial of my
navigator and bombardier. The ship had crashed within sight of the house I was being hidden in.
So I saw the bodies being removed from the plane and carried to the village to be buried…
Lt. Talbott gave me considerable material about his days on the loose. Eventually he was met by
American soldiers. This was the crew’s 14th mission.
J. van der Maas of Amsterdam, Netherlands advised me that S/Sgt. Williamson was gravely
wounded and spent many weeks in Queen Wilhelmina Hospital in Amsterdam. He received
special attention from Dutch nurses as they often smuggled in books in English, flowers, sugar,
etc. against all German rules. One of the nurses was caught in the act of making Jack’s life more
comfortable and was sent to Germany as slave labor. I was informed that she survived these
hardships and often wondered how well Jack recovered. I learned that he never did become
completely well and died several years ago.
I also received several letters from Robert C. Gibson, who served with the 3059th Graves
Registration Company at Meppel, Holland in 1945 and 1946. His unit disinterred American
airmen from civilian cemeteries in Holland and Germany. He noted that Moriarty and Goldman
were buried side by side in a cemetery in Nieuw-Leusen, Holland and that Goldman was holding
a rabbit’s foot in his left hand.
The following material is from a translation of an official police report dated 15 March 1944:
“On March 15, 1944, at approximately 1230 hours, I, Pieter Postma, commander of the air raid
precaution service received a telephone call of Mr. Th. P. Leenhouts, head of section IX (region
Hoogengraven). He stated that a burning aircraft crashed in the northern part of the municipality
and that several parachutes have been seen. Immediately, I drove, together with the mayor of
Ommen and the commander of the military police, by car to Balkbrug. There we saw that the
aircraft crashed in the municipality of Nieuw-Leusen.
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“On the way back to Ommen, we met the car owned by the air raid precaution service and
stationed in section VIII (region Ommerkanaal) and driven by Mr. G. Baas. He stated that he had
taken an airman who landed in his section to the barracks of the military police in Ommen.
“At approximately 1445 hours, I received a telephone call that a wounded parachutist was
staying in the house of Mr. S. Lantinga in Junne. I asked Doctor G. Pos to go to Junne and later
went together with the mayor and the commander of the military police also to Junne where we
found an American who was wounded at his right leg. After he was treated, we brought him to
the barracks in Ommen.
“In the meantime, a farmer from Witharen brought a parachutist to hotel ‘The Sun,’ in Ommen.
We picked him up and he also was brought to the barracks.
“At approximately 1815 hours, the commander of the military police informed me that another
parachutist arrived at the house of Mr. Bolks in Witharen. This, according to a statement of Mr.
Bolks.
I took the car, together with commander, to this farmhouse where we found a parachutist who
was taken to the barracks.”
Mr. Postma assured the authorities that the necessary telephone calls have been made to the
Commandant at Zwolle, the German police in the province of Overijssel, and the federal
inspection of air raid precautions in The Hague. He wrote that a total of 15 liters of gas from his
reserves had been consumed in the process. Later, he provided the following additional details:
“On March 16, 1944, at approximately 2100 hours, I received a message that another airman was
staying at the house of Mr. E. Egberts at the Hardenbergerroad near Ommen. This man was also
taken to the barracks of military police at Ommen.”
16 March 1944
Friedrichshafen, Germany
The 68th Squadron had the honor of leading the 44th BG and the entire 2nd Air Division. Flak
was ineffective for most of our formation, credited to the use of aluminum chaff for the first
time. However, even with the reduced damage by flak and few enemy air attacks on the 44th’s
formation, the 67th Squadron had a plane crash at Kingsnorth, near Woodchurch, Kent, England.
67th SQUADRON:
67th Sq., #42-7549 K-Bar, Scarborough
THE SHARK/SHARK FACE
Crash-landed
SCARBOROUGH, JOHN I.
ASN 0-730624
Pilot
2nd Lt.
KIA, buried Cambridge (D-6-39)
Lake Charles,
Louisiana
BEAN, LORAN M. Jr.
ASN 0-756831
Co-pilot
2nd Lt.
KIA, buried Cambridge (D-6-29)
Wichita,
Kansas
NESBIT, ALDEN C.
ASN 0-678381
Navigator
KIA
Magnolia,
Arkansas
EDMONDS, DAVID
ASN 0-734660
Bombardier
2nd Lt.
KIA, buried Cambridge (D-3-75)
Whitemarsh,
Pennsylvania
MUIRHEAD, EDGAR P.
ASN 18188771
Engineer
KIA
Houston,
Texas
67th Squadron Crew:
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HOWLEY, ROBERT M.
ASN 19144166
Radio Oper.
KIA
S/Sgt.
Spokane,
Washington
STICKEL, ROBERT J.
ASN 16097147
Waist Gun
Sgt.
Severely wounded, KIA
Moline,
Illinois
SILVERMAN, JEROME B.
Asst. Eng.
Slightly injured
Sgt.
Bronx,
New York
LANDELLS, CHARLES
ASN 32606252
Ball Turret
Severely injured
Sgt.
Wood Ridge,
New Jersey
BRENN VERN A.
ASN 39266431
Tail Turret
Broken ankle, nose
Sgt.
San Diego,
California
Charles Landells sent his description of this day, “We lost an engine before the target. We saw
Switzerland across the lake but Lt. Scarborough said, ‘Let’s go home.’ Fortunately we were not
attacked as I think we lost another engine before reaching England. We were banking to make a
landing on a fighter field somewhere in Kent when our other two engines quit! Our left wing
dropped and an observer on the ground said we hit a tree with our wing tip. I know when I
looked out of the waist window I was looking straight down at the ground. I remember being
thrown forward and then the waist section rolling over and over, with dirt and spent casings
falling on me. When it all stopped, my one thought was to get out before any explosion or fire. I
saw an opening above me and crawled up to it and without hesitating, went right out. I dropped
about four feet to the ground and kept moving. About 20 feet away from the plane, I heard Vern
Brenn call and saw him in a drainage ditch. I fell in beside him to learn that Jerome also was out
and a bit farther away.
“When we realized there was no fire, we went back to see if anyone else survived. We found Lt.
Bean, our co-pilot and Lt. Edmonds, our navigator next to one another. We knew that Bean was
dead, but Jerry gave Lt. Edmonds a shot [morphine] from the escape kit because we were not
sure about him. We saw Sgt. Howley, radio operator, laying across a bush, but people had
arrived by then and forced us to lay down on stretchers.
“Up until then I hadn’t realized that I had injured my back and my head was bleeding. Vern had
a broken nose and ankle, while Jerry only had frostbite. Bob Stickel died a few weeks later. Bob
was new to our crew, having been picked up when we were in Ireland.”
Sgt. Vern A. Brenn clarified some items. “I’ve always carried a sense of guilt about being one of
the three of us who lived through it. All of the other seven were far more deserving to live than
me. The only one who was not one of our regular crew members was the navigator, Edmonds.
He flew as a spare, replacing 2nd Lt. O’Connell from New York.
“Yes, we were a new crew in the 67th. Lt. Scarborough and I had flown our first mission as
spares on another crew – he as a co-pilot and I as a ball gunner. That mission was to Berlin. The
plane we were flying when we crash-landed was SHARK FACE and it had a lot of missions on
it.
“The day we went down was mission number three for Lt. Scarborough and me. Flak was heavy
and we had to feather one engine due to low oil pressure – this on the way to the target. We were
still able to hold our position in the formation and completed the bomb run. On our way back we
lost another engine and were then not able to keep up with our group, and the P-38 escort took
turns covering us back to the English Channel.
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“By this time our fuel supply was about gone. I remember the pilot asking all of us if we wanted
to ditch or try to make it to the English shore. We all said to go for England. Somewhere over the
Channel, we lost another engine and started to lose altitude very fast. One crewman in the front
spotted a farmer’s field and we headed for it. At this time we were only about five hundred feet
with the pilots struggling to keep the plane in a position to crash-land. Then I heard the last
engine cough and die!
“I seem to remember a large bump and a very loud crushing noise – and then I must have been
knocked out. When I came to and realized I was still alive, I tried to get out and run but I
couldn’t move. So Jerry Silverman and Charles Landells carried me to a safe grassy place away
from the wreckage, then they went back to check on the rest of the crew. They found all the
others dead except Bob Stickel. He was injured so badly that I don’t think they tried to move him
immediately.
“Some English farmers were the first to arrive on the scene after they had called for assistance
from the nearest hospital and an ambulance. All four of us survivors were loaded into the
ambulance and driven to the hospital. We were there several days until they transferred all of us
except Bob Stickel, to an American hospital near Southhampton. We were told that Bob could
not be moved and he later died.
“Landells was so badly injured he never flew again. Jerry Silverman retrained to fly the nose
turret position. I flew only three more missions after being grounded for a long time.”
Many years after the war, Charlie Landells visited Woodchurch and learned more about the
perspective of the people on the ground. It was their contention that Lt. Scarborough pulled up to
save the houses, and the green where the school children were playing.
18 March 1944
Friedrichshafen, Germany
The specific target here was the Manzell Air Armaments and it was hit with good results. But it
proved to be a black letter day for the 44th BG as eight aircraft failed to return to base. This was
a shocking loss for a period of time until it was learned that six of our damaged ships had made it
successfully to neutral Switzerland. The planes were lost, but most importantly, most of our men
were safe, and many were able to ‘escape’ and return to duty.
Dan Culler, engineer on the Telford crew noted: “We were heading to Lake Constance to bomb a
target in this German town [Friedrichshaven]. Our leader lined up on the target and flew over the
town, but didn’t drop the bombs, due to other planes bombing at a lower altitude so the leader
did a big circuit for a second run. All the time, there was heavy flak and also enemy fighters
making passes at the formation, so the group planes were taking lots of hits.
“Planes were dropping out of the formation heading into Switzerland to be interned. Eleven
planes were lost, most were hit bad enough that they felt that they wouldn’t make England, so
chose Switzerland and a chance for another day. Needless to say, we were not very happy with a
second bomb run. This also was the first time we had seen P-38 fighters. They must have come
up from Italy. They made passes at the German fighters, but kept close to our formations all of
the time and not overly aggressive on making kills of the German fighters. It also might have
been from England on their first flights.”
Note: Culler wrote a book about his war experiences entitled “Hell Hole of Wauwilermoos.”
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66th SQUADRON:
66th Sq., #42-7618 C, Telford
MACR #3982
66th Squadron Crew:
Entire crew interned
TELFORD, GEORGE D.
ASN 0-800967
Pilot
Interned, returned
1st Lt.
Grey Stone Park,
New Jersey
COUNÉ, FRANCIS L.
ASN 0-748582
Co-pilot
Interned, returned
1st Lt.
Tampa,
Florida
McCONNELL, DONALD H. Jr.
ASN 0-735949
Navigator
Interned, returned
lst Lt.
Portland,
Oregon
CARROLL, WILLIAM E.
ASN 0-738616
Bombardier
Interned
lst Lt.
Johnstown,
Pennsylvania
CULLER, DANIEL L.
ASN 15105134
Engineer
Interned, returned
T/Sgt.
Syracuse,
Indiana
TESTA, FRANCIS J.
ASN 31169235
Radio Oper.
Interned, returned
T/Sgt.
Waterbury,
Connecticut
HANCOCK, JAMES H.
ASN 14073058
Waist Gun
Interned, returned
S/Sgt.
Columbia,
South Carolina
PETRIK, GEORGE A.
ASN 33305379
Waist Gun.
Interned, returned
S/Sgt.
Beaver Falls,
Pennsylvania
MELSON, HOWARD E.
ASN 32065296
Ball Turret
Interned, returned
S/Sgt.
Dagsboro,
Delaware
HUGHES, JOHN J.
ASN 12127437
Tail Turret
Interned, returned
S/Sgt.
Long Island,
New York
1st Lt. George D. Telford was lst pilot of this 66th Squadron aircraft. The MACR states in part,
“This aircraft left the formation in the vicinity of target at 1445 hours with no apparent visual
difficulty. The pilot was heard to say on the radio, ‘Am landing in Switzerland.’ The plane
landed at Dubendorf airfield.”
T/Sgt. Daniel L. Culler was able to expand further, “We were on our last mission before our
tours would be ended and we would be sent home. After bombing, we were hit by flak that
ruptured our left fuel cells. Being the engineer, I got out of my turret and was in the process of
transferring fuel from these damaged tanks to the right side. It was just then that Lt. Telford, our
pilot, reported that we had lost oil pressure on #1 and #2 engines – on the left side. Perhaps the
same flak that got our fuel cells got those two engines. However, when I got back from
transferring that fuel, we were surrounded by Swiss Me 109s which were escorting us to an
airfield in Switzerland. (Dubendorf)
“Because of the damages we got on our previous missions, we had to fly replacement planes so I
cannot remember any details of our plane this day. I don’t know what number, name or logo it
had, but I believe it was an “H” model.
“We were interned at Adelboden until 12 July when Howard Melson and I attempted an escape.
We made our way towards Italy, but Melson and another British Army man, Matthew Thirlaway,
were captured by Swiss police close to the Italian border. I had to return to camp because of
illness that was caused by eating some poison plants while up in the mountains. All three of us
were moved to a regular prison camp called Wauwilermoos. And it was here that a Brigadier
General, a Military Attaché, visited me and told me that due to this attempted escape, we would
be considered common prisoners and would not be released even with war’s end. For that reason
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we made attempts to escape every chance we got. And we finally succeeded!” Sgt. Culler had
quite a time of it in Switzerland until escaping to France, and eventually back to England. Even
in England he was mistreated until he could get back into military clothes and was issued mess
gear, etc.
67th SQUADRON:
67th Sq., #42-100073 H-Bar, Lacombe
SACK ARTISTS
MACR #3407
67th Squadron Crew:
Entire crew interned
LACOMBE, RAYMOND J.
ASN 0-2044994
Pilot
Interned, returned
1st Lt.
Providence,
Rhode Island
CARDENAS, ROBERT L.
ASN 0-423198
Command Pilot
Interned, returned
Capt.
San Diego,
California
TINNEY, JACK RUSSELL
ASN 0-382727
Co-pilot
Interned, wounded
1st Lt.
Bowie,
Texas
BYERS, EDGAR M. Jr.
ASN 0-670085
Navigator
Interned
1st Lt.
Scottsdale,
Pennsylvania
CARVOUR, GEORGE W.
ASN 0-728704
Bombardier
Interned, returned
1st Lt.
Mansfield,
Ohio
HIGLEY,GLENN O.
ASN 36237827
Engineer
Interned
T/Sgt.
Gaylord,
Michigan
CHAROCHAK, JOSEPH
ASN 15332900
Radio Oper.
Interned
T/Sgt.
San Antonio,
Texas
LOOKER, ROLLIN C.
ASN 37207413
Ball Turret
Interned, returned
S/Sgt.
Topeka,
Kansas
HEDGELON, ROBERT P.
ASN 13100540
RW Gunner
Interned, returned
S/Sgt.
Honesdale,
Pennsylvania
WALLACE, JAMES G.
ASN 12182501
LW Gunner
Interned, returned
S/Sgt.
New York City,
New York
LAIRD, JOHN C.
ASN 14150821
Nose Gun
Interned
Sgt.
Decatur,
Mississippi
FLISTER, HENRY O.
ASN 36232737
Tail Turret
Interned, returned
S/Sgt.
Edgerton,
Wisconsin
The 67th Squadron crew that also made it to Switzerland was that piloted by 1st Lt. Raymond J.
Lacombe. The MACR states that, “Several crews reported seeing this aircraft peel off,
apparently under control, and headed in the direction of Switzerland. Time – 1447 hours.
Lt. Carvour, bombardier, relates that, “The formation made two passes at the target and the
second pass had allowed the anti-aircraft gunners to zero in on us. That is when most of the
planes were damaged. Captain Cardenas, Command Pilot from the 506th Squadron, said that the
ship took a shell in the right wing, weakening it so much that it bent upwards, a dihedral of about
15 degrees. The plane was so badly damaged and on fire, that after getting over Switzerland, all
of the crew were forced to parachute. The airplane then exploded at such a low altitude that it
seared off the top of some trees before finally crashing.
“The flak hits caused insulation to fly about in the nose section of the ship, looking for all the
world like feathers. Lt. Tinney, co-pilot, had wounds to his face, Sgt. Charochak was the first to
bail out, but I was the first to land.”
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Damages reported by other crew member included one engine on fire, then followed by a second
engine fire. Severed fuel and hydraulic lines, electrical system inoperative, and control lines cut
made the plane almost uncontrollable, but Lt. Ray Lecombe skillfully nursed it over neutral
territory where he then ordered abandonment of ship.
In November of 1944, LaCombe was awarded an Oak Leaf Cluster to the Distinguished Flying
Cross for this mission. Below are some details from that award: “Raymond J. LaCombe, 02044994, 1st Lt. Army Air Force. For extraordinary achievement, while serving as pilot of a B24 aircraft on a bombing mission to Germany, 18 March 1944, Lt. LaCombe’s aircraft sustained
flak damage causing one engine to catch fire. Damage to the left wing caused the aircraft to
descend at a 45-degree angle.
“By skillful manipulation of the controls, Lt. LaCombe succeeded in righting his aircraft and
regaining his position in the formation to complete a second bomb run. Additional flak damage
set fire to a second engine, severed fuel and hydraulic lines and rendered the electrical system
inoperative.
“With several members of his crew badly wounded, the aircraft on fire and uncontrollable, Lt.
LaCombe entered neutral territory where the entire crew parachuted to safety. The superior
flying skill, cool courage, and determination demonstrated by Lt. LaCombe on this occasion
reflects the highest credit upon himself and the Armed Forces of the United States.”
Capt. Cardenas, ranking officer, worked with the Swiss Embassy. Later he was a pilot with
Chuck Yeager on the Mach One project.
Two 68th planes and crews were lost, those being Lts. Dyers and Nichols, but both were able to
get their damaged crafts to Switzerland and safety.
68th SQUADRON:
68th Sq., #42-109800 T, Dyer
MACR #3410
68th Squadron Crew:
Entire crew interned
DYER, EUGENE N.
ASN 0-680192
Pilot
Interned, returned
2nd Lt.
New York City.
New York
CULBERTSON, EARL W.
ASN 0-747756
Co-pilot
Interned, returned
1st Lt.
Corvallis.
Oregon
WALSER, WALTER A.
ASN 0-808192
Navigator
Interned
2nd Lt.
El Paso,
Texas
McFARLAND, JOHN W.
ASN 0-682557
Bombardier
Interned
2nd Lt.
Bronx,
New York
WILLIAMS, GEORGE V.
ASN 13018547
Engineer
Interned
T/Sgt.
Hepners,
Virginia
DE LUCA, SALVATORE J.
ASN 32535381
Radio Oper.
Interned
T/Sgt.
Mount Vernon,
New York
MILOJEVICH, JOHN H.
ASN 37457663
Ball Turret
Interned
S/Sgt.
Rock Springs,
Wyoming
WILLIAMS, HOMER W.
ASN 33211862
Waist Gun
Interned, returned
S/Sgt.
Burgoo,
West Virginia
SEAMAN, JOHN S.
ASN 11101134
Waist Gun
Interned
S/Sgt.
Bridgeport,
Connecticut
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FAIRALL, ALFRED V.
ASN 13104569
Tail Turret
Interned
18 March 1944
S/Sgt.
Cumberland,
Maryland
Lt. Dyers’s plane, per the MACR #800, was seen to leave the formation at 1448 hours, headed
for Switzerland, under control. They landed at Dubendorf at 1520 hours, and were interned.
The second 68th aircraft, piloted by Lt. Hollis R. Nichols, was last seen at 1447 hours in a
gradual dive, all 4 engines running and under control, states the MACR.
68th SQUADRON:
68th Sq., #42-100112 Q, Nichols
PAPER DOLL or LADY DOT
MACR #3408
68th Squadron Crew:
Entire crew interned
NICHOLS, HOLLIS R.
ASN 0-738223
Pilot
Interned, returned
1st Lt.
Seattle,
Washington
BOLICK, SIDNEY R.
ASN 0-204505
Co-pilot
Interned, returned
2nd Lt.
Toronto,
Canada
McNAMARA, JOHN S.
ASN 0-694686
Navigator
Interned
2nd Lt.
Albany,
New York
SLOVACEK, ADOLPH
ASN 0-685093
Bombardier
Interned
2nd Lt.
Caldwell,
Texas
McGOLDRICK, WILLIAM E.
ASN 32381135
Engineer
Interned
S/Sgt.
Silver Creek,
New York
WIKLE, EARLE E.
ASN 35508635
Radio Oper.
Interned, returned
S/Sgt.
Eaton,
Ohio
COUNTS, GEORGE E.
ASN 34645869
Ball Turret
Interned
Sgt.
Prosperity,
South Carolina
SCOTT, JOHN P.
ASN 14139690
Waist Gun
Interned, returned
S/Sgt.
Rome,
Georgia
WADDELL, CARROLL
ASN 18169374
Waist Gun
Interned
Sgt.
Manila,
Arkansas
CUMBIA, JOSEPH L.
ASN 13119162
Tail Turret
Interned, returned
S/Sgt.
Brodnax,
Virginia
This account is by Lt. Hollis R. Nichols, the pilot: “Today, I started my second mission as first
pilot with practically a new crew. Lt. Bolick and Sergeant Scott had previous combat experience,
but the balance of the crew was on their third mission. This was my second trip to
Friedrichshafen, both trips in 112Q, PAPER DOLL. We took off with very bad visibility that
formed over our field. The assembly was normal.
“Starting out on course, I had to pull excessive manifold pressure and RPM to stay with the
formation. Coming up to the south coast of England, we had a very bad series of light cirrus
clouds and prop wash causing a lot of trouble. The entire formation made a 360 over the Channel
as we were ten minutes early and needed another 2,000 feet of altitude. This maneuver made us
late and last in the division. We had to draw excessive settings again to stay with the bomber
stream.
“My element, the high in the second section, caused a lot of trouble by the ‘S’ turns required to
stay behind the lead section. Bad settings and varying speeds made me sweat fuel all the way to
the target. We approached the target the first time in pretty good shape and not bothered with
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enemy fighters, although the flak was pretty accurate and intense. We did not drop the first time,
although the formation went directly over the target (a group of B-17s slid under us). We did a
180-degree turn to the right to go back to I.P. and make another run.
“We (the 44th) proceeded into the second run at the same altitude, speed, and heading, but all
alone at the end of the bomber stream. Just as we approached the city, my #3 engine ran wild. I
had been sweating #1 supercharger and #3 came to me as quite a surprise. The prop governor
had gone bad and we couldn’t feather it. I tried everything, including circuit breaker and shutting
off fuel and ignition, but with no results.
“We still maintained 60 inches of manifold pressure and 3,700 RPM. The prop was coming loose
and causing excessive vibration throughout the ship. Sparks, oil and flames were coming out
from all around the engine. In the meantime, I ordered the bombs salvoed on the city and
dropped out of formation, swinging toward Switzerland in hopes that if I were terribly lucky, I
could get it shut down, hit the deck and head back. But my fuel was so low, I probably would
have been darned lucky if I got to the French Coast. When I saw I couldn’t do anything about it,
I made sure I was far enough inside Switzerland before I gave the order to bail out so my men
wouldn’t drift back into Germany.
“I stayed with the ship as long as I dared to make sure the crew was all out. I had it on AFCE
[Automatic Flight Control Equipment] and in 140-mph glide to ensure I could get out. The ship
was beginning to fall apart now. I had fastened my GI shoes to my parachute to be sure I had
shoes when I got down. I then went to the catwalk and paused. As I did so, the engine blew up
and the prop went through the ship – too darned close to where I would have been sitting.
Flames and debris sprayed back on me and I decided then to jump. The tail gunner came out at
the same time I did. He saw all the control cables go in back when they were severed by the
prop.
“We all landed safely and were taken into custody by the Home Guard in the little town of Wil,
28 miles inside the Swiss border.”
Lt. Nichols and his entire crew were interned at a golf club facility above Neuchatel,
Switzerland, until early summer when, due to overcrowding, he was separated from the enlisted
men and transferred to Davos. Later, Lt. Nichols managed a successful escape aided by the Free
French, and returned to duty.
In November of 2000, an article in ‘Smile with Nile’ magazine mentioned Nichols story, noting
that the plane had crashed in Wil, Switzerland. A former resident of Wil, Fred Greuter, saw the
article and contacted Nichol’s widow. He wrote: “I was there and saw the crew jumping out of
the plane. It was three days after my 22nd birthday, and I was just working outside behind our
business, when I heard the sound of this heavy B-24 bomber coming in our direction from
Germany and all of a sudden the whole crew jumped out of the plane and landed smoothly in the
wide field next to us, then gathering their parachutes. In the meantime, our police and military
officers arrived and interrogated the young flyers and shortly thereafter whisked them away to
the nearest hotel. We never heard or saw anything from this crew during the war year.
“The empty bomber flew over us and lost a propeller after a quarter of a mile then steered to our
mountain village of Kirchberg, about nine miles away. There the plane overshot by inches a big
farmhouse, then clipped a walnut tree behind it, and crashed to pieces on the mountainside. The
farmer saw the plane coming and ran away with his wheelbarrow as fast as he could!”
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18 March 1944
Sidney Bolick, Nichol’s co-pilot, wrote: “We were badly damaged by flak, but managed to make
it across Lake Constance to Switzerland, where we bailed out. The whole crew landed safely and
were interned by the Swiss. After D-Day, I escaped into France and made my way back to
England. After debriefing in London, I went back to Shipdham for a couple days to ‘clear the
base,’ then was flown back to the States.”
The 506th Squadron uncharacteristically bore the brunt of the losses on this day with four planes
and crews not returning to base.
506th SQUADRON:
506th Sq., #42-52305 P, Albert
MACR #3406
506th Squadron Crew:
ALBERT, FRANK L.
ASN 0-800804
Pilot
1st Lt.
KIA, buried Lorraine (K-37-22)
Stroudsburg,
Pennsylvania
McGEARY, MEREDYTH F.
ASN 0-748729
Co-pilot
KIA
1st Lt.
Cleveland,
Ohio
DONNELLY, EDMUND H.
ASN 0-682156
Navigator
POW
1st Lt.
Flushing,
New York
CASTELLOTTI, PAUL E.
ASN 0-671279
Bombardier
KIA
1st Lt.
Corona,
New York
WALKER, BEAUFORD K.
ASN 38182539
Engineer
POW
T/Sgt.
Konawa,
Oklahoma
WARVEL, JAMES K.
ASN 35283432
Radio Oper.
POW
T/Sgt.
Toledo,
Ohio
BOLICK, CARL C.
ASN 14188101
Ball Turret
POW
S/Sgt.
Lincolnton,
North Carolina
BRADY, LLOYD J.
ASN 37232782
Waist Gun.
KIA
S/Sgt.
Wichita,
Kansas
ANDELLO, DAVID F.
ASN 15016119
Waist Gun.
S/Sgt.
KIA, buried Lorraine (K-48-18)
Girard,
Ohio
MONTELEONE, EDWARD G.
ASN 39841223
Tail Turret
S/Sgt.
KIA, buried Lorraine (K-15-29)
Mountain View,
California
Lt. Frank L. Albert’s plane did not make it to the sanctuary of Switzerland. The MACR includes,
“At just after bombs away and near Friedrichshafen, this aircraft was hit in #1 and #4 engines by
flak. It slid under the formation and to the right for about a minute, seemingly under control.
Two chutes were seen, then the left wing tore off and the plane exploded.
1st Lt. Donnelly, navigator, has this story, “March 18, 1944 was a bad day from the word go.
Takeoff was delayed to begin with. After forming up on the Striped A_ Ape (Lemon Drop), we
did a 360 over the Channel. The trip in was fairly routine. On final, another Group slid under us,
so the 44th held its bombs. The leader decided to make a second pass at the same heading,
altitude and airspeed. We were hit early, and #4 engine was burning. I offered a heading to
Switzerland, but Lt. Albert said that we had brought the bombs this far and they would go on the
target. Immediately after bombs away, he gave the bail out signal. I crawled back to the bomb
bay to see if we could hold on for the few minutes needed to get to Switzerland. But Frank
motioned me out. I asked Lt. Castellotti if he was OK. He nodded, so I bailed out.
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“The bomb bay was a shambles. The fuel lines over the ‘putput’ [A.P.U.] had been hit and fuel
cascaded from either side. The fire on number four had spread to the wing, and was approaching
the fuselage. My last view of Frank Albert was of him hunched over the controls giving four of
us a chance for life. Frank knew what the odds of survival were. He gave his life for the mission,
just as Colin Kelly did. The big difference was that there was no Press Agent to plead his case. I
recommended him for the Medal of Honor as soon as I returned, but was informed that he merely
did his duty and that the cluster to the Air Medal was sufficient. (Obviously by some clerk who
had never seen 88 mm in action) Frank was a credit to the 44th and to the Pennsylvania State
Police. The State Police Hall in Wyoming, Pennsylvania is named after Frank.
“Sgts. Warvel, Walker, Bolick and myself survived. The others were all killed. I tried to delay
opening my chute I counted 60 seconds before I pulled the ring. I must have counted quite
rapidly for it took an eternity to get down. As I descended, I could see a little man in a graygreen uniform riding a bicycle. He had a rifle over his shoulder which was about twice as long as
he was. I, therefore, was not too surprised to find a greeting committee when I finally landed.
“I was taken to a local jail and put in solitary for three days. I was then taken for a three day
jaunt through Germany winding up at Dulag Luft at Frankfurt. On the first day I was reunited
with Sgt. Walker. His first three days were better than mine. He had been held in a small
communications detachment staffed by Wehrmacht enlisted personnel. On his last night there
one of the Germans brought in a guitar and they had a minor blast.
“The Germans’ interrogation was thorough. They insisted that I tell them what time we dropped
our bombs as this would prove we were legitimate prisoners of war. I did not answer and I am
certain that none of the others did either. I am sure that this was to give them a measure of the
effectiveness of their augmenting the normal flak batteries with additional railroad and portable
units. I saw several railroad units three days after the raid.
“I then took up residence a Stalag Luft III at Sagan but that is another story…”
506th SQUADRON:
506th Sq., #41-29172 T, Houghtby
LUCKY STRIKE
MACR #3404
506th Squadron Crew:
HOUGHTBY, RAYMOND C.
ASN 0-800541
Pilot
POW
1st Lt.
Shebbona,
Illinois
SAFRANEK, LOUIS A.
ASN 0-976442
Co-pilot
POW
1st Lt.
Bethleham,
Pennsylvania
RAMSEY, GEORGE K.
ASN 0-736027
Navigator
POW, head wound
1st Lt.
Davenport,
Iowa
BOGART, CLOMAN D.
ASN 15105558
Nose Turret
POW
S/Sgt.
Sycamore,
Ohio
WARREN, WAYNE M.
ASN 35400551
Engineer
POW
S/Sgt.
Springfield,
Ohio
PHILLIPS, FRANK P.
ASN 12083302
Radio Oper.
POW
S/Sgt.
Staten Island,
New York
LEWIS, JAMES W.
ASN 32486667
Ball Turret
POW
S/Sgt.
Somerdale,
New Jersey
CASTRO, LADISLAO C.
ASN 18201801
RW Gunner
Evadee, returned
S/Sgt.
Austin,
Texas
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DYE, NORMAN L.
ASN 14158242
LW Gunner
POW
S/Sgt.
Hickory Flat,
Mississippi
CANNON, THOMAS M. Jr.
ASN 34396263
Tail Turret
POW
S/Sgt.
Birmingham,
Alabama
The second of four 506th aircraft lost on the 18th was that piloted by 1st Lt. Raymond C.
Houghtby. The MACR states in part that this aircraft, #172, was last seen at 1446 hours peeling
off for Switzerland, under control. Apparently there was a mistake in identification of this
aircraft because it did not head for Switzerland. The navigator on board this ship, Lt. George K.
Ramsey, sent his recollections:
“Our mission on the 18th was to Friedrichshafen, near Switzerland. In one of the incredible foulups of the time, the 44th BG arrived at target on time, at the right altitude, only to find a Group
of B-17s below us and making their run on this target. We could not drop our bombs so the 44th
had to made a full circle and come back over the target a second time. We were no longer part of
the stream of bombers, but one Group coming back alone – at the same altitude, same heading
and same speed. We did hit the target, but took so much flak, we could not continue with the
Group, and became a straggler.
“We encountered enemy aircraft after we left the target and headed back for England. An
occasional American fighter would give us some cover, but we continued to have problems. We
arrived at the French coast near Abbeville at about 8,000 feet and not moving very fast. We were
within several miles of the coast and it was heavily fortified because the Germans were
expecting the invasion. We were sitting ducks for their anti-aircraft fire, and in short order! Ray
Houghtby had to call ‘Mayday”. We all parachuted out and were captured immediately upon
landing. I received a head wound at about the time we jumped. To my knowledge, everyone
survived.
“Our crew was on its 25th and last mission of our tour of duty and I was of the opinion had we
made it all the way back we would have been the first complete crew to have completed 25
missions. At least we did bomb our target on that 25th and last mission. Pat Gallagher, our
regular co-pilot, was not with us as he had just been given a crew of his own.”
Note: Gallagher completed his tour of duty on March 22nd as a 1st pilot. This mission was to Berlin.
Lt. Houghtby provided his recollections of that day, “As I recall, one of the newer replacement
Groups had missed their target sequence and made their run directly beneath the 44th BG. We
held our bomb drop and circled, falling in behind the last Group in that portion of the bomber
stream. Apparently, the German anti-aircraft gunners had zeroed in on our flight parameters.
“The first flak burst was in the center of the Group and continued very accurate, especially as we
were on our bomb run and had to hold steady on course and altitude. Our flight took several hits
(noted by sound), but no apparent damage until after one burst when one of the waist gunners,
Castro or Lewis, reported a stream from under the wing. It had to be our fuel.
“As I recall, I advised the engineer, Warren, to transfer fuel to the opposite wing. Also, after
quick consultation with the navigator, Ramsey, and a intercom check with the crew, we decided
to try to make it home. I noted that we could see several B-24s crossing Lake Constance to
Switzerland. I also remember German fighters working them over as they left the formation!
“In any event, we did some flight planning and concluded that we couldn’t make England and
keep up with the Group, so I established minimum power – about 15hg/1500 or so – had the
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crew jettison guns, flak vests, ammo, etc. as we’d requested and got two P-51s for individual
escort.
“We started a very slow descent to hold adequate flight speed. Ramsey and Bogart (bombardier)
were in the nose, scanning for any visible towns or other possible anti-aircraft installations which
we flew around. This procedure worked okay all the way to Pas de Calais area. As we
approached that area, knowing it was heavily fortified with antiaircraft and other artillery, we
discussed the advisability of dropping to the deck to cross – as the P-51s did, but I decided that
with the fuel showing empty, we’d better hold what altitude we could, which presently was at
about 11,000, and continue our power glide on towards Ford field on the coast of England.
“As we approached the coastline, the first 4 shell burst pattern from anti-aircraft took off four
feet of our left wing tip. I immediately started violent evasive action. However, the obvious
pointed fire stayed close to us with numerous partial hits. After one burst, I jammed in maximum
right roll/turn controls and almost wound up in the co-pilot’s lap!
“Apparently, the control cables had been damaged. I tried differential power and autopilot, but
couldn’t stop a shallow right turn. I lowered the landing gears and the Germans stopped
shooting. (Not all bad, huh?) We could look across the Channel to the white cliffs of Dover, but
there was no way to get there! Reluctantly, I ordered the crew to bail out. I believe Castro went
out first, understand he evaded, got with the French Underground and back home through Spain.
One of the gunners, I forget which, had to be thrown out of the bomb bay. I was the last out –
even checked forward in cockpit and nose area – and then bailed.
“There was a strong westerly wind blowing and I drifted east rapidly. While floating down, I
recall our aircraft circling in the distance, with all four engines still running! Pratt & Whitney
made good engines!
“I came down in a French hayfield, narrowly missing a power line. The field was covered with
small hay cocks. I did my best to miss one, but apparently caught my right toe on it, which sent
me tumbling. I released my chute and hurriedly stuffed it under a hay cock, then started running
toward a nearby woods. After about 100 yards, I stumbled and fell. My right foot was broken (I
found out later). In any event, as I stumbled on towards the woods, a motorcycle/sidecar came
out of the woods and across the hayfield towards me. The uniformed Germans dismounted and
continued towards me, waving pistols and yelling, ‘Camerat!’ They apprehended me, loaded me
into the sidecar, and we went to a nearby small town where several others of the crew were also
held.”
506th SQUADRON:
506th Sq., #41-29431 Q-Bar, Irwin
MACR #3405
506th Squadron Crew:
Entire crew interned
IRWIN, WINSTON C.
ASN 0-804341
Pilot
Interned, returned
2nd Lt.
Detroit,
Michigan
HARTMAN, URIAH G.
ASN 0-627851
Co-pilot
Interned, returned
2nd Lt.
Brodhead,
Wisconsin
NORTHFELT, WALLACE D.
ASN 0-695959
Navigator
Interned
2nd Lt.
Minneapolis,
Minnesota
LIBELL, ROBERT W.
ASN 0-752875
Bombardier
Interned
2nd Lt.
Portland,
Oregon
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BOATMAN, GEORGE
ASN 38349850
Engineer
Interned, returned
S/Sgt.
Gallup,
New Mexico
MERISOTIS, PETER E.
ASN 31281547
Radio Oper.
Interned, returned
S/Sgt.
Derry,
New Hampshire
BEUOY, JAMES L.
ASN 33557064
Ball Turret
Interned, returned
Sgt.
Eaton,
Indiana
LAWSON, GROVER R.
ASN 35576130
RW Gunner
Interned, returned
Sgt.
Joliet,
Illinois
HUNTER, JAMES
ASN 35791732
LW Gunner
Interned, returned
Sgt.
Lexington,
Kentucky
LAUX, PAUL M.
ASN 33242974
Tail Turret
Interned, returned
Sgt.
Williamsport,
Pennsylvania
The third aircraft lost by the 506th was that piloted by 2nd Lt. Winston C. Irwin. The MACR
briefly states that this ship was last seen at 1446 hours near Friedrichshafen, peeling off and
heading towards Switzerland. It was reported that one engine was feathered and one was
windmilling, losing fuel.
The bombardier, Lt. Robert W. Libell, sent his recollections, “We were on our first mission,
except that Lt. Irwin had flown a mission earlier [16 March] as co-pilot with an experienced
crew [R.C. Houghtby’s]. The mission was listed as Sortie Number 199. The plane number was
#431 Q-Bar. Six 1,000 pound bombs were loaded in the bomb bay. The 44th put up 18 B-24s in
three boxes of six and our ship was number five in the lead or middle box. Major Kolliner, the
506th Commander, was leading the formation. As bombardier, I was manning the nose turret on
our ship.
“The weather was bright and clear, take-off and join-up were uneventful. The target area was
reached without incident; no fighters and no flak that threatened the Group. Friedrichshafen was
passed to the north and 180 degree turn was made to begin the bombing run. Approaching the
bomb release point, a lone B-17 was moving ahead of and about 3,000 feet beneath the
formation. From my viewpoint, the B-17 would be well clear of our bombs, but the lead signaled
No Drop. Our 18-ship formation made a perfect race track pattern for a second bomb run with no
change in altitude or airspeed. On this pass, all of Friedrichshafen came up to greet us. There was
intense flak everywhere – you could smell it!
“The deputy leader [LaCombe], number two directly in front of us, dropped about 1,000 feet and
appeared to explode in a huge ball of fire. No chutes were seen. Number three and four began
losing altitude and trailing black smoke. Some crew members bailed out of one of these aircraft.
I have no recollection about the fate of the rest of the formation. The distinct impression that
remains is that the only ship to leave the target area under what seemed normal power was the
leader [Fox/Kolliner].
“Attention was now diverted to our own problems as we had taken several severe flak hits. The
crew was safe but the B-24 was not. One engine was out and feathered, another was windmilling,
and our fuel tanks had large holes. There was a one-foot hole in the nose turret enclosure
probably cause by concussion since no flak fragments were found in the nose turret. Fuel was
streaming from between #3 and #4 engines in a feathery white pattern. It was burning from the
tail on behind the airplane. For some miraculous reason, the flames never reached the wing. By
this time, considerable altitude had been lost and we were alone.
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“S/Sgt. Boatman, the engineer, checked the remaining fuel supply and found that slightly more
than 30 minutes flying time was left. After reviewing possible alternatives, Lt. Irwin made the
decision to turn to Switzerland, located on the opposite shore of Lake Constance. After crossing
into Swiss air space, we were joined by a Swiss fighter that looked like an Me 109. It directed us
to the Dubendorf military airfield near Zurich. Lt. Irwin made an excellent emergency landing
and the crew was interned by the Swiss. Except for minor cases of frost bite, the only crew injury
suffered was when Lt. Northfelt, the navigator, cut his finger on the bomb salvo lever to insure
our bombs were released.”
506th SQUADRON:
506th Sq., #42-100400 Y-Bar, Lucas
MACR #3409
506th Squadron Crew:
Entire crew interned
LUCAS, ROBERT R.
ASN 0-677807
Pilot
Interned, returned
lst Lt.
Rosebud,
Texas
WASKA, CHARLES D. Jr.
ASN 0-742541
Co-pilot
Interned, returned
2nd Lt.
Helena,
Montana
CAPELLA, BERNARD J.
ASN 0-807897
Navigator
Interned, returned
lst Lt.
New Orleans,
Louisiana
KIRCHNER, DONALD E.
ASN 0-679629
Bombardier
Interned, returned
2nd Lt.
Quincy,
Illinois
BASS, JOHN F.
ASN 14098031
Engineer
Interned, returned
T/Sgt.
Brookhaven,
Georgia
STAMBAUGH, JACOB F.
ASN 16114109
Radio Oper.
Interned, returned
T/Sgt.
Hanover,
Pennsylvania
DUBAIL, ARTHUR W.
ASN 31144498
Ball Turret
Interned
S/Sgt.
Sheldon,
Connecticut
BRICE, DOUGLAS D.
ASN 18034469
RW Gunner
Interned
T/Sgt.
Dallas,
Texas
HAMMER, LLOYD W.
ASN 20720758
LW Gunner
Interned, returned
S/Sgt.
Wichita,
Kansas
LUTHER, ERNEST C.
ASN 20318816
Tail Turret
Interned
S/Sgt.
Wellsboro,
Pennsylvania
The fourth and last airplane lost by the 506th Squadron was that piloted by Lt. Robert R. Lucas.
The MACR includes these words, “Just after bombs away, at 1446 hours, this aircraft peeled off
formation under control and started across Lake Constance for Switzerland. It then turned back
towards Germany and was last seen going down at 1500 hours in that vicinity.”
Again, there appears to be some mis-identification with this aircraft on the MACR as all men
from this crew were interned in Switzerland. Either that, or the plane managed to remain
airborne and again turned back to Switzerland. The Swiss show that Lt. Lucas was the last to
land at Dubendorf at 1538 hours.
Lt. Lucas wrote: “Just as we were preparing to drop our bombs on Friederichshaven another
group cut right under us. The 44th lead ship had no alternative but to make another run. We
made a 40 mile circle and came back over the target at the same altitude. Of course, they were
there waiting for us. We took a hit in the right wing and soon began to lose altitude. When it was
determined that we had lost most of the fuel in that right wing, we tried for Switzerland. Entering
Swiss airspace, we searched out the biggest, flat field, and belly landed (the nose wheel
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collapsed). The field was Dubendorf. No one was injured.” [Editor’s note: Photos show that
there was a light covering of snow on the ground.]
23 March 1944
Training Mission, Shipdham, England
Aircraft #41-29538 crashed on take-off during a training mission. No one was injured.
68th SQUADRON:
68th Sq., #41-29538, Barry
Accident on take-off
68th Squadron Crew
BARRY, WARREN H.
ASN 0-678992
Pilot
2nd Lt.
New Albany,
Mississippi
KREBS, ANDREW J.
ASN 0-669738
Co-pilot
2nd Lt.
Memphis,
Tennessee
MURPHY, GEORGE J.
ASN 0-688456
Navigator
2nd Lt.
Baltimore,
Maryland
CHOMA, JOSEPH
ASN 0-752317
Bombardier
2nd Lt.
Cleveland,
Ohio
McKENNA, RAYMOND H.
ASN 31155162
Eng./Top Turret
S/Sgt.
Readsboro,
Vermont
CRACOLICI, JOSEPH Jr.
ASN 12190881
Radio Oper.
S/Sgt.
Brooklyn,
New York
PERRY, DONALD L.
ASN 13042032
Ball Turret
Sgt.
West View,
Pennsylvania
EURE, WILLIAM H.
ASN 13119398
RW Gunner
Sgt.
Wakefield,
Virginia
WHITWORTH, JOHN L.
ASN 34448789
LW Gunner
Sgt.
Martin,
Georgia
DAY, RUSSEL A.
ASN 16008549
Tail Turret
Sgt.
Tomah,
Wisconsin
DAVIDO, FRANK
Observer
1st Lt.
Note: This crew was shot down on 8 April 1944. McKenna was killed in action. The rest were taken prisoner.
John Whitworth was able to provide details on this incident. He noted that his crew arrived on 15
March 1944. He wrote: “One morning, we went out to a plane and practiced on the ground
seeing how fast we could get out from the crew positions when the alarm was sounded. After
dinner, the crew was to fly around over England. Lt. Frank Davido went with us. We went down
the runway and we were going 105 miles per, according to someone on the flight deck.
“I was on the left side in the waist and we bounced off the runway maybe a foot and touched
back and the left wheel was retracting and the left wing came down on the ground, tearing #1
and 2 propellers off as they hit the runway. The right wheel held up so no damage was done to
that side. The plane skidded for some distance before it stopped and did not catch fire.
“This was Lt. Warren H. Barry’s crew along with Lt. Davido as instructor. No injuries to any of
the 11 men aboard.”
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Airdrome, Mont-de-Marsan, France
This target, almost on the Spanish border, was one of the longest flights for the 44th BG out of
England. Stationed at this air base were long-range reconnaissance German aircraft. The
airdrome was hit visually with good results. Two aircraft were lost, one each by the 66th and the
67th Squadrons.
66th SQUADRON:
66th Sq., #42-109836 B, Harleman
MACR #3590
66th Squadron Crew:
HARLEMAN, RICHARD E.
ASN 0-799767
Pilot
1st Lt.
KIA, WOM Cambridge
Lehighton,
Pennsylvania
JOHNSON, MELVIN J.
ASN 0-749695
Co-pilot
KIA, WOM Rhone
1st Lt.
Utah
COBANE, WILLIAM E.
ASN, 0-735857
Navigator
KIA, WOM Rhone
1st Lt.
BAUM, PAUL F.
ASN 0-685420
Bombardier
2nd Lt.
KIA, buried Rhone (C-9-18)
Sandusky,
Ohio
WOOD, FRED D. Jr.
ASN 13119193
Engineer
KIA, WOM Rhone
S/Sgt.
Madison Heights,
Virginia
LAWYER, DONALD A.
ASN 33244873
Radio Oper.
KIA, WOM Rhone
S/Sgt.
Chambersburg,
Pennsylvania
FIELDS, LEE H.
ASN 19180515
Ball Turret
S/Sgt.
Captured, injured, liberated in Paris
Sheridan,
Wyoming
CRANE, JAMES J.
ASN 12074922
RW Gunner
POW, injured
S/Sgt.
Brooklyn,
New York
BENOIT, JOSEPH G.
ASN 18171590
LW Gunner
POW, injured
Sgt.
Kaplan,
Louisiana
PETRICEVICH, JOHN J.
ASN 12085309
Tail Turret
POW, injured
Sgt.
Brooklyn,
New York
Detroit,
Michigan
1st Lt. Richard E. Harleman was the pilot on this 66th Sq. aircraft, which was damaged by flak
over the target. The MACR for this aircraft states in part, “Moderate accurate gunfire was
encountered at Mont De Marsan and several aircraft were damaged. #836 left the formation at
1438, just after bombing, one engine hit by flak and losing altitude, but under control. Was last
seen headed for Spain.” It did not reach that neutral country, but came very close to it.
Left Waist gunner Joseph G. Benoit filled in the missing pieces, “Seconds after we dropped the
bombs, the plane was hit by flak. The right wing had a big hole just aft of the #4 engine that
caused this engine to backfire and the prop began windmilling. It hit the fuel cells, too, and we
were losing gas.
“We could not keep up with the formation, therefore, we decided to go to Spain. The pilot
decided that we should hit the deck and take our chances with ground artillery rather than be shot
down by enemy aircraft at higher altitude.
“As we approached the French coast, we were fired on by machine guns and small arms along
the beach. The plane caught fire in the bomb bay area and that halted all hopes of making it to
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Spain. We ditched about one mile from shore. The plane broke at the waist windows when we hit
the water, and the four of us standing in the waist section were thrown into the water. These were
John Petricevich, James Crane, Lee Fields and myself.
“When I could see again, bombardier Paul Baum was out of the nose section and swimming near
me, but he soon sank and I never saw him again. The Germans picked up his body the next day,
and I was told that he had bullet holes in him – seven of them, as I remember it.
“The four of us were picked up by a Frenchman and his young son who had been fishing nearby.
John Petricevich had a cut over his eye; Lee Fields was badly burned; James Crane had a
crushed forehead, and I had a broken left leg at the knee, light burns on my hands and face, and a
cut on the back of my head.
“We four were taken to a hospital in town, can’t remember the name, but was in the area of
Bayonne and very near to the French border [with Spain]. I remember that Crane was in the
operating room for at least three hours while the doctors were removing pieces of shattered bone
from his brain.
“The next day John Petricevick was sent to a POW camp in Germany. Three or four days later I
went by train with German guards to a hospital in the heart of Paris – it was a Catholic hospital.
A young German doctor put my leg in a cast; then later I was sent to a hospital in Obermassfeld,
then to another in Meinigen, Germany.
“Five months later I was sent to Stalag Luft IV until the Russians got close; then to Stalag Luft 1.
John and I were in the same camp together, but in different compounds. It seems to me that I saw
Lee at a hospital waiting to be repatriated to the States, and that is the last I saw or heard from
him. (He was never listed as a POW but was repatriated).
“Lts. Harleman, Johnson, Cobane and Sgts. Lawyer and Wood never got out of the plane after
ditching and went down with it. Harleman, Cobane, Baum and Fields were not members of my
regular crew, but were replacements for Roy Jorgenson, James Lidell and Fred Gatens who had
been shot down earlier when flying as replacements. Sidney Hawkins also had been lost.
“The plane had no name and was a new one, this being its first and only mission.”
Joe Benoit provided additional information on Lee Fields’ injuries: “He had both legs broken;
one was a multiple break with some bones crushed. He also had facial burns. He was transferred
to a hospital in Paris where doctors worked for months to save his leg. He was not repatriated,
but was left in Paris and liberated by our troops during the Paris takeover. The German doctor
left written instructions with Lee on the condition of his leg and what he was attempting to
accomplish. After all the work and surgery was done on his leg, he still had his leg, but it was
one and a half inches shorter than the other.”
67th SQUADRON:
67th Sq., #41-29554 J-Bar, Hess
TEXAS ROSE
MACR # 3588
67th Squadron Crew:
Entire crew interned
HESS, HAROLD F.
ASN 0-798299
Pilot lst
Lt.
Interned, injured (broken ankle)
Terra Haute,
Indiana
BINSWANGER, WALTER MAX
ASN 0-755505
Co-pilot
Interned, returned
2nd Lt.
San Diego,
California
PECK, FLOYD C.
ASN 0-692432
Navigator
Interned, returned
2nd Lt.
Watten,
Pennsylvania
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FISHER, ALBERT R. Jr.
ASN 0-690556
Bombardier
Interned, returned
2nd Lt.
Hollis,
New York
CHRISTOPHER, ANTHONY J.
ASN 31037024
Engineer
S/Sgt.
Interned, injured (broken neck)
Ipswich,
Massachusetts
BLACK, PETER E.
ASN 12124754
Radio Oper.
Interned, returned
S/Sgt.
New Hyde Park,
New York
BEDNAR, ADAM B.
ASN 13081348
Ball Turret
Interned, returned
Sgt.
BAILEY, CLARK G.
ASN 35400754
RW Gunner
Interned, returned
S/Sgt.
Linworth,
Ohio
HOLLADAY, FRED R.
ASN 18163207
LW Gunner
Interned, returned
S/Sgt.
Tulsa,
Oklahoma
BUTLER, JOHN M.
ASN 14182636
Tail Turret
Interned, returned
Sgt.
Tifton,
Georgia
Note: Bailey participated in the Ploesti low-level mission
lst Lt. Harold F. Hess was the captain of this 67th’s ship lost on the 27th. The MACR for this
aircraft states in part, “Several crews saw J-Bar 554 leave the formation at 1456 hour and head in
the direction of Spain, under control. At 1459 hour, one engine was feathered (not true) and still
headed for Spain.” And they made it! This was the sixth mission for this crew.
Lt. Hess remembers, “After several delays, we took off about the middle of the morning – take
off was on instruments and we broke out of the overcast at 10,000 feet. Since the mission was a
very long one, and in order to save fuel, we flew at 10,000 feet and also bombed at that altitude.
“We finally arrived at our target, an airfield, and encountered the most flak of any of my 50
missions! This from a briefing of only 12 anti-aircraft guns. We were badly shot up by this flak
as we went in at 10,000 feet and were sitting ducks when all those guns opened up on us at that
altitude.
“Peck, our navigator, came up on the flight deck and said there was a hole in the nose the size of
a washtub. Christopher, our engineer, was busy transferring fuel from the damaged tanks. We
debated whether to drop the ball turret, but decided not to attempt it. We flew over the Bay of
Biscay and threw overboard the bombsight, guns, ammunition, etc. All of the crew bailed out in
the vicinity of Navarra. I tried to put the airplane on automatic pilot, but it wouldn’t work, so I
trimmed it the best I could with that #3 engine revving up like it was. I aimed the plane out
towards the bay and bailed out. The plane circled around and didn’t miss me by too far and then
brushed the top of a house and crashed without burning. I landed in the vicinity of San Sebastian
on the coast. We had two injuries – Christopher broke his neck, and I broke an ankle. Through
all of this, I still don’t understand two things – how the engines kept running, and why we didn’t
blow up from the gas leaks.”
Lt Hess graciously canvassed several members of his crew to obtain as much input as possible
for their story. Left waist gunner Fred Holladay then compiled their stories, ably assisted by the
bombardier, Lt. Albert Fisher. I have included much of it here.
“The 67th sent 10 planes along with the 44th’s formation. The airdrome was hit visually with
500 pound bombs, and with good results. The anti-aircraft fire was heavy and accurate. We were
hit quite hard, as we counted approximately 400 holes in the aircraft that we could see, about 250
on the left wing, including a large hole right through the left inboard fuel tank, made by an 88July 2005 edition
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mm shell that failed to explode! The bomb bay was saturated with fuel and hydraulic oil fumes,
so I opened the bomb bay doors to reduce the fire danger.
“When Lt. Hess asked me about the stabilizers and rudders, I told him that the left stabilizer had
a hole in it. When he asked me how big, I told him, ‘About the size of your hat’. The number
three throttle cable was shot in two.
“Then Pappy Hess told us to throw everything overboard that we possibly could get loose to
lighten the plane so that we could make it to Spain – and for a slower landing speed. We also
discussed if we should drop the ball turret. We had been briefed before takeoff that if we
couldn’t make it back to England, we should try for Bilbao, Spain, where they had an airport.
And so we headed for it.
“Upon arriving there, we attempted to lower our gear for the landing but had only the right main
gear come down. The left tire had some holes in it and the hydraulic lines to that left gear had
been shot in two. The runway was sod, was very short, and we could see a few World War I type
aircraft on the field. Lt. Hess then made his decision for us to bail out, as a crash-landing would
be too hazardous.
“As I jumped out from the right rear bomb bay, Max, co-pilot, was ready to go out the front right
bay. I had the small-type chest pack chute and it failed to open! So I hurriedly pulled at the chute
to open it manually as I had remembered in a training lecture. As Max watched, he was relieved
to see that it finally opened – not to mention my anxiety!
“Lt. Hess told me that he trimmed the plane and headed it out of our landing area and bailed out.
But as he was descending in his chute, the airplane had a mind of its own and circled back
around, and appeared to be headed right back toward him. Luckily, it missed him, headed down
and struck the roof of a house, and the fright caused a pregnant woman to give birth to her child
right then. No one was hurt but a dog was killed. The plane then skidded out across the rocky
and stumpy hillside to a full stop, and didn’t even burn. Not enough fuel left to burn, I guess.
Christopher hurt his neck when he landed and couldn’t fly combat anymore. He was hospitalized
in England later and eventually sent back to the States. Hess also broke an ankle when he struck
the hard ground.
“Added to our problems as we circled Bilbao attempting to parachute, was that the Spanish
soldiers were firing their rifles and artillery at us! They even showed us their empty cartridges
later. Happily, their aim was not very good, and nothing or no one was hit.
“The American Counselor and most of the city then turned out for the occasion. We were taken
to the Priest’s home and were permitted to stay. But the Spanish military confiscated all of our
military items and our money. So the American Counselor drove us into town and purchased
civilian clothes for us. Some civilians thought we were invading Spain and appeared to be very
happy about it. One of the Spanish girls gave me a book with her picture and her address in it,
which I still have. Later, I bought a Spanish dictionary to use in writing to her. Peter Black, our
radio man, who knew Spanish, would read her letters for me.
“Three days later, we departed Bilbao and were taken to a beautiful resort in rolling hills and
with a desert-like climate. It had warm mineral water flowing out of the hills and into large,
stepdown bathing pits about six foot square and with about three feet of water flowing through
them. Some pools had the largest goldfish I’ve ever seen. Here we stayed with a large number of
air crewmen, some of whom had been there for a long time. Many of them had made the
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torturous journey through those snowy Pyrenees, hunted by the German soldiers with dogs.
Some had frozen toes and fingers and other injuries [gotten while] trying to avoid their patrols.
We were lucky as we had flown over those Pyrenees.”
Fred continued with their story about their experiences in Spain, travel to Gibralter, and eventual
flight back to England at night in a C-87. But, according to the “Rules” this crew could no longer
fly combat from England, so they eventually were transferred to Italy and the 15th AF where
most of the crew completed their tour from that Theatre of Operations.
8 April 1944
Airdrome, Langenhagen, Germany
The month of April cost more plane losses and casualties of the entire war so far as the 44th
Bomb Group was concerned! More so than the August 1943 disasters of Ploesti and a later
mission to Foggia, Italy. The 8th of April was the worst single day.
For the first time in the war, the 44th BG was led by 389th BG aircraft equipped with PFF
(Pathfinder equipment). With them as Command Pilots were Col. Gibson, Group C.O., and
Captain Robert Lehnhausen, 68th Squadron C.O. They flew with 389th Bomb Group personnel
and airplanes. It was not a successful endeavor.
The primary target, Brunswick, as well as the secondary were obscured by a successful smoke
screen, so a target of opportunity, Langenhagen Airdrome, was bombed instead. Enemy aircraft
attacks were numerous and severe, with our gunners claiming 12 destroyed, 6 probables and I
damaged. But the 44th Bomb Group’s formation was subjected to concentrated attacks and lost a
total of eleven aircraft! This, compared to the nineteen other B-24s lost by all other Groups. This
was the worst loss of the war for one mission by the “Flying Eightballs”.
66th SQUADRON:
66th Sq., #42-99996 I, Richardson
MACR #3763
66th Squadron Crew:
Entire crew KIA
RICHARDSON, WILLIAM M.
ASN 0-687496
Pilot
KIA
2nd Lt.
Macon,
Georgia
MILLER, ARTHUR L.
ASN 0-818724
Co-pilot
KIA
2nd Lt.
Birmingham,
Alabama
ORBACH, NORRIS F.
ASN 0-698138
Navigator
KIA
2nd Lt.
New York City,
New York
DAVIS, MILTON H.
ASN 0-691878
Bombardier
2nd Lt.
KIA, buried Ardennes (C-2-13)
North Hollywood,
California
NAPPIER, VERNON D.
ASN 37438712
Engineer
KIA
S/Sgt.
Bedford,
Iowa
GOOLSBY, RAY K.
ASN 13066720
Radio Oper.
KIA
S/Sgt.
Waynesboro,
Virginia
POHLMEYER, ROBERT L.
ASN 15097510
Ball Turret
Sgt.
KIA, buried Ardennes (C-5-47)
Montgomery,
Ohio
SIECKE, ELDON D.
ASN 17165143
RW Gunner
KIA
Sgt.
Pilger,
Nebraska
BRUCE, W. B. Jr.
ASN 14159347
LW Gunner
KIA
Sgt.
Nashville,
Tennessee
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POWNALL, OTIS H.
ASN 20733281
8 April 1944
Tail Turret
Sgt.
KIA, buried Ardennes (B-43-20)
Little River,
Kansas
The plane and crew lost was that piloted by 2nd Lt. William M. Richardson. He and his entire
crew were KIA – no survivors. There were even few observers to this loss. The MACR is
equally brief because of this, stating only that aircraft #996 apparently was hit by enemy aircraft
at 1345 hours in the vicinity of Salzwedel and was seen to go down. No chutes were observed.
At least five airplanes were lost within the three minutes near 1345 hours from one pass by
enemy planes, as described by survivors from the other crews lost.
Two planes and crews were lost by the 67th Squadron plus one other that crashed in England,
killing another crewman.
67th SQUADRON:
67th Sq., #42-110083 X-Bar, Mayes
MACR #3855
67th Squadron Crew:
MAYES, ROBERT A.
ASN 0-742181
Pilot
KIA
2nd Lt.
San Antonio,
Texas
RUSSELL, JAMES F.
ASN 0-812315
Co-pilot
KIA
2nd Lt.
Ashville,
North Carolina
RUSSELL, ROBERT P.
ASN 0-797076
Navigator
KIA
2nd Lt.
Ashville,
North Carolina
PLASZCZYKOWSKI, EDMUND M.
ASN 0-688396
Bombardier
KIA
2nd Lt.
Chicago,
Illinois
O’NEAL, CHARLES E.
ASN 13104794
Engineer
KIA
S/Sgt.
Cumberland,
Maryland
SIEGERT, PAUL C.
ASN 17175511
Radio Oper.
KIA
S/Sgt.
Toganoxie,
Kansas
NEWTON, ROGER J.
ASN 31254221
Ball Turret
KIA
Sgt.
Burlington,
Vermont
THOMAS, ARCHIE M.
ASN 18118735
RW Gunner
POW
Sgt.
Palestine,
Texas
LOGAN, DONALD J.
ASN 35564011
LW Gunner
KIA
Sgt.
Peru,
Indiana
BURK, WILLIAM J.
ASN 14091412
Tail Turret
KIA
Sgt.
Talladega,
Alabama
2nd Lt. Robert A. Mayes was the pilot of aircraft #083 and was probably one of the first 44th
aircraft to go down. The MACR states that in the vicinity of Langenhagen Airdrome, at 1410
hours, Lt. Mayes gave orders to bail out on the interphone. The plane was on fire and in a spin.
This plane had been hit by enemy aircraft before the target and went down. Sgt. Archie M.
Thomas was the first to bail out, and probably the last, as his chute opened at about 400 feet. The
plane exploded when it hit the ground.
For the first edition of the Roll of Honor, Archie Thomas wrote that there wasn’t much that he
could add to the data in the MACR. “We were hit by enemy aircraft fire on their initial pass
through our formation. Our plane caught fire and went into a spin immediately, probably
indicating that our pilots were injured, too. We had been flying in the “tail end Charlie” position.
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I am certain that the other men in the rear of our ship with me were KIA – William J. Burk,
Roger J. Newton and Donald J. Logan.
“The craft went down in a tight spin, on fire, and I was the first one to leave from the rear area.
My chute opened probably no more than 150 feet from the ground. It is also safe to say that there
were no other survivors. But I did see that there was another plane that went down at the same
time that we did.
“I spent my POW time in Stalag 17B until the war was over.”
Thomas later provided a more extensive account. He titled this “That Fateful Easter Eve, April 8,
1944”: “Our take off time was delayed from 07:00 a.m. to 09:00 a.m., due to a very heavy fog.
While waiting for take off the officers were gathered at the front end of the B-24 whereas the six
enlisted men were gathered at the tail end of the aircraft. During this wait, one of the enlisted
men stated that, ‘If it is my time to die, I am ready to die for my country.’ One by one, four of
the remaining crew made the same statement. I, alone, had not spoken, and at this time I stated,
‘I am not ready to die for my country, but rather I am ready to LIVE for my country.’
“After loading on the aircraft my intercom was out and as a result, I missed out on some of the
conversation. The radio operator took care of this problem before we got over enemy territory.
After breaking through the fog, we had a beautiful spring day. We test fired our guns and the
assistant engineer transferred fuel. At one point, we had to take evasive action to avoid colliding
with another aircraft. We could see a little anti-aircraft flak in the distance near the Zuider Zee.
“Our preliminary checks were all made over the Channel. We were now entering enemy
territory. As we proceeded over enemy territory, we kept a close lookout for enemy aircraft and
gunfire. We were joined by one Allied Fighter Escort who stayed with us for some time. After
they turned around and prior to our second Escort group joining us at approximately 13:00
o’clock, we spotted German fighters at a 3:00 o’clock position. They proceeded to move ahead
of our formation and they attacked from directly in front of us, coming through our formation
firing their guns. I am quite sure these were Me 109s.
“Our aircraft was hit on this first pass, caught fire and went into a spin. I was at the right-hand
waist gunner position with Don Logan flying left waist gunner, Roger Newton, ball turret, and
Burk in tail gunner position. We received word on the intercom stating, “We are hit. Get out!”
This order was given by the pilot. I pulled the cord to my flak suit and it fell off. By this time,
due to the spin, the weight of our bodies had increased several times, and everything was fairly
well held to the floor.
“I grabbed my parachute and was the first to get to the escape hatch, which was also known as
the camera hatch or main entrance hatch on the B-24. I made an attempt to open the hatch alone
and had planned to jump holding my chute as I figured the plane would probably blow up in a
few seconds. It would be better to try to hold onto the chute and put it on as I was on the way
down, rather than face certain death in an exploding aircraft. This attempt failed and I managed
to put the parachute on. By this time, two other crewmembers, Logan and Newton, had managed
to get to the escape hatch, one at each end and I at the center of the door where it opened. We
managed to get the door opened approximately eighteen inches and could open it no further due
to the [centrifugal force of the] spin.
“I looked at Burk in the tail, unable to get out of his turret. Beads of perspiration were on his face
and a look of fear, even death was on his face. I looked at Logan and Newton, neither in a
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position to jump. I thought if I try to exchange places with either of these men, no one will get
out of this plane alive. I layed down and tried to get under the low opening of the door. Finally,
after what seemed a long while, I felt my body hurled from the force of the spinning aircraft. I
reached for the ripcord and thought I had missed it somehow. At this time I said, ‘Oh, Lord, I’m
gone.’ As I uttered these words, the tumbling stopped. I glanced up and there was my chute. I
glanced down and the pine treetops were just below my feet. The ripcord had caught on the door
as I squeezed under it. Thanks to God and my crewmates, I was able to eject from the aircraft
seconds before it dashed into the ground.
“I figure that had my stay in the aircraft been extended as much as one-tenth of a second, or even
less, I probably wouldn’t be here today. One has to wonder about the remarks of the other
enlisted crewmembers who all perished at this time, as well as the officers on the plane. The
aircraft crashed about 100 yards from where I landed, and exploded seconds later. Just prior to
the explosion, I disconnected my chute which was hanging in a tree and attempted to get out of
the area. Of the crewmembers left in the aircraft, the Germans were able to identify all the bodies
with the exception of the co-pilot who, I believe, was probably hit by the exploding shell that
brought our ship down.
“I was not captured until approximately one hour later. Two German enlisted men had gone out
to inspect the wreckage of our aircraft. On their return to the village near by, they found me in
the woods, where I was attempting to keep hidden to avoid capture. One said to me, ‘For you the
war is over.’ This was spoken in English.
67th SQUADRON:
67th Sq., #42-7767 C-Bar, Thom
SHACK RABBIT
MACR #3849
67th Squadron Crew:
Entire crew POW
THOM, GEORGE J.
ASN 0-742628
Pilot
lst Lt.
POW, Very seriously injured
Burlington,
Wisconsin
ABAD, ANTHONY J.
ASN 0-684456
Co-pilot
POW
2nd Lt.
San Francisco,
California
GILLE, GERALD G. (506 Sq.)
ASN 0-676373
Navigator
POW/WIA
1st Lt.
Quincy,
Illinois
ALCOTT, RUSSELL J.
ASN 0-679598
Bombardier
POW
2nd Lt.
Houston,
Texas
KOWALSKI, ANDREW A.
ASN 33168900
Engineer
POW
T/Sgt.
Reading,
Pennsylvania
JOHNSON, ALVIN D.
ASN 17063731
Radio Oper.
POW
T/Sgt.
Hastings,
Nebraska
MEINKE, HARVEY H.
ASN 36305301
Ball Turret
POW
S/Sgt.
Elmwood Park,
Illinois
PROULX, EARL D. (506 Sq.)
ASN 19114709
RW Gunner
POW
S/Sgt.
Tacoma,
Washington
KNOTTS, LOYES H.
ASN 33397479
LW Gunner
POW
S/Sgt.
Waynesburg,
Louisiana
SMILANICH, BRONKO
ASN 37316734
Tail Turret
POW
S/Sgt.
East Hibbing,
Minnesota
Note: Lt. Gille and Sgt. Proulx were from the 506th Squadron.
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The second 67th Squadron aircraft lost was that piloted by 1st Lt. George J. Thom. The MACR
briefly states that this aircraft is believed to be the one that exploded after being hit by enemy
aircraft and that no chutes were seen. (Time: 1347, in the vicinity of Salzwedel.) However this
cannot be correct as George Thom rode this aircraft nearly to the ground and everyone else had
time to bail out.
1st Lt. Gerald G. Gille, navigator on this crew, gave me his story, “On the early morning of April
8th, 1944 I was awakened and asked if I would like to volunteer for the navigator’s; job, flying
with the ‘foreign’ 67th Squadron. Being one mission behind my regular crew, I consented, and
found myself with Lt. Thom’s crew after breakfast. Our mission was to Brunswick with a direct
route through ‘Flak Alley’.
“After assembly in the air, and crossing the European coast, I noticed we were having trouble
keeping in formation. I always thought we should have aborted, but Lt. Thom was making every
effort to keep up. Upon entering Germany, we were straggling badly, and sure enough, Me 109
enemy aircraft were attacking between eleven and one o’clock, high.
“It seemed as though they were about 10 abreast. The first pass they crippled two of our engines.
Now we were really far behind our formation. On the second pass, they shot out the far left (#1)
engine and our electrical system, and the remaining left engine, #2, was smoking. A 20-mm shell
exploded just under the nose turret and blew out the nose wheel tire and covering. The
bombsight also got a direct hit, saving my life, I believe, as only my right ankle caught the
fragments.
“This all started at approximately 21,000 feet. After helping to get the bombardier (Alcott) out of
the nose turret, I stood up and looked out the astrodome to see Lt. Thom motioning for us to bail
out. We were in a flat spin, and after watching the altimeter slowly winding down, I checked my
chute straps, zipped my leather jacket closed, after making sure I had escape rations. I decided to
forget about my flight cap, checked the altimeter again – it was at 6,000 feet – stood up and
looked out the nose astrodome again and saw no one left, and got ready to jump. The last reading
on the altimeter was 1500 feet when I dived out the missing nose door head first.
“We were in the suburbs of Hannover when the plane crashed and exploded. (So the MACR data
was incorrect) I found myself landing in a two acre plowed field with a sprained, wounded right
ankle, with blood running out of my G.I. boot. I was gathering my parachute together when a
German soldier on a motorcycle came to me off the road, into the field where I was. He jumped
off his motorcycle and pointed his rifle at me, yelling, ‘Pistol? Pistol?’ I said ‘Nein’ and offered
him some chewing gum, which he declined.
“I tried to explain to him about my damaged ankle and that it was hard for me to walk. But he
forced me to carry my gathered parachute down the road approximately one-half a mile to a flak
tower. Then I was able to sit down on the mound levee around the flak gun. Several of our
crew’s sergeants soon were captured and brought to this same assemblage where I found out all
of the crew got out safely!”
Left waist gunner, Loyes Knotts, added a few facts, “Our crew had been grounded when the
April 8th mission came up. We had two crew members – Lt. Jackson and Sgt. Arthur Silverburg
on leave in London for the weekend. Two temporary crew members were given to us for this
mission – a right waist gunner, (Proulx) and a navigator (Gille), who I think was from the 506th
Squadron.”
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George Thom never committed his amazing survival story to paper, but it seems proper to tell it
as best as I can based on a conversation I had with him. Lt. Thom said that he stayed with the
plane as long as he could, waiting for all of his crew to parachute. When satisfied that all of his
men had jumped, he then made his escape.
However, by that time he was so close to the ground that he never got his parachute on by the
time he jumped. Nor did he have time to hook it to the rings before he landed in a large tree! Lt.
Thom was a big man, well over six feet tall, and that may have contributed to his survival. The
large tree did break his fall so that he did not go through to the ground. But even though
suspended in that tree, he did “break most of the bones in my body, including my back!”
Col. Thom did not continue on with how he was rescued, but at the time of his conversation in
the late 1990s, he was still suffering from that or those injuries.
His story is truly amazing, for he is one of the very few, or even the only account we have of a
survival from escaping a falling plane, no parachute opening, and surviving.
67th SQUADRON:
67th Sq., #42-52293 G-Bar, Wahler
JUDY’S BUGGY
Returned
67th Squadron Crew:
WAHLER, WILLIAM L.
ASN 0-746488
Pilot
Crash-landed OK
2nd Lt.
California
PINO, PIETRO
ASN 0-807042
Co-pilot
Crash-landed OK
2nd Lt.
Burlington,
New Jersey
MURRAY, THOMAS P.
ASN 0-682123
Bombardier
Parachuted OK
2nd Lt.
Cambridge,
Massachusetts
TRUMBO, GROVER C. (506/68 Sq.)
ASN 0-739637
Parachuted, injured legs
JONES, ROBERT G.
ASN 35492819
Engineer
Parachuted OK
S/Sgt.
Louisville,
Kentucky
MAZER, EDWARD
ASN 13167474
Radio Oper.
Parachuted OK
S/Sgt.
Pittsburgh,
Pennsylvania
HARMEYER, CHARLES H.
ASN 15336777
Ball Turret
Parachuted OK
Sgt.
Cincinnati,
Ohio
RAY, CHARLES W.
ASN 14170302
Waist Gun.
Seriously Wounded
Sgt.
Chalybeate,
Mississippi
WARREN, JAMES H.
ASN 32514996
Waist Gun.
Seriously Wounded
Sgt.
Queens,
New York
MESKINIS, JOSEPH M.
ASN 33355549
Tail Turret
Sgt.
KIA, buried Cambridge (C-6-55)
Bloomsburg,
Pennsylvania
A third 67th plane was badly damaged but was not counted in the total of eleven lost as the pilots
succeeded in getting it back to England
Co-pilot Lt. Pietro Pino wrote that, “The 67th Squadron was leading the Group and the Group
was leading the entire 8th A.F. We were flying in the #4 position, and that probably is why I am
alive today. We were in the vicinity of Dummer Lake where we were making a turn to the right
towards our target, when approximately 100 enemy aircraft made one sweeping attack on us out
of the sun, with almost no one seeing them coming. It reminded me of the second-hand car lots,
with their hundreds of bare bulbs, only these “bulbs” were 20-mm cannon shells exploding!
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“They made only one pass but they got several planes, and hit us quite badly. They hit both #3
and #4 engines, with the oil pressure on #3 dropping to nothing quickly, but we held formation,
got to the target and bombed. Soon, #4 engine quit and we lost more altitude quickly, while the
crew was heaving everything that they could overboard so we wouldn’t go all the way down.
“Alone now, we got back over Holland, having a difficult time trying to fly a course with full
rudder and trip tabs set against that loss of all power on the right side. Lt. Wahler suggested that
perhaps we should bail out over Holland, but I felt that as long as we were not on fire, we should
try for England – and that is what we did.
“We came in from over the North Sea over a small village of Beccles, where we saw an airfield
with newly completed runways and bailed our crew out except for five of us. Sgt. Meskinis, our
tail turret gunner, had his turret almost completely demolished around him, but not too badly
injured. Our bombardier, Lt. Murray, helped Meskinis from the tangled wreckage, put his chute
on his harness, got him to the rear hatch and helped him bail out. But Joe never did pull his
ripcord. Instead, he must have become confused because when they found him, he had his heated
suit cord in his hand – not the ripcord – and his chute was unopened.
“Wahler and I landed the plane at Beccles without further trouble as our engineer, Robert G.
Jones, pumped the flaps and the landing gear down manually (#3 engine out). Those with us still
in the plane were the two waist gunners who had been peppered full of shrapnel. When we
checked the waist area, there were so many holes for daylight that it was like looking at the sky
at night and seeing stars everywhere.”
Frank Stegbaur, Squadron navigator, who was the regular navigator on this crew, sent his
recollections of this crew:
“The Wahler crew was assigned to the 67th in February ‘44, but because of a shortage of
navigators, I was assigned to another, more experienced crew to fly while the rest of the Wahler
crew were undergoing ground training. I had flown 5 missions before I was re-assigned back to
Wahler. Later, I was sent to PFF School, and it was during this time that the incident involving
Joe Meskinis occurred.
“Lt. Wahler informed me the crew had been decimated while on this mission. Their aircraft
encountered severe fighter attacks and was badly damaged. His two waist gunners, Charles Ray
and James Warren, had been badly wounded in the buttocks and legs when a 20-mm shell burst
in the waist position between these two gunners. The aircraft had other serious damage as well.
Lt. Wahler was able to nurse the aircraft back to England, and then ordered the crew to bail out,
and they did. All landed safely except Joe Meskinis. They found him on a hillside with his chute
unopened. The ripcord was still in the chute and the handle or cord was not fouled.
“Joe and I were good friends. Our friendship started because we both had type AB blood and we
always said we had to stick together in case either of us needed a blood transfusion.
“After this experience, S/Sgt. Robert Jones was so badly shaken that he was taken off of flying
status and re-assigned.”
Three airplanes and crews were lost by the 68th Squadron. They were: Lts. Altemus’, Barry’s,
and Townsend’s.
68th SQUADRON:
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68th Sq., #42-110020 Z, Altemus
MACR #3854
68th Squadron Crew:
ALTEMUS, WILLIAM B.
ASN 0-2045026
Pilot
KIA
2nd Lt.
Hollywood,
California
PHELAN, EUGENE A.
ASN 0-748234
Co-pilot
POW
1st Lt.
Chinook,
Montana
BELLARD, HAROLD W.
ASN 0-675984
Navigator
KIA
1st Lt.
Woodlawn,
Maryland
STEADHAM, ROY J.
ASN 0-668816
Bombardier
1st Lt.
KIA, WOM Netherlands
Jacksonville,
Indiana
BAKER, LANNING C.
ASN 35350340
Engineer
POW
T/Sgt.
La Grange,
Indiana
LOPEZ, VICTOR A.
ASN 18135755
Radio Oper.
T/Sgt.
KIA, WOM Netherlands
Claremore,
Oklahoma
MICKEY, JAMES D.
ASN 35305177
Ball Turret
KIA
S/Sgt.
Cleveland,
Ohio
FEENEY, JOHN E.
ASN 33155399
RW Gunner
POW
T/Sgt.
Washington,
Dist. of Col.
GILBERT, ROBERT N.
ASN 15102189
LW Gunner
S/Sgt.
KIA, buried Margraten (L-5-13)
Conneaut,
Ohio
GAFFNEY, WILLIAM J.
ASN 12143699
Nose Turret
S/Sgt.
KIA, WOM Netherlands
Brooklyn,
New York
HOCK, FRANK
ASN 33186384
Tail Turret
POW
Bethlehem,
Pennsylvania
S/Sgt.
2nd Lt. William B. Altemus was the pilot of #020. The MACR includes this explanation, “At
1344 hour near Salzwedel this aircraft was attacked by enemy aircraft. It broke into flames and
blew up. No parachutes were seen.”
Again, it appears that the wording on this MACR is not quite correct as I have been advised by
the engineer, Lanning C. Baker that, “We were flying a new plane so it had no name. It was a
beautiful sunny day, not a cloud in the sky. I remember feeling quite secure because there were
so many bombers in the air, well escorted by P-51s.
“We were hit by fighters which came out of the sun from above and in front. Our plane was hit
so hard it seemed to momentarily stop in the air. Fire immediately erupted from the bomb bay
and flashed onto the flight deck. I got out of the top turret, losing my oxygen mask in the
process, and opened the top hatch door. This allowed the fire to go over us and out that hatch
between the pilots. I then passed out from lack of oxygen.
“When I came to, I was lying on the flight deck floor right next to my parachute pack. I noticed
that the right front bomb bay door was open or had been blown off. The other three were still
closed. So I snapped on my chute and got out as quickly as I could. The bombs were still in
place. “By this time, the plane could not have been too high because I hit the ground in no more
than 3 or 4 minutes. I remember looking up after my chute opened and the plane was still flying,
but there was a lot of fire.
“What happened to the others on board? Hock and Feeney were in prison camp with me. I saw
Lt. Phelan at Camp Lucky Strike in France after the war was over. He said Lt. Altemus told him
to jump and he would follow. He also said he saw me lying on the deck and thought I was dead.
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But when I got out of the plane, I saw no one! Altemus could still have been in his seat as the
smoke and fire made poor visibility. As hard as we were hit in the front, I’m sure all in that area
were killed or badly wounded.
“The big question of the day was, how did the single bomb bay door get open? I discussed it
with Lt. Phelan when we met in France. He thought I had opened it and I, in turn, thought that he
did it. I have now concluded that for some reason the Almighty decided to keep a couple of us
guys around a little longer.”
68th SQUADRON:
68th Sq., #42-99987 S, Barry
PIZZ AND MOAN
MACR #3853
Note: This aircraft was also known as TOOTIE BELLE.
68th Squadron Crew
BARRY, WARREN H.
ASN 0-678992
Pilot
POW
2nd Lt.
New Albany,
Mississippi
KREBS, ANDREW J.
ASN 0-669738
Co-pilot
POW
2nd Lt.
Memphis,
Tennessee
MURPHY, GEORGE J.
ASN 0-688456
Navigator
POW
2nd Lt.
Baltimore,
Maryland
CHOMA, JOSEPH
ASN 0-752317
Bombardier
POW
2nd Lt.
Cleveland,
Ohio
McKENNA, RAYMOND H.
ASN 31155162
Engineer
KIA
S/Sgt.
Readsboro,
Vermont
CRACOLICI, JOSEPH Jr.
ASN 12190881
Radio Oper.
POW
S/Sgt.
Brooklyn,
New York
PERRY, DONALD L.
ASN 13042032
Ball Turret
POW
Sgt.
West View,
Pennsylvania
EURE, WILLIAM H.
ASN 13119398
RW Gunner
POW
Sgt.
Wakefield,
Virginia
WHITWORTH, JOHN L.
ASN 34448789
LW Gunner
POW
Sgt.
Martin,
Georgia
DAY, RUSSEL A.
ASN 16008549
Tail Turret
POW
Sgt.
Tomah,
Wisconsin
The second aircraft lost by the 68th Squadron was piloted by 2nd Lt. Warren H. Barry. The
MACR does not have an observation reported on this airplane. It only states that the aircraft
disappeared after a furious attack by enemy aircraft and heavy anti-aircraft fire. About six planes
were lost at this time and it seems no one had an opportunity to observe other planes or crews.
Sid Kipnes told me that he learned from S-2 that Lt. Barry’s ship was seen to drop out of
formation under heavy fighter attack. Six chutes were seen to come out of plane before it
disappeared from view.
The bomber formations were attacked by German fighters just after bombing. The #2 engine of
this aircraft was knocked out and when #3 was set afire, the crew bailed out. The B-24 crashed at
Ilse, 5 km NE of Petershagen or 12 km N. of Minden, Germany.
This aircraft and crew fared better than many others this day, as nine of the crew survived to
become POWs. Sgt. John L. Whitworth, left waist gunner, sent this information, “I have no idea
what the name or number of our ship was. Nor can I remember just what our location was when
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the fighters hit us. We should have been pretty close to the target by the time they say the attack
came. I was left waist gunner, and on about the first pass, they got us. Number two engine was
knocked out and started windmilling. So I told our pilot, Lt. Barry, he would need to feather it if
he could.
“Someone else reported that #3 was on fire, too. We were then told to get out. Sgt. Raymond
McKenna was our top turret gunner, and I never did know if he got out or not.
Note: McKenna was KIA. His body was finally identified in the early 1950s. The radio operator, Joe Caracolici,
reported that McKenna had exited the plane prior to him and was uninjured at that point. Based on McKenna’s
injuries, the Army determined that his parachute had failed.
“Incidentally, I was shot down on my first mission, so I did not get a chance to know many of
the fellows. But one thing that impressed me was the concern shown when it was about time for
the Group to return from a mission. All the boys who didn’t go would go to the flight line to
watch to see if all their friends made it back.”
This crew had just joined the 68th Squadron in mid-March. Lt. Barry had flown two missions
during the latter part of the month, but as a co-pilot on another crew as was the standard practice.
This was normal procedure for first pilots to gain experience before taking his own crew on
missions. All others on this crew were flying their first mission. Also, as was the customary
procedure for new crews, was flying near the end of the formation.
Donald Perry, the ball turret gunner, wrote: “The plane (Tootie Belle and Pizz and Moan) was
attacked by both German Me 109s and FW 190s. We flew as tail end Charlie, outside on the last
end of the “V.” We had no guns firing from that side. We were attacked all the way up the line.
“We were shot down over a German town, two months before the Normandy invasion. The crew
bailed out at 21,000 feet and I free fell through the clouds about 10,000 feet before opening my
chute. I landed alone in a tilled field about three acres in size, with no buddies in sight and only a
lone manure pile for cover. I frantically stuffed the parachute into a hole I hollowed out in the
mound. I saw that a piece of our B-24 and an engine had dropped into the field nearby.
“I was equipped with a meager survivor’s kit – water in a rubber bottle, tablets, and a candy bar.
None of the three compasses I had pointed to the same north direction. So, I first ran toward the
pieces of our plane and then towards the woods beyond. We had received no training on what to
do after we hit the ground. In the woods, I stripped the patches off my clothing, cut away my
earphones and threw them in different directions. Then I retraced my steps and went the opposite
way so as not to leave a trail.
“It was three long, cold and hungry days before I was captured. Later moved to Stalag 17B and
there was re-united with several from my crew.”
Note: Perry kept a diary with drawings and observations while a prisoner that he donated to the 44th.
Warren Barry, the pilot, provided the following account: “We were attacked by German fighters
and knocked out of the formation and lost altitude quickly. The top of number two engine and
wing was blown off. I feathered #2 and observed a hole in the broad part of the prop just above
the hub. The bombardier, Lt. Choma was in the front turret which he reported was “shot out.” I
called our engineer S/Sgt. McKenna out of the top turret to help and to assess other damage and
to check the back of the plane. He returned and reported, “#3 was on fire and there was a fire in
the back.”
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“I told the crew to bail out and told Lt. Krebs, the co-pilot, to be the last man out and to see that
all men were out. He followed S/Sgt. McKenna out. I did not think I could get out so I took a
heading of 275 degrees and headed for England. After flying awhile, I saw two B-24s; one about
a mile ahead and the other about two miles ahead at 10 o’clock a little below me, both with
mechanical trouble. I thought if I could catch up with them, we three might have a better chance.
The rear plane had an internal explosion, both wings broke off and the fuselage tumbled. The
front plane flew over what appeared to be a rocket battery and was blown up. I did not observe
anyone getting out of either plane.
“I continued on but picked up two Me 109s which fortunately, came in at 12 o’clock high. As I
saw them fire, I would take evasive action as best I could. After each attack, they would climb,
pass on my left side and attack 12 o’clock high again. I suspect they kept this pattern as no one
was shooting back at them from the front, had they come in from the rear...
“Along the way, I flew over an elevated gun tower, but fortunately no one was in the tower.
Later, in the prison camp, I was trying to determine just where I was. I talked to a lead navigator.
He asked where the target was and my compass heading. I described a lake I had flown over. He
determined I flew over Damme Lake [Dummer Lake]. He said, “How is it you are still alive?
That is where the Germans are working on “heavy water” and a very highly defended target.” I
told him I had two German fighters following me. He said, “They saved your life.” I had lost
altitude to about 2,000 feet and realized I would not make it across the North Sea and to
England. I did not want the Germans to get a good B-24 so I decided to try to bail out. I trimmed
the plane up, here God became my pilot. I headed for the bomb bay and jumped, opening my
chute just as soon as I cleared. My flying boots and shoes came off as my chute opened.
“I hit in a plowed field and bounced over a barbed wire fence. My chute was hung in the fence. It
was a large, open field with no place to hide. I saw a small depression in the field, so I ran there
and sat down and put on my G.I. shoes which I had wired to my parachute harness (we were
advised to wire a pair of G.I. shoes to our parachute harness). I got up and started walking. In a
few minutes, bullets started whizzing by – not knowing where the shots were fired, I stopped.
Soon I was picked up.
“All the crew survived except the engineer, S/Sgt. McKenna, the next to last man out. He was
listed as MIA for nine years. A grave was located in a church yard at Bissendorf, Germany,
located about eight miles northwest of Isenhagen, Germany, with a cross marked “Hier ruht in
Gott ein amerikanischer Flieger” (“Here rests in God an unidentified American airman”). His
death was caused by parachute failure.”
S/Sgt. McKenna remained missing after the war. Finally, in 1953, the body of an unidentified US
airman was found in a cemetery of Bissendorf, which is 9 km NE of Reese and 14 km SE of
Helstorf. (These are the locations where S/Sgt. Cracolici and Lt. Krebs were captured, according
to German reports attached to MACR 3853). McKenna’s remains were first buried in the
Mausoleum at Frankfurt-Griesheim and later repatriated to the USA for permanent burial in his
home state Vermont.
68th SQUADRON:
68th Sq., #42-109822 O, Townsend
TOWNSEND’S TERRIBLE TEN
MACR #3857
Pilot
1st Lt.
KIA, WOM Netherlands
Idaho Falls,
Idaho
68th Squadron Crew:
TOWNSEND, RAYMOND H. Jr.
ASN 0-670670
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WARD, EDWIN M. Jr.
ASN 0-2045032
Co-pilot
KIA
2nd Lt.
Clifton,
Virginia
JONES, PAUL A.
ASN 0-676068
Navigator
POW, wounded
1st Lt.
Nashville,
Tennessee
NEALON, WALTER K.
ASN 11032594
Bombardier
POW
T/Sgt.
Malden,
Massachusetts
CLEMONS, ARCHIE D.
ASN 15015217
Engineer
T/Sgt.
KIA, WOM Netherlands
Bradonton,
Florida
LYMAN, JOHN M.
ASN 11066620
Radio Oper.
POW
T/Sgt.
Meshoppen,
Pennsylvania
CHURCHILL, DOUGLAS E.
ASN 16108271
Ball Turret
KIA
S/Sgt.
Detroit,
Michigan
NOSAL, JOHN A.
ASN 17029388
RW Gunner
POW
S/Sgt.
Omaha,
Nebraska
BRAY, ROBERT S.
ASN 39011105
LW Gunner
POW
S/Sgt.
Pacific Grove,
California
WENKE, RAYMOND G.
ASN 6150461
Tail Turret
KIA
S/Sgt.
Kalamazoo,
Michigan
Note: S/Sgt. John Nosal was a veteran of the 1 August 1943 Ploesti raid.
1st Lt. Raymond H. Townsend, Jr. was the captain on the third ship lost by the 68th on the 8th of
April. The MACR includes the information that this aircraft was observed at 1407 hours, west of
Hannover, was hit by flak, fell back in the formation with one engine smoking. Later, it blew up
and one parachute was seen.
The navigator, 1st Lt. Paul A. Jones sent his account, “We were hit by fighters three times. The
first time, we lost one engine, which caused us to drop out of formation. One shell came through
the little window in the nose compartment and went into the electrical box which knocked out
power to the nose turret.
“I called Lt. Townsend and asked him if he was going to jettison the bombs, and he said ‘No’.
He thought that he could get us back into formation with them and continue on to the target. I
checked with Sgt. Nealon who was in the nose turret and he told me that his power was out, but
he was going to stay in the turret and use his guns manually.
“We were almost back into formation when we were again hit by the fighters, losing two more
engines. Now, we could no longer remain airborne, so Townsend gave orders to bail out. I
relayed this to Nealon, and crawled back to open the nose wheel doors – and that is when we
were hit the third time. I guess I stuck my head right in the middle of those exploding shells as
my steel helmet was blown off and my eyes were immediately sealed with blood, my head and
face were bleeding, riddled by the shrapnel from the cannon fire.
“I sat down and decided I would not jump if I was going to be blind – I would just ride her in to
the ground. But then I explored my head with my hands, pulled at one eyelids, and it opened and
I could see! So I tried the other eye and found it to be alright, too.
“I turned to see where Nealon was, found him sitting on the shell compartment, trying to get his
parachute on, but was unsuccessful because his hands were nearly frozen. I went to him, helped
him get the chute attached to his harness, and he followed me to the nose door opening and I
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jumped. But just before I went out, I looked up towards the cockpit to see that both Townsend
and Ward’s legs were hanging down off the controls – both unconscious or dead?
“I made a delayed jump for a considerable distance, until I started spinning like a leaf, then
pulled the cord and I said to myself, ‘Well, what do you know, it opened’.
“About this time one of the big wheels from the plane came by me, so I assumed the plane had
blown up. I looked up to see one other parachute way above me and some distance away. It was
Nealon’s chute. I checked my watch and remember it to be 2:15 PM.
“I was captured in a small village that I thought was Weinhausen, but can’t find it on a map. I
have been told that Weinhausen means ‘wine house’ so I might have only seen the sign on a
building. I spent 401 days in a German Prison Camp.
“At Camp Lucky Strike, France, after being liberated, Nealon and I located each other, and there
also were our two waist gunners, Sgts. Lyman and Nosal. They told me that before they jumped,
the ball turret gunner (Churchill) was killed while out of his turret. They saw Wenke get out of
his rear turret to put on his chute, but he did not survive. I understand he is still buried in
Germany. I know nothing about the top turret gunner or radio operator.”
T/Sgt. Walter K. Nealon was an enlisted bombardier, one of five enlisted bombardiers in the
original 68th Squadron back at Barksdale Field, Louisiana in early 1942. Sgt. Nealon
remembered that, “If it were not for Paul (Jones) I would not be here today. I had been shot in
the head, and although appearing to be conscious, I remember nothing. When Paul saw me
fumbling with my chute, he thought my hands were frozen, but I simply was not thinking at all,
but was out on my feet.
“When Paul attached my chute to my harness, he accidentally put it on upside down, and then
bailed out. Until I talked with him recently I had always thought I was still in the plane when it
blew up, and I was blown clear. I finally came back to consciousness floating through the air and
remember trying to open the chute. But the ripcord was on the left side instead of the right, and
still not thinking clearly, I had to practically tear the chute open with my fingers.
“Sgt. John Nosal and I were captured in the same area – and we never saw anyone else from the
crew until the war was over and at Camp Lucky Strike in France.”
John Lyman’s daughter Esther wrote that her dad told her that he was trying to move Doug
Churchill’s body away from his gun when they were hit again. She said her father credited
Churchill’s death with his own survival since the pilot (Townsend) had sent him back to take
Churchill’s gun. Otherwise he would have been on the flight deck when the plane exploded, and
of course everyone on the flight deck died.
The 506th Squadron bore the brunt on this mission and lost five aircraft as well as another man
being KIA on a returning aircraft.
506th SQUADRON:
506th Sq., #42-110023, Herzing
RUBBER CHECK
506th Squadron Crew:
Entire crew POW
HERZING, ERNEST A.
ASN 0-663911
Pilot
POW
2nd Lt.
Houston,
Texas
FILLBACH, VIRGIL W.
ASN 0-687023
Co-pilot
POW
2nd Lt.
Gregory,
South Dakota
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DUNKERLY, GAYLE J.
ASN 0-688006
Navigator
POW
2nd Lt.
Detroit,
Michigan
BALL, WILLIAM F. Jr.
ASN, 0-1296624
Bombardier
POW
2nd Lt.
Bessemer,
Alabama
BROWN, JOHN J. Jr.
ASN 31228632
Engineer
POW
Sgt.
Abington,
Massachusetts
WEISS, WILLIAM J.
ASN 13128091
Radio Oper.
POW
S/Sgt.
Weatherly,
Pennsylvania
HIRSCH, MOREN
ASN 32617876
Ball Turret
POW
Sgt.
New York City,
New York
THORSON, ALVIN L.
ASN 16035901
RW Gunner
POW
Sgt.
Newark,
Illinois
LEBLANC, ALBERT A.
ASN 31085436
LW Gunner
POW
Sgt.
Waltham,
Massachusetts
MAHANEY, FRANCIS X.
ASN 33198065
Tail Turret
POW
S/Sgt.
Washington,
Dist. of Col.
Again, the MACR is very brief in its explanation of what transpired with this plane and crew.
“At 1347 this aircraft left the formation in difficulty after enemy fighters had attacked. No chutes
were seen.”
The engineer, Sgt. John J. Brown. wrote that, “I believe that they were mostly Me 109s that hit
us in that one flashing pass. We didn’t know they were coming and were shocked when we heard
the firing.
“As engineer, and sitting in the top turret, I could observe everything as it was happening. The
damage was this – #1 and 2 engines were knocked out and smoking; #3 was on fire immediately,
and the flames engulfed the whole right wing area. #4 engine was the only one operating!
“I quickly reported this damage to Lt. Herzing, our pilot, and it seemed that a long time elapsed
with no answer, so I repeated it a second time. Apparently he and the co-pilot, Lt. Fillbach, were
nearly in shock trying to determine what had happened and what to do about it.
“Lt. Herzing then said, ‘What do you think, Phil?’ The reply came back from the co-pilot, ‘Let’s
get the hell out of here!’
“The next order was to salvo the bombs – then to prepare to bail out. Very shortly after that, Lt.
Herzing could see the hopelessness of the situation then said, “Go ahead and jump.”
“Well, it was our first jump. We had practiced the procedure earlier, but only from the ground
and just to orientate each person which exit to take. But this was the real thing and we had
complications, as the bomb bay doors were swinging back and forth, apparently damaged as
well.
“After checking those swinging doors, it was decided to jump as soon as they were about to open
because they swung back almost immediately. We all bailed out and landed with only a few
minor bumps and bruises, banged up legs and backs, but otherwise in good shape. Amazingly,
with all of the damage to the plane, no one had been hit! I was told that shortly after we bailed
out, the ship blew up.
“We were quickly rounded up by German soldiers somewhere near Hannover and taken to Dulag
Luft for interrogation. Then on to Stalag 17B, Krems, Austria.”
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Navigator Lt. Gayle Dunkersley remembers that, “The name of our airplane was RUBBER
CHECK – you know, always comes back. We were attacked by Me 109s and had hits on both
wings, but none in the fuselage. At least two engines were knocked out, with a fire in one wing.
Not being able to maintain altitude we were ordered to bail out. The plane was set on automatic
pilot, and was observed to blow up shortly after we all got out.
“All crew members were captured upon landing, and by evening, we were rounded up together
in jail cells at an air force base in the area. Once we were in the hands of the German Air Force
personnel, we were treated with mutual respect. The following day was Easter Sunday, and were
fed a good dinner and then were put into one large cell for a few hours so that we could compare
experiences with each other. All four of us officers were sent to Stalag Luft I, near Barth.”
506th SQUADRON:
506th Sq., #42-73506 X-Bar, Johnson
MACR #3852
506th Squadron Crew:
JOHNSON, GUY W.
ASN 0-681431
Pilot
1st Lt.
KIA, buried Ardennes (A-36-2)
Parkersburg,
Iowa
WILLIAMSON, LEROY M.
ASN 0-805717
Co-pilot
POW, wounded
1st Lt.
Sealy,
Texas
BAUMANN, ROBERT J.
ASN 0-735244
Navigator
POW, wounded
1st Lt.
St. Louis,
Missouri
WIEST, CHARLES L.
ASN 0-736742
Bombardier
POW
lst Lt.
Baltimore,
Maryland
HICKMAN, ROBERT J.
ASN 12132169
Engineer
S/Sgt.
POW, escapee, returned
Frankfort,
Delaware
GOLDMAN, MARTIN R.
ASN 11073423
Radio Oper.
POW
T/Sgt.
New Britain,
Connecticut
PROCYSZYN, WALTER W.
ASN 33284808
Ball Turret
POW
S/Sgt.
Ford City,
Pennsylvania
RANDALL, WILBUR R.
ASN 39458252
RW Gunner
POW
S/Sgt.
Lewiston,
Idaho
MANAK, PAUL
ASN 36196213
LW Gunner
POW
S/Sgt.
Lawton,
Michigan
REED, GEORGE W.
ASN 12181955
Tail Turret
POW
S/Sgt.
Wilmington,
Delaware
The second 506th Squadron aircraft lost was an aircraft piloted by lst Lt. Guy W. Johnson. His
MACR includes this information, “Left formation at 1347 hours, in difficulty after an enemy
aircraft attack. Johnson was shot on ground when trying to surrender to some soldiers. He was
overheard to be saying words like, ‘Don’t shoot! I give up.’ The aircraft was hit by flak in the
nose section, bomb bay, tail and left wing. It caught fire immediately while still over Brunswick.
Orders to bail out was given and all jumped successfully.”
Co-pilot Williamson stated that, “After all personnel had cleared the aircraft and were
descending to earth, we were fired upon by small arms. Upon hitting the earth, I recognized the
voice of 1st Lt. Guy W. Johnson saying, ‘I give up. Don’t shoot’ – or words to that effect. Then
followed a burst of rifle fire. I was wounded and did not see Lt. Johnson, although I would judge
from the sound of his voice he was about 400 feet away. I could see a number of German
soldiers running in the direction of Lt. Johnson.
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“I was told by German military personnel at the time I was taken prisoner that Lt. Johnson was
dead and notice of his death would be sent through the Red Cross.”
Lt. Robert J. Baumann, navigator, states that, “While in prison camp I made notes of what I
remembered about the mission and I still have them. My listing shows that Johnson was killed,
Williamson, Wiest, Goldman, Procyszyn, Manak, Hickman and myself as alive, and I knew
nothing about Reed and Randall.
“On that last flight, our Group was leading the formations and our plane was flying in the
number 4 position. We were catching some flak, but just before the IP, I was looking out the side
window checking pilotage points when the window was shattered by flak. Other parts of the
plane also were hit by flak, but no one was hurt at that time.
“We began to get fighter attacks while on our final approach to the target. Our section had good
fighter support and although there were a lot of enemy planes, I don’t believe we received any
hits, nor do I recall hearing that any other planes in our Group were hit seriously.
“We began to get heavy accurate flak just before bombs away and it continued. I remember
hearing noises as though flak was hitting the plane at various places. It sounded like rocks being
thrown against the plane. However, no one was hit – at least I heard nothing on the intercom
about serious hits. I turned around to reach for my log to record the bomb data when all hell
broke loose.
“The ship shuddered, my legs felt like they had been blown off, and I fell face down on the floor.
The space below the flight deck and just to the rear from me was an immediate roaring inferno. I
was able to get up on my right leg, but my left leg was useless. I started to open the emergency
nose wheel door, but I couldn’t hold on long enough to get the door completely open, as the
flames were burning my face.
“I recall backing away, and then making another try at it with my head turned to the side. The
side of my head and face were pretty badly burned, but I did get the door open. I passed out a
few times but before I finally got out of the ship. I remembered to open the nose turret door. Our
ship was an older model and was the only one in our Squadron that did not have an emergency
release handle inside the nose turret. Had I not gotten that door open, the bombardier (Wiest)
would have been trapped.
“I don’t know how I got out of the ship, but I did, and ended up in a prison camp after a few
transfers and transportation problems. This flight was my 22nd mission, but my first with this
crew. I am almost certain that Lt. Johnson, the pilot, was killed by flak.
“I was on Lt. Money’s crew during my first 15 missions or so, then I was being trained for lead
crew. My notes also show that our bombs were away at 1402 hours, so the information about our
crew leaving the Group at 1347 is in error.”
506th SQUADRON:
506th Sq., #41-29153 Z-Bar, Marx
GREENWICH
506th Squadron Crew:
Entire crew POW
MARX, ROBERT H.
ASN 0-806104
Pilot
POW
lst Lt.
Chicago,
Illinois
BROCKMAN, VERNIE R.
ASN 0-812538
Co-pilot
POW
2nd Lt.
Seattle,
Washington
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MASCOLA, LEON A.
ASN 0-811645
Navigator
POW
2nd Lt.
Hartford,
Connecticut
POLJANEC, RAYMOND L.
ASN 0-752935
Bombardier
POW
2nd Lt.
Winston,
Minnesota
FRANKLIN, ROBERT C.
ASN 17161318
Engineer
POW
T/Sgt.
St. Louis,
Missouri
TAYLOR, RONALD J.
ASN 36174618
Radio Oper.
POW
T/Sgt.
Dewitt,
Michigan
APPLEGATE, EDWARD J.
ASN 32326464
Ball Turret
POW
S/Sgt.
New York City,
New York
ZIMMERMAN, THEODORE F.
ASN 16036987
RW Gunner
POW
S/Sgt.
Chicago,
Illinois
JOHNSON, DEAN F.
ASN 18118882
LW Gunner
POW
S/Sgt.
Pelly,
Texas
NELSON, ESLEY E.
ASN 16155835
Tail Turret
POW
S/Sgt.
Eugene,
Oregon
The third 506th lost was an aircraft piloted by 1st Lt. Robert H. Marx. The MACR briefly states
that at 1357 hours, in the vicinity of Langenhagen, the ship started down under control. No
chutes were observed.
Sgt. Theodore F. Zimmerman, right waist gunner, expanded a bit on the above observation. “The
entire crew bailed out over a town named Herford, Germany. Fighters hit us, but what really got
us was flak.
“After we dropped our load of bombs (4 x 2,000 pounders) we lost engine power and went into a
spin. Our two pilots pulled it out at 4,000 feet, and hit the horn – and we all started to bail out.
The ball turret gunner, Applegate, and I were the last to leave. He had to get his shoes, and then
he lost them when he opened his chute. I guess he did not have time to tie them to his harness.
“We were captured when we landed. Then we were all sent to Frankfurt for interrogation. From
there we went to Stalag 17B, Krems, Austria. The officers went to Stalag I.”
Bob Franklin recalls: “As I remember, we were hit by flak in the #3 engine putting it out of
commission and caused us to drop out of the formation. It wasn’t but a few minutes before the #4
engine decided to quit. As you know, the B-24 does not fly too well on two engines, especially
on the same side.
“We went into a spin and I threw the hydraulic switch to get pressure to get the flaps down and
open the bomb bay and nose wheel doors open so we could bail out if necessary. We went into a
spin but our pilot Bob Marx was able to pull it out and gave the alarm to bail out as he couldn’t
hold it very long.
“As I was floating down, I remember seeing a crowd of people following my descent and were
there to greet me on my landing. I was taken to a house where I was met by Lee Mascola, our
navigator, and Ray Poljanic, our bombardier. We were then taken to another place where the rest
of the crew was rounded up. It was good to see that we all had gotten out safely. From there, we
were taken by train to Frankfurt for interrogation. From Frankfurt, we were put in boxcars with
what seemed like hundreds of other POWs and transported to Stalag 17B at Krems, Austria.”
This was his eighth mission.
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506th SQUADRON:
506th Sq., #42-109827 Q-Bar, Sprinkle
MACR #3858
506th Squadron Crew:
SPRINKLE, DALLAS L.
ASN 0-440634
Pilot
POW, injured
2nd Lt.
Akron,
Ohio
NEUTZE, ROBERT E. Jr.
ASN 0-755738
Co-pilot
KIA
2nd Lt.
San Antonio,
Texas
SMITH, JOSEPH R. Jr.
ASN 0-813456
Navigator
2nd Lt.
KIA, WOM Netherlands
Brooklyn,
New York
SCHUYLER, ROBERT E.
ASN 0-682125
Bombardier
2nd Lt.
KIA, WOM Netherlands
Little Falls,
New York
RADU, CHARLES
ASN 35317454
Engineer
S/Sgt.
KIA, buried Ardennes (D-23-14)
Lakewood,
Ohio
WINN, CHARLES
ASN 17091138
Radio Oper.
POW, burned
S/Sgt.
Ft. Collins,
Colorado
SPRINGS, CHARLES F.
ASN 34598241
Ball Turret
KIA
S/Sgt.
Mt. Holly,
North Carolina
MURACH, STANLEY Jr.
ASN 31104988
RW Gunner
Sgt.
KIA, buried Ardennes (A-31-19)
Bridgeport,
Connecticut
HICKS, JEANE M.
ASN 39410222
LW Gunner
POW
S/Sgt.
Stockton,
California
FREEMAN, JACK B.
ASN 19112691
Tail Turret
POW
Sgt.
Tacoma,
Washington
The fourth of the five planes lost by the 506th on the 8th was that of 2nd Lt. Dallas L. Sprinkle.
His MACR states that for reasons unknown, at 1357 hours near Langenhagen, this aircraft was
last seen under control, but no chutes were observed.
Sgt. Jack Freeman sent his recollections, “I was flying in the tail turret position that day and we
were flying ‘tailend Charlie’. We had just turned at the IP for the bomb run, had opened our
bomb bay doors, when several [fighters] came down out of the sun and decimated our formation.
Note: Freeman thinks the fighters were Me 262s, but Sprinkle was sure they were FW 190s.
“Our plane was hit with cannon shells in the main gas lines across the front of the wing above
the flight deck, as well as on the deck above the wing over the bomb bay where all of the oxygen
supply bottles were secured. Fire erupted immediately, fed by the fuel, the oxygen and the wind
blowing in the open bomb bay. It quickly spread back to the waist positions and forward into the
flight deck area.
“Lt. Sprinkle sounded the bail out alarm very soon after the hits and everyone hurried to get set
to abandon ship. We in the waist area prepared to leave through the bottom camera hatch, as the
heat from the fire soon was igniting the ammo in the waist gun belts.
“Sgt. Charles F. Springs was in the ball turret and he never rotated his turret or raised it in order
to get out. As far as I know, he never showed up later. Sgts. Stanley Murach and Jeane M. Hicks,
waist gunners, both bailed out ahead of me and were, apparently, OK at that time. Jeane Hicks
made it all right, but I have heard nothing of Stanley Murach.
“I landed after a delayed jump near a wooded area where I ditched my chute, and took off toward
the west and Holland. I was loose for about 8 to 10 hours before I was captured by a JU 88 pilot
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who was home on leave. He spoke English, took me to a Luftwaffe airfield jail near Luneberg
for the night. Next day they drove me to the area where our plane crashed to see if I could
identify one body there without dog tags. It, unhappily, turned out to be my friend and crewmate,
Sergeant Charles Radu, of Lakewood, Ohio. His chute had not opened.
“I was then transported under guard to Dulag Luft, the interrogation center in Bavaria for several
days – and where I saw Lt. Sprinkle. I had no chance to speak to him, but he had evidently been
blown through the cockpit roof when the ship blew up. He had a heavily bandaged nose as
though it was broken. I was transported, along with many Air Corps POWs, in boxcars to Austria
and Stalag 17B. There I found Jeane Hicks in good shape, and learned that Charles Winn had
been able to get out, but was very seriously burned. I’ve heard nothing about the rest of the crew
since that date.”
Dallas Sprinkle, the pilot, wrote: “The fire in the bomb bay and flight deck was severe. I signaled
to bail out and those on the flight deck went out the top hatch. I know that Lt. Neutze, Sgt. Radu,
and Sgt. Winn got out of the plane. It seems I was told later that Radu’s chute burned up and he
fell to his death.
“When I couldn’t control the plane any longer, I started for the hatch and that is the last I
remember until I came to, falling through space! I pulled my ripcord and in a second was on the
ground. I was either blown or thrown clear of the plane. I landed near a small village and near
some woods.
“I hid my chute in the woods. Took off my flying boots and started to run and I ran right into a
home guard detail that captured me. They were wearing the spiked World War I helmets and
long coats.
“After being captured, I was taken to Frankfurt and then to Barth and Stalag Luft I. I was injured
and burned around the face and nose. At Stalag Luft I, I was put in the hospital staffed with
English doctors captured at Dunkirk in 1939.
“I spent about six months in the hospital with an infected right leg, which I almost lost. I was
released in mid-May 1945 by the Russian Army and shortly after was air evacuated to a hospital
in Paris. I eventually got back to the states in July 1945.”
506th SQUADRON:
506th Sq., #42-100423 A, Winn
OH MY SUFFERIN’ HEAD
506th Squadron Crew:
Entire crew POW
WINN, JACK M.
ASN 0-807092
Pilot
POW
2nd Lt.
Dallas,
Texas
McEVER, JAMES H.
ASN 0-755587
Co-pilot
POW
2nd Lt.
Waco,
Texas
FINESMITH, MAX
ASN 0-692306
Navigator
POW
2nd Lt.
Brooklyn,
New York
WALKER, ALFRED C.
ASN 0-691912
Bombardier
POW
2nd Lt.
New Philadelphia,
Ohio
TURANSKY, LOUIS A.
ASN 15323105
Engineer
POW
S/Sgt.
Canton,
Ohio
VAUGHAN, CHARLES W.
ASN 33450690
Radio Oper.
POW
Sgt.
Sacramento,
California
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MATTHEWS, ALLEN T.
ASN 33075854
Ball Turret
POW
Sgt.
Royersford,
Pennsylvania
ALBERT, RICHARD L.
ASN 15105209
RW Gunner
POW
Sgt.
Freemont,
Ohio
ISAACS, LEON PRESTON
ASN 15382857
LW Gunner
POW
Sgt.
Berea,
Kentucky
GOLDBERG, SIDNEY I.
ASN 13041065
Tail Turret
POW
Sgt.
Uniontown,
Pennsylvania
The fifth and last aircraft lost by the 506th Squadron on the eighth of April was that piloted by
2nd Lt. Jack M. Winn.
The MACR states in part that there was a collision with an enemy aircraft at 1346 hours. This
enemy aircraft first hit the deputy lead ship in the formation and then continued on to crash into
this aircraft. Both airplanes exploded. No one was believed to have survived this collision, but
all of them did!
This was the pilot’s second mission, while the remainder of his crew were on their first flight
against the enemy.
Lt. Jack Winn, pilot, gave this information, “Actually, my crew and I did not spend enough time
with the 506th Squadron to even get acquainted. We flew a new ship to England during the
middle of March 1944, but upon arrival, we were told that the 506th needed replacements badly.
I flew a mission as a co-pilot on April lst [for Lt. Mendenhall], and on the very next mission,
April 8, my crew and I had an unfortunate encounter with an FW 190.
“With luck, all of the crew made it to the ground in reasonably good shape, considering the
circumstances. We spent the next 13 months as POW. I understand that the 44th took a terrible
loss that day.”
Lt. Max Finesmith, navigator, added, “We were knocked down on our very first mission over
Germany on the way to Brunswick. Our position in the formation was behind the deputy lead. A
FW 190 hit our port engines, our plane caught fire, and all of our crew bailed out safely. We
were supposed to get fighter support at rendezvous point, but never saw them.
“The altitude when I bailed out was about 5,000 feet. I injured my back and ankle on landing,
and was captured soon after. I was a POW for 13 months at Stalag Luft I, until liberated by the
Russians in May 1945.”
Note: 2nd Lt. Jack Winn should not to be confused with 2nd Lt. Jack Wind, a pilot who also flew his first mission
this day – also from the 506th Squadron – also was badly shot up. Lt. Wind crash-landed at the base. He and his
crew went on to successfully complete 31 missions, many of which were in SOUTHERN COMFORT II. (For
more on Lt. Wind, see below.)
Finally, one other 506th Squadron aircraft returned to base with a co-pilot killed in action.
Although there is no official information in either the 506th Squadron or the 44th BG, the pilot
of that plane, lst Lt. John M. McCaslin, Jr. sent his recollections of this tragedy.
506th SQUADRON:
506th Sq., #42-7509 Bar-V, McCaslin
GALAVANTIN’ GAL
Returned, salvaged
506th Squadron Crew:
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McCASLIN, JOHN M. Jr.
ASN 0-440434
Pilot
1st Lt.
BARTOL, STOCKTON R.
ASN 0-680595
Co-pilot
lst Lt.
KIA, buried Cambridge (C-2-15)
WILLIAMS, ALLEN N. Jr.
ASN 0-683887
Navigator
1st Lt.
GUTKNECHT, ROBERT E.
ASN 0-738635
Bombardier
lst Lt.
PETERSON, MELVIN P.
Radio Op.
S/Sgt.
HALL, MAURICE G.
Engineer
T/Sgt.
STRUBLE, ROBERT
Nose Turret
T/Sgt.
RUSH, PERL R.
RW Gunner
S/Sgt.
RICHARDSON, COLEY W.
LW Gunner
S/Sgt.
GUTIERREZ, TRINADAD
Tail Turret
S/Sgt.
Cincinnati,
Ohio
Wynewood,
Pennsylvania
Maplewood,
Missouri
Note: Hall’s name is also listed as M. Glenn Hall.
Lt. McCaslin stated that, “My crew had not been together very long. We were, including myself,
former members of other crews. I think some of the gunners came from Bill Duffy’s crew (as I
did), but I’m not sure of it. Possibly, they included Richard Hershey, John Stewart and William
Drumel.
“Stockton had flown quite a number of missions with another pilot. Shortly before he was killed,
I had checked him out in the left seat and he was in line to get a crew of his own. Stockton
entered the Army Air Corps after completion of his freshman year at Princeton University.
Note: Stockton Bartol had flown quite a number of missions with another pilot. In fact, he had flown 30 missions
in all with three pilots, from 9 September 1943.
“The plane that we were flying was GALAVANTIN’ GAL, with a bottle of ‘Old Crow’ painted
on the other side of the nose. This old plane had flown the low level Ploesti mission.
“My impression now is that on the mission of 8 April 44, the 506th was leading the 44th, and the
44th was leading the 2nd Air Division. Stockton and I were flying on Col. John Gibson’s left
wing, and the deputy commander, Lt. Col. Robert Lehnhausen, was on Col. Gibson’s right wing.
“Shortly before reaching the target area, we were raked pretty severely with head-on attacks by
Me 109s. We took a hit in the leading edge of the left wing between number one and number two
engines which, unaccountably, seemed to do no serious damage.
“Hannover, I believe, was our secondary target. I think this was the reason for the unusually long
bomb run (straight and level for about four minutes); and hence the god-awful flak. I don’t recall
how many planes we lost, but I do know it was one of our very bad days.
“Because we were on the Colonel’s left wing, I had to fly cross-cockpit when in formation.
Stockton, in the right side seat, could more easily keep us in tight, and hence flew during the
bomb run. He was at the controls when he was hit.
“This happened almost exactly on ‘bombs away’. Some flak came through the windshield and hit
him in the head. Despite my proximity to him, I wasn’t even scratched, nor was anybody else on
the crew. Our plane, though considerably riddled, did not suffer any extensive functional
damage, and I had no undue difficulty in flying it back to England.
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“Col. Gibson then took evasive action, but I did not stay with him due to the commotion in my
plane. It was several minutes before I located the Colonel and found a place back in formation.”
1st Lt. Stockton R. Bartol was buried at the American Cemetery in Cambridge, England. Plot C,
Row 2, Grave 15. His father visited him annually for more than 20 years.
Robert Struble, the nose gunner, wrote: “Flak was so heavy we could not see our wing man on
the bomb run. We took a burst in front of the cockpit dead even. One large piece of shrapnel
went thru the cockpit safety glass, thru Bartol’s flak helmet, thru his head, thru the armor plate to
his rear and hit the radio operator on the face which drew blood.
“We lost #3 and #4 engines on the way back. At the base we cranked and pushed the wheels
down. McCaslin sideslipped the ship in on the north/south runway for as beautiful a landing as I
can remember.
“After burying Bartol in Cambridge, we went on a rest leave to Southpool, England for a week.”
Glenn Hall, the engineer, wrote: “We not only had a bomb sight for Robert Gutknecht, our
bombardier, but also we had a nose gunner who was an engineer. On the bomb run our tail
gunner, Trinadad Gutierrez was letting us know as each plane was shot down. As I remember it,
we had dropped our bombs before Bartol was hit. He was wearing a flak vest and flak helmet.
He was hit in the forehead just below the helmet. He was flying the plane when he was hit.
Gutknecht acted as co-pilot until we were ready to land and then I sat in the right seat and the
nose gunner took over as engineer. Two weeks later that plane had armor glass, but it was too
late for Bartol.”
506th SQUADRON:
506th Sq., #42-100429 Bar-O, Wind
Crash-landed
506th Squadron Crew:
WIND, JACK J.
Pilot
Hit by shrapnel
2nd Lt.
WALDO, EDWIN L.
Co-pilot
2nd Lt.
MAZZA, BEN K.
Navigator
2nd Lt.
STANTON, ARTHUR C.
Bombardier
2nd Lt.
WRIGHT, W. H.
Radio Oper.
S/Sgt.
LIGHTCAP, HAROLD E.
Eng./Top Turret
S/Sgt.
GURT, WILLIAM A.
Ball Turret
Sgt.
EMCH, HAROLD D.
RW Gunner
Sgt.
TULINI, DENO C.
LW Gunner
Sgt.
ECCLESTON, CHARLES R.
Tail Turret
S/Sgt.
Jack Wind recalls: “After I had flown my first mission with Sid Paul, my crew was waiting to
hear what combat was all about. Since the mission had been a milk run, I reported with, ‘Hey
guys, nothing to it. We just flew there, dropped bombs and came home.’ Two days later, I took
my crew on their first mission. Brunswick!
“Our position was lead of the ‘coffin corner’ element of the lead squadron. Everything was fine
till the bomb run. Our fighter cover had pulled out and their relief was coming up behind us.
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“Suddenly, I saw a trail of smoke way out in front of us. Then there was what appeared to be a
swarm of blackbirds coming at us head-on. Despite our training to call out fighters by clock
position, my crew said I screamed, ‘Fighters, Fighters, Fighters.’ Those fighters went through us
with their cannons blazing like crazy.
“One fighter picked us out and passed close to our left wing. I don’t know if it was an FW 190 or
a Me 109, but the top turret gunner, Lightcap, said later that he was blond with a mustache.
“We took six 20-mm hits on the left side. Luckily they were armor-piercing shells. There were
two hits in the gas tank between the #2 engine and the fuselage. The #2 engine took a hit that
shattered a rocker-arm box and caused a fire as oil poured onto the exhaust. We had to feather
that engine. One hit us between the #2 and #1 engine and then continued into the wheel. The last
hit was through the tail.
“I managed to pull up on the leader’s wing in time to drop bombs. After our turn from the target,
we could see chutes everywhere below us.
“It was not over yet. We were flying over solid clouds and suddenly were caught in a solid box
barrage over Hanover. Flak was everywhere. Fortunately, Ed Waldo was wearing a flak vest
when the piece of shrapnel came through the windshield. I caught a “dollar’s worth” of Plexiglas
in the eyebrows, eyelids, and eyes. At that point, the whole world turned “blood red.” When I
could see again, we were clear of the flak.
“However, it still wasn’t over! As we were coming in to land and I was turning into the final
approach, the plane ahead of us ground-looped, blocking the runway.
“I turned to make the cross-runway as the engineer called out that the #3 engine red-lined. The
co-pilot feathered it. Then it was the #4 engine that redlined and Waldo and I were struggling
with the controls to get us down. When the wheels struck the runway, we were surprised to hear
what sounded like a million tin cans. We didn’t know that our left tire was shot out. Suddenly,
we ground-looped in the grass.
“They later counted 78 flak holes in the ship. Included were holes in both the #3 and #4 oil
tanks. We had lost all of our oil while coming home. That was the end of a very close first
mission for my crew. This was no milk run.
“After the debriefing, Dr. Allison, the flight surgeon, took me to his clinic and bandaged one
eye. He then sent me by ambulance to a hospital, which was located not far from Shipdham
(Wymondham). About 7 p.m. that evening, a doctor put me in a dentist chair and began
removing the glass from my face and eyes. All during this procedure, he was showing and
lecturing another doctor on his technique. This went on until midnight. I was relieved when it
was over and I found out that there was nothing serious. There were six scratches in one eye and
seven in the other. I left there with a bandage on one eye.”
9 April 1944
Airdrome, Tutow, Germany
Very unfavorable weather confronted the 44th’s formation, so a recall was issued. Some of the
planes had dropped their bombs prior to receiving the recall, however. Very heavy flak and
enemy aircraft attacks were experienced, with the 68th Squadron having one aircraft that did not
return.
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68th SQUADRON:
68th Sq., #42-72858 U, Palmer
PISTOL PACKIN’ MAMA
MACR #3851
68th Squadron Crew:
Entire crew interned
PALMER, HIRAM C.
ASN 0-729892
Pilot
Returned to duty
lst Lt.
Novelty,
Missouri
STERNBACK, LAWTON L.
ASN 0-693572
Co-pilot
Returned to duty
1st Lt.
New Holstein,
Wisconsin
GILLESPIE, JAMES
ASN 0-755150
Navigator
Returned to duty
1st Lt.
Camden,
New Jersey
BABICH, ANDREW F.
ASN 36225989
Bombardier
Returned to duty
S/Sgt.
Ironwood,
Michigan
KRUSE, PAUL J.
ASN 35467328
Engineer
Remained
T/Sgt.
Covington,
Kentucky
PUTMAN, DAVID C.
ASN 15338965
Radio Oper.
Returned to duty
T/Sgt.
Detroit,
Michigan
FEINSTEIN, JACK H.
ASN 12062017
Ball Turret
Returned to duty
S/Sgt.
Brooklyn,
New York
LONG, RAYMOND J.
ASN 35678775
RW Gunner
Remained
S/Sgt.
Cheviot,
Ohio
DAMICO, RAYMOND J.
ASN 33588383
LW Gunner
Returned to duty
S/Sgt.
Philadelphia,
Pennsylvania
JOHNSON, NORMAN B.
ASN 39454377
Tail Turret
Returned to duty
S/Sgt.
Susanville,
Oregon
The MACR states that the right wing was damaged, so the plane headed for Sweden at 18,000
feet. All engines apparently were operating, under control. This plane landed at Bulltofta airfield,
Sweden, with considerable damage to the right wing and nose section. PISTOL PACKIN’
MAMA had completed 29 missions, but only half of her 30th, and proudly displayed 29 pistols,
not bombs, on her left nose section.
T/Sgt. Paul J. Kruse stated that, “PISTOL PACKIN’ MAMA was not our plane. Oh, we flew her
that day, but it was on loan because our aircraft, SHOO SHOO BABY had been shot up on our
previous mission. We had returned to base with over 130 flak holes, and it was out of service for
repairs.
“April 9th was Easter Sunday and our crew was assigned to PISTOL PACKIN’ MAMA for this
raid over Berlin. Our regular radio operator, Paul Brown, and our bombardier, Lt. Hybarger,
were replaced by Sgts. David Putman and Andrew Babich. Later, I learned that Lt. Hybarger was
killed on another mission.
Note: Lt. Hybarger was KIA on the 7 July 1944 mission.
“We were attacked on our way to the target by the yellow-nosed Me 109s and FW 190s. About
the third or fourth pass, we got hit in our right wing. It missed #4 engine, but that big hole in the
wing, compounded by the large section of the skin peeled back, caused us to pull 60 inches of
mercury on all four of our engines. We also took a hit in the nose area which disabled our nose
wheel landing gear.
“We couldn’t keep up with the formation, even with absolute maximum power, so we slowly
started dropping back. At the time of the hit, we were near Hamburg, Germany so we headed for
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Sweden. Several German fighters started chasing us, but they didn’t shoot at us! They could see
we were in trouble and headed for Sweden and out of the war.
“We were over Denmark by this time, close to Malmo, Sweden. Before any further German
fighter attacks could be made, a group of Swedish fighters, Regiani 2000, came up to protect us
by chasing off those German planes. Then they led us to an airfield in Malmo, Sweden.
“We couldn’t get our nose gear down, even though we tried to lower it manually. It was shot up
pretty badly. The crew was throwing everything overboard to make it less of a drag on those
engines. We couldn’t hold out any longer, so we followed the Swedes to Bulltofta, the norunway airfield, in Malmo. With our main gear down, nose wheel up, we went in for a crashlanding on that grass field. I was stationed in the bomb bay where I could see our pilot, Lt.
Palmer, and the crew was back in the tail section but where we could see each other. After the
pilots had landed on the main gears and was slowing down, the four in the tail started moving
slowly forward in order to allow the nose to lower slowly, following my hand signals.
“The nose settled down slowly until it started skimming up the grass and dirt. Then it started
digging in. Since I was standing in the bomb bay at the edge of the flight deck, I had to lift my
feet up to keep the dirt from burying them. That was the most beautiful crash-landing I’ve ever
seen or heard about, anytime, any place. We were shaken and very scared, but none of us were
injured.
“The Swedes treated us excellently. They explained that since our bomber was in trouble, they
took our side in chasing off the German fighters. Nine other U.S. planes landed in Sweden that
Easter Sunday.”
Sgt. Kruse went on to relate the crew’s experiences of being interned; sent many photos of 8th
AF ships also interned. The Swedes retained the engineers and those familiar with the mechanics
of the B-24 to help them in repairing the planes.
11 April 1944
Bernberg, Germany
For the third straight time, fierce enemy opposition from the air as well as from the ground was
experienced by our Group. The specific target was the Junkers Aircraft Assembly Plant, which
was bombed with good results. One aircraft did not return, a 506th plane piloted by Lt. John D.
Money.
506th SQUADRON:
506th Sq., #42-7522 S-Bar, Money
SOUTHERN COMFORT II
MACR #3848
MONEY, JOHN D.
ASN 0-740104
Pilot
POW
1st Lt.
St. Louis,
Missouri
STAMOS, ROBERT G.
ASN 0-730646
Co-pilot
KIA
1st Lt.
Danville,
Illinois
WHEATLY, HAROLD J.
ASN 0-675979
Navigator
KIA
1st Lt.
Jefferson City,
Missouri
BLAKE, FOSTER A.
ASN 11055810
Nose Turret
KIA
S/Sgt.
Bradford,
Vermont
506th Squadron Crew:
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GRAFF, ANDREW C.
ASN 37428100
Engineer
T/Sgt.
KIA, buried Ardennes (B-36-54)
Geneva,
Iowa
WERNICKI, EDWARD A.
ASN 32765359
Radio Oper.
T/Sgt.
KIA, buried Margraten (P-10-5)
Jersey City,
New Jersey
HILL, HERBERT S. Jr.
ASN 11088586
Ball Turret
KIA
Revere,
Massachusetts
YOUNG, DONALD L.
ASN 19193283
RW Gunner
S/Sgt.
POW, burned hands
Topeka,
Kansas
KIRSCHNER, WALLACE E.
ASN 12155416
LW Gunner
S/Sgt.
POW, repatriated (burns)
Bronx,
New York
ROOP, EUGENE W. N.
ASN 14158075
Tail Tur
KIA
Knoxville,
Tennessee
S/Sgt.
S/Sgt.
The MACR states that this aircraft went down at 1123 hours. The right bomb bay doors failed to
open, so when the bombs were dropped, the right side fragmentation bombs hit the closed doors,
immediately setting that area on fire. The ship flew on for awhile, then winged over, breaking in
two at the waist section. It went down and exploded. Four bodies came clear of the falling
wreckage, but only two chutes were seen to open.
Sgt. Wallace Kirschner, left waist gunner, sent his experiences, “According to my diary, we had
flown nine missions prior to this one on 11 April. We were carrying incendiary bombs. Near the
target, we were under a barrage of flak, getting set for our bomb run. The bomb bay doors would
not open as the tracks were frozen tight. Upon informing Lt. Money, our pilot, that I could not
break the ice, we received a direct hit in the bomb bay. The rest is history.
“Sgt. Roop, tail gunner, saw that Sgt. Young’s hands were badly burned, took his own parachute
and placed it on Sgt. Young and helped him get through the rear camera hatch door. This
resulted in Sgt. Roop being without a parachute of his own. I followed Young out the rear hatch,
after removing my oxygen mask because I couldn’t get the hose to release from the regulator.
With the mask removed, I got 3rd degree burns on my face and right hand due to the fire all
around me.
“I was picked up by German soldiers upon landing and was taken to an aid station in Frankfurt.
They had converted an Agricultural School into a hospital. The doctors and aids were all part of
the Dunkirk Evacuation Force captured – who were a wonderful group of men. Then I was sent
to Bad Soden for work on my eyes. Even the doctors there were also from Dunkirk. I was later
repatriated and returned to the States on 21 February, 1945. I saw Sgt. Young once after the
war.”
Lt. Money wrote that, “When the fire erupted in the bomb bay it quickly spread forward, filling
the cabin with fire and smoke. I gave the bail out signal, as my co-pilot, Robert Stamos, was
already dead from flak wounds. I then contemplated my own escape from that inferno. There
was absolutely no way I could get back to the bomb bay, and the top hatch itself was burning. So
it would have to be out one of the windows, but they were still intact. While still trying to
maintain some control of the craft, I got my feet up, braced my back, and succeeded in kicking
out the co-pilot’s side window.
“Then I managed to get over Stamos, got hold of his wheel, and continued to hold the plane
under control as I worked myself out that window. Soon I was entirely outside the ship, but still
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holding onto the wheel as I needed to tilt the plane right-wing high, as that #3 prop was still
churning the air a very short distance behind me.
“Then I let go – and immediately got clipped on my head by a tip of one of the propeller blades
that knocked me out. But the cold air brought me to my senses before I hit the ground and I got
my chute open in time. On the ground I found I was not seriously injured, and soon was taken
prisoner.”
James H. Stevens was part of Capt. Schmidt’s crew (K-314 ). He saw Money’s aircraft go down
and spotted two chutes. He noted that on this mission his aircraft’s nose turret was demolished,
one engine was knocked out, and one tail section was shot up, but the aircraft returned safely to
Shipdham. He wrote: “Lew Karstadt (in the nose turret) was saved by the rather small panel of
armored glass. When we all got out of our flight gear at the base later on, we found that Lew had
been the only one wounded in the attack. As I recall, it was a flak fragment in his knee.”
13 April 1944
Lechfeld, Germany
A twin-engine fighter plant and an adjoining German airfield were attacked visually with good
results. One aircraft from the formation was missing, being forced to land in Switzerland.
67th SQUADRON:
67th Sq., #42-100330 L-Bar, Griffith
MACR #4045
Note: This aircraft’s name is not known but it is believed to have had nose art of a flying woman.
67th Squadron Crew:
Entire crew interned
GRIFFITH, ROCKFORD C.
ASN 0-531343
Pilot
1st Lt.
Interned, escaped, returned
Fort Worth,
Texas
TINSMAN, WILLIAM Jr.
ASN 0-748844
Co-pilot
Interned
1st Lt.
Newton,
Pennsylvania
JACKSON, RALPH B.
ASN 0-671364
Navigator
Interned
2nd Lt.
New York City,
New York
HOERL, NORBERT A.
ASN 0-699407
Bombardier
Interned
lst Lt.
Houston,
Texas
PARRISH, EARL J.
ASN 35360264
Engineer
Interned
T/Sgt.
Freedom,
Indiana
CLARK, FORREST S.
ASN 32562885
Radio Oper.
Interned, escaped
S/Sgt.
Caldwell,
New York
STRUTZ, GEORGE J.
ASN 32472766
Ball Turret
Interned
S/Sgt.
Rochester,
New York
HARMON, HAROLD P.
ASN 31150094
RW Gunner
Interned
S/Sgt.
Gorham,
Maine
MARION, SID T.
ASN 34303358
LW Gunner
Interned
S/Sgt.
Asheboro,
North Carolina
BARTAY, FORREST E.
ASN 38410822
Tail Turret
S/Sgt.
Interned, escaped, returned
Rosenberg,
Texas
Pilot of this plane was lst Lt. Rockford C. Griffith who had made the spectacular one-wheel
landing at Shipdham on 18 November, 1943. (Recorded on film!) His MACR states that, “At
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1535 hours, #330 L-Bar was seen leaving the formation, headed for Switzerland, under control.
All four engines seemed to be OK, and there were friendly fighters for escort.” He landed at
Dubendorf airfield.
“Rocky” Griffith sent this account, “When we went into Switzerland, it was about the only
mission when I never met German fighters or encountered flak!
“About half way to the target, all of the engines began to overheat. I opened the cowl flaps as far
as they would go, and put the fuel mixture controls into full rich position. I knew at that time I
was using too much fuel, but had no other choice.
“After we dropped our bombs, I pulled out of formation to check the amount of fuel left. There
was just not enough left to get back to England. As I turned toward Switzerland, I lost #2 engine
due to low oil pressure. At that time I began to worry about the rest of the engines going out. I
don’t think I could have made it back to England even if there had been enough fuel.
“As we crossed into Switzerland, the Swiss fighters came up to meet us, but they did not come in
too close. I didn’t know why until we were hit by three rounds of Swiss flak! I immediately dove
down and to the right, but up where I would have been, three more rounds exploded. I believe I
landed at Dubendorf without any further trouble.
“After about nine months I escaped into France and was flown back to England.”
21 April 1944
Zwickau, Germany (Mission Recalled)
The 68th Squadron lost an airplane and crew on this date to severe icing conditions. Sgt. Siteman
from the Hawkins crew (506th) wrote the following in his diary: “We were briefed at 1000 hours
for a mission to Germany. However, when we got to 14,000 feet, ice formed on the plane and we
couldn’t continue and had to return to base. The entire formation was recalled due to this
weather. That ice gave us a hard time and for while we thought we might have to bail out. We
lost 6,000 feet a minute, were in a spin and managed to pull out at only 4,000 feet! It was close,
but we made out okay. The whole group returned to the base due to bad weather. No mission or
sortie credit. (One 68th Squadron plane did crash, with eight men killed)”
68th SQUADRON:
68th Sq., #41-29418 U, Havens
PAPPY’S CHILLUN
Crashed, ice a factor
Note: This aircraft was also known as TURNIP TERMITE. Its nose art was painted by Clayton Hutsell at the
486th Bomb Group at Sudbury, but was transferred to Shipdham before he could put the name of TURNIP
TERMITE on it. It was renamed PAPPY’S CHILLUN at the 44th.
68th Squadron Crew:
HAVENS, FORREST C.
ASN 0-687031
Pilot
2nd Lt.
Hospitalized at Station #231
DEL GRANDE, LEON L.
ASN 0-817399
Co-pilot
2nd Lt.
Injured, severe ankle sprain
San Francisco,
California
ZAJICEK, JAMES L.
ASN 0-698812
Navigator
KIA
2nd Lt.
Chicago,
Illinois
COLE, EDWARD A.
ASN 0-691634
Bombardier
KIA
2nd Lt.
El Dorado,
Kansas
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LAMBERT, LEONARD P. Jr.
ASN 18202589
Engineer
Sgt.
KIA, buried Cambridge (C-5-17)
Breckenridge,
Texas
HOUCHINS, GEORGE B. Jr.
ASN 15339517
Radio Oper.
KIA
S/Sgt.
Bluefield,
West Virginia
EDMONSON, ROGER W.
ASN 18218286
Asst. Eng.
KIA
S/Sgt.
Avery,
Texas
HIGGINS, HARTWELL J.
ASN 14094125
Asst. Rad.
KIA
Sgt.
Winder,
Georgia
WOOD, HAL N.
ASN 18113166
Ball Turret
KIA
Sgt.
Rogers,
Arkansas
TAYLOR, RUSSELL G.
ASN 39196030
Tail Turret
KIA
Sgt.
Seattle,
Washington
At first it was reported that this aircraft collided with another plane – a B-17. This was found to
be in error, as there is another report to the contrary. It states, “It is believed that due to severe
icing conditions, this plane stalled, spun, and fell apart. The pilot and co-pilot were the only
survivors.
“At five miles northwest of Norwich, and one mile northeast of Pingland Hills, this aircraft was
climbing into formation, travelling at 155 to 160 MPH through overcast, in severe icing
conditions. When it reached 14,000 feet, the aircraft lurched violently and started swerving to the
right. The pilots had no control over the ship as it swerved back to the left, and then started to
spin tightly toward the ground. The plane then turned onto its back and the right wing and tail
were torn off by the violent maneuvers. The two pilots were thrown into the top of the cockpit,
and when the cabin ripped apart, they were thrown clear of the wreckage.
“No definite statement can be made as to the cause of the accident, but it was the opinion of the
investigating board that the airplane picked up too much ice, was forced into a stall, and from
there into a spin, when it fell apart.”
The aircraft was heavily loaded with eight 1,000 lb. bombs and 2,700 gallons of fuel. Another
aircraft and crew (Lt. Dine, 506 Bomb Squadron) experienced the same icing conditions, went
into a spin, but finally managed to recover control at 4,000 feet.
The two survivors from this accident, Lt. Havens and his co-pilot Leon Del Grande were taken to
the hospital immediately. This was their second mission. Lt. Havens suffered severe injuries
when he landed in a tree, fractured his left ankle, and his spine. Lt. Havens spent some time at
the 231st Hospital. He did not return to the 44th Bomb Group. Lt. Del Grande injured his ankle
when he landed, apparently quite seriously. He flew no more missions for the 44th, was
transferred to the 70th RCD on 10 December 1944 for transfer back to the United States.
However it appears that Lt. Del Grande recovered, was transferred to the 93rd BG, and
completed his tour with them.
On April 21, 2001, the owner of the property where the plane crashed conducted a ceremony to
honor the memories of the eight airmen who died there. It was 57 years to the day that they
crashed. A memorial was also dedicated at the site on which the names of the entire crew are
listed. It was Jo Cottingham, recreation manager for Anglian Water, who made the decision to
provide the memorial at this crash site, and was instrumental in locating next of kin of the men
who died there.
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27 April 1944
Moyenneville, France
This day was the first of the double-header days for the Group, with two separate missions being
flown. One plane was lost on the first mission due to the moderate to intense, accurate flak,
which hit Lt. Clarey’s aircraft.
67th SQUADRON:
67th Sq., #41-29467 X-Bar, Clarey
MACR #4257
67th Squadron Crew:
CLAREY, HOWARD A. Jr.
ASN 0-676748
Pilot
KIA
lst Lt.
Yardley,
Pennsylvania
RHODES, CARL E.
ASN 0-747318
Co-pilot
KIA
1st Lt.
Birmingham,
Alabama
FORREST, GEORGE W.
ASN 0-695641
Navigator
KIA
2nd Lt.
Upper Darby,
Pennsylvania
HINKLE, GLENN E.
ASN 0-752855
Bombardier
KIA
2nd Lt.
Burlingame,
California
SHIRLEY, RAYMOND
ASN 15081820
Engineer
POW
S/Sgt.
Lexington,
Kentucky
CHAGNON, PAUL L.
ASN 11116914
Radio Oper.
POW
S/Sgt.
Salem,
Massachusetts
LYTLE, LESLIE L.
ASN 39328109
Nose Turret
Sgt.
KIA, buried Normandy (B-5-17)
Portland,
Oregon
RIEGER, MARTIN A.
ASN 32414057
RW Gunner
KIA
New York City,
New York
PHILLIPS, ALLEN W.
ASN 32612831
LW Gunner
S/Sgt.
KIA, buried Normandy (C-14-32)
Richmond Hill,
Queens, N.Y.
YOUSE, CHARLES M.
ASN 33498702
Tail Turret
KIA
Sunbury,
Pennsylvania
S/Sgt.
Sgt.
The MACR states that aircraft #467 was observed to receive a direct hit by flak in its #3 and #4
engines. The right wing fell off and the aircraft tipped on its left wing – started down in a tight
spiral. It soon became enveloped in flames and then exploded. No chutes were seen.
Radio operator Paul Chagnon was the first man to escape from the falling aircraft, followed by
the engineer, Sgt. Raymond Shirley. The pilot, Lt. Howard A. Clarey, Jr. also managed to free
himself from the doomed ship but his parachute did not open, or did not have time to open. It
could have been that he was knocked out by the explosion and never regained consciousness, but
the two men who survived to become POWs did not know for sure.
This was Lt. Clarey’s 28th mission, having flown all previous missions as a co-pilot for Lt.
McCormick. This was his first mission with a new crew, which was on its fifth mission.
In a letter dated December 4, 1992, Ray Shirley wrote: “At briefing that morning we had been
told that there was one battery of four guns at the target. We were on the bomb run. Paul
Chagnon, radio operator, was on the catwalk holding the bomb bay doors open, I was in the top
turret. Immediately after dropping our bombs, we took a direct hit just outboard of #3 engine and
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44th Bomb Group Roll of Honor and Casualties
lost the wing from there out. I saw it start spinning like a seed pod falling from a tree in the fall
season.
“I was thrown forward in the turret as the aircraft started spinning to the right and I started
coming out of the turret during which I saw Chagnon bailing out from the catwalk with my chest
chute. Someone pulled the plane out briefly and then we started spinning again to the left. I
managed to get Chagnon’s chute from his position, got it on and went to the catwalk to bail out.
When I bailed out, Lt. Clarey was on the catwalk to bail out when I left the ship. I finally found
the ripcord and started my descent slipping the chute on the way down and ending up with a
badly sprained right ankle upon landing. I took up bowling after the war to strengthen it up.
“After getting to the ground, Chagnon came to help me and French civilians were trying to help
us. They carried our chutes off and, of course, were speaking French. Chagnon had been born in
Canada and had been brought up on French until they moved to the U.S. when he was six or
seven years old. But that day he didn’t remember one word of French so the civilian efforts were
of no avail. Anyway, Chagnon was helping me. Then the French abandoned us as the German
military began to arrive at the scene.
“Chagnon and I approached a barn, which we hoped to get into and hide. As we rounded one
corner of the barn, the Germans came around the barn corner at the opposite end with their little
‘burp guns’ and that was it. They put us into a small truck, the bed portion had a cover on it, and
inside the truck was Lt. Clarey’s body. His chute had failed to open. We saw no other bodies
other than that of Lt. Clarey.
“The Germans took us to a building with an underground bunker where we stayed one or two
nights, then through Paris to Dulag Luft and from there to Stalag Luft VI via the 40 or eight rail
cars. We were subsequently evacuated from Luft VI to Luft IV via that damned freighter down
the Baltic. From IV, I was shipped to Luft I, again on a 40 or eight-rail car and Chagnon wound
up on one of those forced marches as the Germans fled from the approaching Russians. The
Germans abandoned us at Luft I just a few hours before the Russians arrived. We were
eventually evacuated to Camp Lucky Strike in France.”
29 April 1944
Berlin, Germany
Specific target was the underground railway in the heart of Berlin. Our formation of 21 aircraft
encountered moderate to intense flak and from 30 to 50 enemy aircraft sustaining their attacks
from Berlin back to Holland, most of this time unescorted. Three of our aircraft did not return.
Squadron losses were as follows: one each by the 67th, 68th and 506th.
67th SQUADRON:
67th Sq., #100279 I-Bar, Schuyler
TUFFY
67th Squadron Crew:
Entire crew POW
SCHUYLER, KEITH C.
ASN 0-808597
Pilot
POW
2nd Lt.
Berwick,
Pennsylvania
EMERSON, JOHN F.
ASN 0-818847
Co-pilot
POW
2nd Lt.
Santa Monica,
California
RAUSCHER, DALE E.
ASN 0-678774
Navigator
POW
2nd Lt.
Goodland,
Kansas
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DAVIS, JAY LARRY
ASN 0-692481
Bombardier
POW
2nd Lt.
Cleveland,
Ohio
SANDERS, WILLIAM L.
ASN 36634767
Engineer
POW
S/Sgt.
Karnak,
Illinois
ROWLAND, LEONARD A.
ASN 37495062
Radio Oper.
POW
S/Sgt.
Portland,
Oregon
REICHERT, WALTER E.
ASN 19130088
Ball Turret
POW
Sgt.
Farragut,
Idaho
COX, GEORGE G.
ASN 15336328
RW Gunner
POW
Sgt.
Louisa,
Kentucky
RENFRO, GEORGE N.
ASN 38426809
LW Gunner
POW
Sgt.
Handley,
Texas
SCHOW, HARRY J.
ASN 36032490
Tail Turret
POW
Sgt.
Austin,
Minnesota
2nd Lt. Schuyler was the pilot of TUFFY. His navigator, Dale E. Rauscher relates his
experiences, “Our aircraft was under control as we dropped behind the formation. We had been
badly damaged by flak and we were unable to keep up with the formation. We were doing okay
until about ten or twelve FW 190s spotted us and came in at us head-on. Their first pass hit us
pretty badly, although no one was killed or wounded.
“There was cloud cover at about 5,000 feet, so Schuyler put the nose down and we headed for
the clouds. I think only one enemy aircraft followed us, and he kept coming in on us each time
we came out of cloud cover. We had iced up and had to come out of the clouds to try to get rid of
a little ice buildup. We played hide and seek in the clouds for awhile, but finally ran out of
clouds.
“Our gun stations were out of ammunition, fuel tanks had been hit and we had two fires in the
tail section, so we were told to bail out. We had about fifteen minutes of fuel left when we finally
abandoned ship. As we had been flying all over the sky and in every direction while trying to
shake off those fighters, I was not positive where we were, but we were about forty or fifty miles
east of the Zuider Zee. We bailed out safely and were all captured a short time later.”
The plane crashed at 1400 hours, 10 miles east of Holland at Tilloy-Floriville, County of
Meppen.
Lt. Keith C. Schuyler, pilot, has written a book of his wartime experiences titled “Elusive
Horizons” and gave permission to include some of his account of that day. “Berlin was always a
rough one. This was a symbol of Germany’s might. There were still plenty of German fliers
willing to die for Berlin for ideological reasons. There were plenty more who had lost their grasp
on symbols but flew and fought us in exquisite machines that were manufactured out of the best
parts available.
“We were told that we could expect heavy fighter opposition. The Luftwaffe had been unusually
quiet for the past week, and we expected plenty of trouble today. ‘You will have fighter cover
much of the way, but you know they can’t stick around long,’ we were told.
“Some fighters were overhead, friendly fellows cutting contrails back and forth in a protective
web that made you feel good. Then Larry Davis, bombardier, cut in on the interphone, ‘Fighters!
A whole swarm of them!’ I didn’t see them at once. Larry pinpointed them, “Straight ahead, low
at twelve o’clock!’
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“Then I saw them ... and took a deep breath. Coming up at us like a swarm of bees was a literal
swarm of at least forty German fighters. And they were headed directly at our formation! Like
specks at first, in almost an instant they materialized into wings and engines.
“Then there was a hellish roar as everything became a confusion of sound and motion. Like
entering a tunnel with the windows open on a train – dust, noise, and debris became
indistinguishable. Right over my windshield a German fighter came apart in a glimpse of flame
and junk. That was Larry’s.
“A B-24 that had been lagging at seven o’clock, drew in close at five o’clock just as a German
came through. The fighter smashed head on into the big one right at the nose turret and both
planes exploded in a ball of flame. Then it was over. For us.
“Somehow, after you have dropped your bombs, you get the feeling that everything is all right. If
your airplane is working as it should, it becomes more a matter of whether you have enough fuel
for the trip back. At least that is the feeling you have. But deep down inside you know it is not
over. This is not a game. They want to punish you for what you did if they can. So they try.
“Somehow our lead plane took us over Brandenburg on the way out, so the Germans would now
get another crack at us with their flak guns. Although it was heavy, we seemed to be getting by
without incident. Then I noticed four bursts off our left wing, maybe a hundred yards out, and
just below our level. Then four more, closer. Fascinated, I watched as four more burst just ahead
of and below our left wing, possibly 30 yards away. I didn’t see the next bursts – but I heard
them. And our ship shook to the concussions. Immediately, #2 prop ran away. The torque, as the
propeller screamed up to over 3,000 rpm, dragged at our wing, and I leaned into the rudder, then
hit the feathering button. We were hurt again – badly.
“A hole in #2 cowling gave visual evidence that we had caught plenty from the last volley of
flak, the manifold pressure on #4 was down badly. The supercharger had probably been knocked
out. Although the engine was running smoothly, it would not do much more that carry its own
weight at over 20,000 feet.
“Normally, we wouldn’t have too much to worry about, but we were still a long way from home.
The disruption in power had dropped us back behind the formation and there was no chance of
catching up. I personally called the lead ship. ‘Red leader, we’ve got some problems back here.
Can you slow down a little?’
‘We’ll try,’ the answer came back, ‘but we can’t cut it back much.’
“But it soon became evident that we couldn’t keep up. We kept dropping back – slowly,
inexorably … If we were hit in the wings as much as I feared, there was a good chance that we
would be losing fuel from the wing tanks. I called Sanders, our engineer, who climbed down out
of his turret to check the gas supply. His report confirmed my suspicions. There was a serious
imbalance in the gasoline tanks to indicate that we were losing some somewhere. I asked
Rauscher, navigator, for our estimated time of arrival in England and his fast mental calculations
convinced me that we were not going to make it home. We’d be lucky to stretch our glide to
make the North Sea. But I kept this news away from the crew.
“Again it was Larry who alerted us to fighters, ‘Off to the left. They are hitting the group off to
the left.’ There were eight of them! And had they elected to come at us singly, subsequent events
might have been different. But they came straight on, strung out wing to wing, like a shallow
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string of beads. FW 190 they were! And I had only an instant to make a decision of how to deal
with them.
“Get ready, I called. I, too, got ready. I didn’t make my move until I saw the leading edges of the
FW’s start to smoke and yellow balls begin to pop around out wings. Then I dove straight for the
middle of the string of beads! Either they would get out of the way or we would take a couple of
them with us. They scattered!
“Deliberately, I held the nose of the bomber as straight down as I could manage. But she was
trimmed for level flight and wanted to come out of the dive. Jack Emerson saw my quivering
arms and added his strength to keep the nose down. I wanted those fighters to think they had us.
The strategy worked on five out of the six remaining, but that one was destined to give us more
trouble than all of the others combined. He did not believe us.
“I heard Jack shout under his oxygen mask and I felt the controls wrenched from me for an
instant. Jack had seen him coming from his side and he rolled the bomber into the attack. Tracers
cut by the left side of the fuselage as the tortured Lib responded. We kept the pressure on the
elevators and the nose toward the ground as I watched the air speed pass the red line. Then it
touched 290, which gave us somewhere around 400 mph at our altitude. Below us I could see a
solid cloud cover and it was our only refuge. But in one of the frequent paradoxes of war, to gain
them was also our undoing. Our precious altitude, needed to get us somewhere near home, was
being used up in a desperate effort to escape the more obvious danger from the fighters.”
The cat and mouse drama continued for a considerable time, including the added problem of
icing, and then the clouds ran out. The tail gunner, Schow, later told Lt. Schuyler, “The fighter
came in at 5 o’clock. I started firing but the tracers bounced right off him. And then, when I was
just pressing triggers, nothing was happening. It was only an instant before I could find the
extent of damage. A 20 mm had hit us in the right elevator. It blew my hydraulic unit onto the
floor, clipped off my left gun, cut my mike cord about an inch and a half from my throat, and
generally took my plexiglass.
“I tried to fire my right gun manually, but it, too, was ruined. So I got out of the turret, went to
the waist, where another fire had started, put on my chute and told Sgt. Cox to relay the news to
the pilot, but Cox had already done that.” Both men then attempted to extinguish the two fires,
waist and turret.
“With only 50 gallons of fuel left, two fires and only one gun left firing, the time had come. We
were close to being over Holland – possibly 40 miles away from the Zuider Zee. “I started a 180degree turn. Let her blow in Germany! A quick glance back through the fuselage – it was empty.
Flicked on the aileron switch of the automatic pilot, always set for emergency, rose hurriedly
from my seat; then onto the catwalk in the bomb bay.
“As I tumbled below and away from our airplane, I was determined to delay the opening of my
parachute. And I almost waited too long! Later, I was told our ship blew all to hell.” All ten men
survived to become POWs.
68th SQUADRON:
68th Sq., #41-29471 X, Sweigart
MACR #4472
68th Squadron Crew:
SWEIGART, GLENN H.
ASN 0-747360
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2nd Lt.
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GREENE, FLOYD H. Jr.
ASN 0-812577
Co-pilot
POW
2nd Lt.
Salt Lake City,
Utah
TUROCY, JOHN W.
ASN 0-695992
Navigator
POW
2nd Lt.
Cleveland,
Ohio
ROBERTS, GILMAN N.
ASN 0-688402
Bombardier
1st Lt.
KIA, buried Ardennes (A-41-31)
Brooklyn,
New York
McWHORTER, LAMER
ASN 34442753
Engineer
S/Sgt.
KIA, buried Ardennes (B-36-56)
La Grange,
Georgia
LE VAKE, JOHN W.
ASN 19186283
Radio Oper.
KIA
Walnut Creek,
California
NABER, JULIUS V.
ASN 37263649
Ball Turret
S/Sgt.
KIA, buried Ardennes (B-24-13)
Marshall,
Minnesota
TILLER, HOMER M.
ASN 38101171
RW Gunner
Sgt.
KIA, buried Ardennes (D-11-41)
Colorado City,
Texas
KOEHLER, HAROLD F.
ASN 15019186
LW Gunner
S/Sgt.
KIA, buried Ardennes (B-40-56)
Canton,
Ohio
NOME, ALBERT A.
ASN 35544549
Tail Turret
Sgt.
KIA, buried Ardennes (A-32-32)
Mishawaka,
Indiana
S/Sgt.
The pilot on the 68th Squadron aircraft lost on the 29th was 2nd Lt. Glenn H. Sweigart. The
MACR states that at 1101 hours, aircraft #471 was hit by enemy aircraft, peeled off to the left,
#3 engine was on fire and spreading to the fuselage. Two men bailed out before it went into a
spin and then exploded.
Mrs. Mary E. Turocy, widow of Lt. John W. Turocy, navigator on this airplane, sent this
information “It was their eighth mission when their B-24 was hit by the Germany fighter and
exploded. Two crew members were blown out with the debris and when John regained
consciousness, he was falling through space. He jerked his ripcord and the shock pulled his
shoes off. He threw his gun away, and tore up what papers he was carrying as he was
descending. When he landed bare-footed in a little Germany town, the villagers surrounded him
with pitchforks until German soldiers came and dragged him off to jail, bleeding feet and all. He
was in several POW camps, one of which was Stalag 13.
“Being an officer, he was given the privilege of using their library and John took this opportunity
to study theory – he played classical violin – and to occupy his mind, he translated from German
to English copious notes. When John was liberated, he weighed just 110 pounds!
The pilot, Lt. Sweigart, added, “Our call was Smokey Blu Joe, X for X-ray. Somewhere over
Germany we lost all the oil pressure on #3 engine and had to drop out of formation because the
prop flattened out on us. I couldn’t hold altitude or air speed. So we finally maintained altitude at
9500 feet and 105 mph, skidding sideways against the prop with near full rudder and still making
a long arc, which we corrected occasionally by a circle. We had good cloud cover and limped
along until, I think, it was Nuremburg where the clouds gave way.
“Then all hell broke loose! I had told the crew that if anyone wanted to leave, they could jump at
any time. I had two men I didn’t know, replacing Gwin and Tony (Goodman). I told them if we
got hit and lost intercom to go, cause I’d go if we got hit or went below 7500 feet. I believe that
our radioman, Sgt LaVake, took off.
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Note: The two men that Sweigart didn’t know were Julius Naber and Harold Koehler. Naber was from the 66th
Squadron and had flown 22 missions previously. Koehler had joined the 68th Squadron on 31 January 1944
with the Dyer crew. He had flown 15 prior missions.
“When we got hit, it took the putt-putt right out of the side of the aircraft, and split the control
pedestal wide open and knocked out all controls as well as the intercom. Our bombardier, Gil
Roberts, was begging for us to all go as he would not go alone. Turocy showed me black and
blue fingerprints on his shoulder where Gil was hanging onto him when we were hit. The
explosion blew Turocy out the nose wheel and Gil into the front of the airplane and killed him. I
was told about Gil’s position at prisoner interrogation.
“McWhorter, my engineer, tried to get to the back of the plane to help the fellows in the back.
He was blown off the catwalk by another hit, I think. Greene (co-pilot) then left, and I hung up
my mike and earphones, looked at Greene’s cigarettes and lighter – for some reason I left them,
thinking he’d be back after them.
“The aircraft crashed and burned after a long, slow, even half circle when anyone in it could
have and should have bailed out. At interrogation, they kept asking me why I had only a six man
crew, so I know that some of my men got out but they didn’t live. Turocy, Greene and I were
together. I saw who I thought was McWhorter lying in a field as I came down, and Gil Roberts
was still in the plane. That makes five that I can account for. And they had pictures of Sgts.
Nome and Tiller – that’s seven.
“I do know that I bailed out without my leg straps buckled and hung myself by the neck. When I
tried to take the pressure off by swinging my feet into the shrouds, I skidded back and forth
across the sky. I think that’s why I survived because I could hear those 88 mms going off nearby
all the way to the ground and couldn’t see anything else in the sky but me for a target!
“I came down in the middle of a plowed field and about 3,000 people. I spoke enough German to
get myself into the hands of a little infantry corporal, who took me to his Captain and eventually
to the airdrome.
“As far as the MACR account, it must be about another aircraft because we were at least an hour
and a half out of formation and completely alone when we were shot down. Turocy, Greene and
I were together in POW camps at Sagan, Nuremburg to Moosburg, until liberated.”
506th SQUADRON:
506th Sq., #41-29513 Z-Bar, Hruby
Ditched near English coast
506th Squadron Crew:
Entire crew rescued
HRUBY, RICHARD J.
ASN 0-682866
Pilot
Rescued
2nd Lt.
Mt. Holly,
New Jersey
SMITH, THOMAS L.
ASN T-61379
Co-pilot
Rescued
Flt Of.
Okarche,
Oklahoma
ROSENBURG, EDWIN H.
ASN 0-684989
Navigator
Rescued
2nd Lt.
ARTHUR, WILLIAM D.
ASN 0-690535
Bombardier
Rescued
2nd Lt.
CLARK, CLETUS C.
ASN 17157054
Engineer
Rescued
S/Sgt.
Canova,
South Dakota
BLANCHARD, EUCLID F.
ASN 11083941
Radio Oper.
Rescued
S/Sgt.
Belmont,
New Hampshire
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FOSTER, EVERETTE E.
ASN 37499715
Ball Turret
Rescued
Sgt.
Lowery City,
Missouri
BARTLEY, FOUNT B.
ASN 37284336
RW Gunner
Rescued
Sgt.
Indiahoma,
Oklahoma
BARTLEY, THOMAS L.
ASN 37284340
LW Gunner
Rescued
Sgt.
Indiahoma,
Oklahoma
PETKOFF, ROBERT
ASN 37284310
Tail Turret
Rescued
S/Sgt.
Carnegie,
Oklahoma
Note: Three of these men must have enlisted together from Oklahoma – both Bartleys and Petkoff, per serial
numbers.
This 506th Squadron aircraft and crew was not listed on the 44th Bomb Group’s Battle
Casualties due to a technicality of reporting – they ditched and all survived! It appears to be
appropriate to include them here.
2nd Lt. Richard J. Hruby was the pilot of aircraft #513 and was returning from bombing the
Friedrichstrause Railroad Station in Berlin, 29 April, 1944. The Group had experienced heavy
and intense anti-aircraft fire and damaging attacks by many enemy aircraft.
In the target area, Lt. Hruby’s plane was damaged by flak and it is believed this caused a leak in
either the main gas tanks or gas lines. The prop-governor stuck at 2500 rpm, and #2 engine was
surging as much as 600 rpm. Furthermore, the formation was nearly 45 minutes late on the flight
plan, prior to reaching the enemy coast on the way out.
Lt. Hruby, believing that his fuel supply must be low, asked his engineer, Sgt. Clark, to check
the amount remaining in the tanks. Despite the fact that the engineer reported all gauges
registering nearly empty upon leaving the Dutch coast, Lt. Hruby was determined to complete
the mission and bring his aircraft and crew back. He cut back his RPM on all four engines,
instructed his crew to throw out all possible equipment, and told the engineer to switch all
engines to crossfeed fuel to keep all four engines running as long as possible. He knew that this
would mean losing all engines at once with little or no notice, but worth the gamble.
The men then assumed their ditching positions while they tried to call air-sea rescue service, but
were unable to transmit due to a malfunctioning of VHF radio equipment.
Flying at 5500 feet and with the English coast barely in view, all four engines quit! The pilots
lowered one-half flaps and put their plane into a dive to maintain airspeed. As they neared the
surface of the sea, Lt. Hruby leveled off and after skimming off one swell, settled down into the
next one in a slightly nose-high position. The nose of the aircraft buried itself for approximately
30 seconds and then the plane came to rest on the surface – floating and intact.
So skillfully did the pilots hit the water that not only was the plane not visibly damaged, but the
plexiglass in the nose turret remained unbroken – and no member of the crew was injured! The
ditching belt proved very successful.
The crew then exited the upper hatch and released the two life rafts, but found one of them
unserviceable and the other would only partially inflate. The plane slowly sank and was gone in
approximately 15 minutes. One man got into the raft, while the others clung to the ropes and
remained in the water at least half an hour until picked up, luckily, by a British minesweeper.
This remarkable ditching is described in great detail in the following U.S. military document:
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“The ditching of a B-24H aircraft, serial number 41-29513, of the 44th Bombardment Group,
occurred at 1505 hours, 29 April 1944, at approximately 52° 35’ N, 02° 00’ E, about 40 miles
NE of Cromer. This is the first USSTAF incident involving a B-24 where a complete crew of ten
was saved.
“Events preceding ditching: The aircraft was returning from an operational mission. At an
altitude of 5,500 feet it was definitely decided that there would be insufficient gas to reach land.
The pilot immediately lowered 20 degrees of flaps and set the trim tabs for a glide of
approximately 125 mph. In the meantime, the crew was notified by interphone that they were
going to ditch, and orders were given to jettison excess equipment. The formation leader was
contacted on VHF ‘A’ channel and informed of the situation, which was acknowledged, then
contact with U.S. Air/Sea Rescue Station was tried without success.
“The radio operator had been operating the top turret guns, pinch hitting for the engineer while
he was transferring fuel. On order ‘prepare for ditching,’ he started to set up his liaison set to
send a distress message, but the trailing antenna was clipped off by a jettisoned flak suit.
However, one SOS was sent using the fixed aerial, and IFF toggle switch was turned to the
emergency position.
“The bombardier, navigator, radio operator, and engineer jettisoned every piece of equipment
that was loose or could be pried loose, such as flak suits, tuning units, A-3 bags, and frequency
meters. The co-pilot put on his steel helmet and assisted the pilot on with his helmet. In the waist
section, the gunners threw out waist guns, ammunition, and some radio equipment. The ditching
belt was then connected in the waist position. The belt later proved very efficient in protecting
the men from the impact that occurred when contact was made with the water.
“At approximately 1,000 feet, the co-pilot informed the crew on the interphone to take their
ditching stations. In the waist three gunners sat with their backs to the ditching belt, and one of
them sat between the legs of another. On the flight deck, the bombardier sat with his back
against the pilot’s armor plating, with the navigator between his legs. The radio operator’s
station was behind the pilot’s armor plate next to the bombardier, but because of the fire
extinguisher holder, he was unable to get a good back rest. At 200 feet, the engineer was still
endeavoring to close the bomb bay doors, but a flak suit was hanging across the catwalk just
forward of the aft bomb bay, leaving the doors open about eight inches on each side. The
engineer had just reached the flight deck and closed the hatch to the bomb bay when the aircraft
hit the water. He had not fully assumed his ditching station when the aircraft landed.
“Another attempt was made to contact the Air/Sea Rescue Station on VHF just before ditching in
a last-minute try to obtain a fix.
“Touchdown: When the flattening out was started, the pilot noticed that the air speed was about
120 mph, though that was the last time he noticed the instrument panel until after the landing
impact. The aircraft made contact with the nose slightly up in a normal landing attitude using 20
degrees flaps. The approach was made directly into the swell, and the aircraft landed on the
upslope of a crest. Only one moderate impact was noticed. The co-pilot was thrown against the
glass, but was protected by his tin helmet. The co-pilot’s seat was more forward than the pilot’s,
thought the pilot also recalls hitting the glass.
“Exit from the aircraft: The water started rushing in through the nose, and filled up the cockpit
in a matter of seconds. The cabin was completely under water within 30 seconds. The pilot and
co-pilot tried to get out of the escape hatch, but the other crew members were still climbing out
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44th Bomb Group Roll of Honor and Casualties
the exit. The pilot had on his steel helmet and he tried ramming his head through the top to get
some air. He was unsuccessful because glass and metal structure were still intact, and he could
not break clear. The airplane then settled to a level position, and the crew on the flight deck had
about four or five inches at the top of the compartment to breathe.
“On the flight deck the jolt was not felt to any extent except by the radio operator, who received
a bruise from the fire extinguisher holder, and the engineer, who received a leg bruise from the
radio seat.
“The navigator was the first one out of the top hatch, followed closely by the engineer,
bombardier, radio operator, pilot, and co-pilot.
“In the waist, on impact, the ditching belt absorbed the shock, though the men were lifted off the
floor, but the belt prevented them from being thrown forward into the ball turret. The water filled
the waist to about two inches above the waist windows. The gunners made their exit through the
waist windows, taking with them the emergency equipment. They joined the other crew
members on the top of the aircraft.
“The navigator pulled the life raft release handles, but both rafts failed to inflate. He then pulled
a raft from the compartment and pulled the inflation cord, which broke off inside the plastic
cover and could not be reached. The cord on the other raft was then jerked, and this also broke
off. The co-pilot, however, was able to get a grip on it and released the CO2 to inflate the raft,
which, only inflated halfway. Again, every effort was made without success to inflate the other
raft.
“Events preceding rescue: The navigator, engineer, radio operator, ball gunner, and a waist
gunner occupied the half-inflated dinghy on the right side of the plane, while the bombardier, copilot, and pilot dragged the uninflated raft around to the left side as the aircraft started its final
dive under the sea. The aircraft floated for approximately 15 minutes before it began to settle
slowly. Gradually, it sunk nose first.
“When the right waist gunner made his exit from the airplane, he started after the emergency
equipment, which had floated away. Before he could retrieve it, he had drifted quite a distance
from the aircraft, and was unable to get back to the rafts. The crew members in the dinghy
paddled over to the rest of the crew, and together they started after the right waist gunner. It soon
became apparent that they would be unable to reach him because the current was taking him
away at a faster rate than they could follow with five men hanging on the side of the life raft.
They could only see him when they were both on the crest of a swell, and there were times when
they did not see him for several minutes. The navigator looked through the accessories of both
rafts trying to find a pump to inflate the rafts, but without success. It was then decided they could
hang on until the rescue craft arrived.
“The crew had been in the water bout 40 minutes when the minesweeper “Catsmuir” pulled
alongside and fished them out of the water. A lifeboat was lowered for the waist gunner, who
was about 200 yards away.
“Other points of interest: Inspection of the B-24 after exit revealed a small fracture of the skin
just forward of the waist windows. It was about three inches wide, and seemed to have ripped the
rivets from about six inches behind the tear. The rip was located about a foot to the left of the top
center of the fuselage. One main wheel was floating off to the right, slightly behind the aircraft.
The Plexiglas on the nose turret appeared to be in good condition. One oxygen bottle was thrown
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�44th Bomb Group Roll of Honor and Casualties
8 May 1944
loose, and was floating in front of the plane. The tail section and tail turret were still in good
condition.
“Conclusions: This incident demonstrates that a B-24 aircraft can be ditched successfully
provided the crew is adequately trained. However, a few mistakes were made, and are
emphasized below:
“The effectiveness of the liaison set was reduced because it was necessary to use the fixed aerial
for transmitting rather than the trailing antenna which was broken off by equipment jettisoned by
the crew.
“The emergency kits should not have been released without a tie rope to keep them from
washing away.
“The flight engineer should have assume his ditching station sooner and all members should
have used padding to help absorb the shocks, particularly the radio operator over the fire
extinguisher holder.
“The malfunction of the life rafts, something over which the crew has little, if any, control, could
have been disastrous had the crew not been rescued quickly. This should be adequate proof of
the care that must be exercised when packing and inspecting all life raft installations.”
8 May 1944
Brunswick, Germany
There was an operational mission to Brunswick this day, and all of the aircraft returned safely.
But the 66th Squadron lost an aircraft and two crewmen killed in an apparent unrelated incident.
66th SQUADRON:
The 66th Squadron had had a tremendous turn over in personnel due to their being established as
a Pathfinder (PFF) Squadron. One of the new crews being transferred into the 66th Squadron
was a PFF aircraft #41-28795 and crew from the 466th Bomb Group. 1st pilot was Lt. Forest M.
Musgrave. On this date, this crew was performing a practice flight at 23,000 feet, while on their
way to Shipdham with a partial crew. They did this to gain experience and were making a
practice run using their PFF equipment in the vicinity of Great Yarmouth.
66th SQUADRON:
66th Sq., #41-28795, Musgrave
Shot down, crashed
66th Squadron Crew:
MUSGRAVE, FOREST M.
ASN 0-677848
Pilot
lst Lt.
KIA, buried Cambridge (F-12-13)
Tampa,
Florida
RICE, RODERICK F.
ASN 0-686494
Co-pilot
Parachuted
2nd Lt.
Crystal River,
Florida
BRANCH, WELDON P.
ASN 0-759792
Navigator
Parachuted
2nd Lt.
Atlanta,
Georgia
DOVEY, ARNOLD J.
ASN 0-808009
Nav-Radar
2nd Lt.
Parachuted, injured spine, hospitalized
Newport Beach,
California
PERMAR, DONALD S.
ASN 0-671173
Bombardier
Parachuted
Michigan City,
Indiana
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ROSS, ARTHUR B.
ASN 0-694950
Bombardier
Parachuted
2nd Lt.
Whittier,
California
RUSSELL, GEORGE E.
ASN 15330700
Engineer
Parachuted
T/Sgt.
San Diego,
California
CARGILL, LAWRENCE E.
ASN 37464353
Radio Oper.
KIA
T/Sgt.
Tabor,
Iowa
Sgt. George Russell, engineer, states, “We took off about 1130 hours to go along the coast and
practice bombing runs, using the new Radar equipment. This was the reason for the two
bombardiers. We climbed to 23,500 feet, leveled off at this altitude for a simulated run on
Yarmouth. Just as Lt. Musgrave throttled back, there was an explosion – and then another!
“The plane started into a dive which Musgrave and Rice both fought to correct. They succeeded,
but it was very difficult to control. During these few seconds, I took off my oxygen mask and
went in between the two pilots to see what was happening. The elevator control was turned full
up and the auto pilot seemed to be still working. I pulled the emergency release but this did not
seem to help. Musgrave and Rice were both struggling to regain control, but could not. Rice
looked at Musgrave, and then both looked at me as if to say, ‘What is wrong?’ None of us knew.
I had no ear phones on with which to talk with them at that time.
“I turned to leave them, and in getting down from the flight deck, I saw and felt that we were in a
tight spiral to the right. I stepped on someone’s feet – and drew back onto the flight deck to let
whoever this was to get ahead of me and jump. This person did jump and Rice, being right
behind me at this time, took his foot and nudged me as if to say, ‘What are you waiting for?’ I
then stepped down onto the catwalk and jumped – and waited for a while to pull my chute.
“Branch and I landed close to each other – I in a pasture and he in a creek. On the way down, I
could see the plane burning in the distance. Both Lt. Musgrave and T/Sgt. Cargill were killed,
and Cargill did not get free of the plane.
“This was the first time this plane had been flown at high altitude. I have never known
conclusively, but have suspected that we had been attacked by a German fighter that had come
from out of nowhere. We never even saw the fighter coming. Even if we had, we had no guns or
ammunition to protect ourselves. This flight was the first with our crew for Dovey, Branch and
Ross. Ross and Dovey never flew with us again.”
The aircraft came down near Halvergate, which is located between Acle and Yarmouth. The
survivors were sent to a Rest Home on 12 May to help forget this experience.
The co-pilot, Lt. Rice, added, “We flew that day with a skeleton crew that had no gunners – our
purpose was to test the new Pathfinder equipment, two navigators and two bombardiers. It was
near noon when suddenly two sharp thuds jarred the plane and knocked it into a steep right
wing-down attitude. The auto pilot was ineffective, so it was disengaged with the thought that
maybe it was damage to that instrument that caused this sudden disruption.
“It required extreme effort by both of us to bring that wing up again. Then it went into a steep
dive. Again, it took extreme effort to correct, but it didn’t stop there. The nose kept rising to an
acute climb attitude. Manipulation of throttles and trim tabs were of no consequence, so it was at
this point that the decision was made: This equipment is completely out of control. We still have
a good margin of altitude. We’d better evacuate while we can.
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9 May 1944
“Permar and Ross were in the nose section and escaped via the nose wheel hatch. Russell,
Branch and Dovey were on the flight deck and went out the bomb bay, followed shortly by us
two pilots. It was assumed that Cargill was at or near his station located in front of the waist
position. He was the only one who did not get out and no one knows why. He may have been hit
for all we know. Musgrave got out behind me but his parachute ripcord was still in place when
he was found. Again, no one knows why.
“The plane went down in a spin and burned. Typically, very few minutes elapsed between the
time of the attack and the plane’s impact with the ground. No one reported having seen or heard
anything other than the two explosions so there was no eye-witness among the surviving
occupants of the plane, but it is my firm belief that we were victim of an invading aircraft that
had shadowed the bomber formations returning from that day’s bombing mission and had
spotted an easy target.”
The records at Acle, near the crash site, shows that this aircraft, in fact, was shot down. Official
records show that they found five 20-mm holes in the plane which had burned after crashing and
not much was left for further examination.
Arnold Dovey was injured as he departed the airplane hit something as he went out that tore his
parachute and his left side. The parachute did not open properly so was again injured when he hit
the ground. He spent considerable time in the hospital. The pilot, Musgrave, was the last to leave
the stricken ship, but he, too, apparently struck some part of the airplane that knocked him out so
he never pulled his ripcord.
The Civil Defense records state: “Plane crashed at 12:20, Halvergate Marsh. Police, National
Fire Service and USAAF informed. Ambulance sent from Acle. Two dead, one injured and two
unhurt.”
9 May 1944
St. Trond/Brustrem Airfield, Belgium
This target was selected at the request of the RAF who had encountered night fighters in quantity
operating from this base. Bombing results were excellent. However, one 68th Squadron aircraft
had a pre-mature explosion of bombs just beneath the ship while over the target.
68th SQUADRON:
68th Sq., #42-100110 P, Larson
NORTHERN LASS
(Salvaged)
68th Squadron Crew:
LARSON, ARNOLD V.
ASN 0-684358
Pilot
Returned
WILSON, JAMES A.
ASN 0-690017
Co-pilot
2nd Lt.
Returned, bailed out over England
Cushing,
Oklahoma
WEBER, ROBERT J.
ASN 0-690514
Navigator
2nd Lt.
Returned, bailed out over England
Elm Grove,
Wisconsin
MOYLE, GEORGE B.
ASN 0-752346
Bombardier
2nd Lt.
POW, blown out over target
Saxton,
Pennsylvania
KING, GERALD K.
ASN 14058048
Engineer
Returned
Douglas,
Georgia
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T/Sgt.
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KELLY, ABSOLAM H.
ASN 15336171
Radio Oper.
T/Sgt.
POW, bailed out over target
Austin,
Indiana
BURKS, MILO B.
ASN 37409588
Ball Turret
S/Sgt.
POW, bailed out over target
Carroll,
Missouri
HOM, JIM Y.
ASN 12188925
Nose Turret
Returned
New York City,
New York
FERGUSON, REGINALD L.
ASN 13063662
RW Gunner
S/Sgt.
Emporia,
Blown out by explosions, evaded, returned Virginia
MANNING, FRANK A. Jr.
ASN 17037062
LW Gunner
S/Sgt.
POW, bailed out over target
S/Sgt.
Winnebago,
Minnesota
At 0956 hours, the bombs of Lt. Larson’s ship prematurely exploded directly below the ship. The
bomb bay area caught fire, and an engine went out as a result of the explosions, probably
damaged by shrapnel. Five crew members bailed out of the ship, the remaining crew
extinguished the flames, and Lt. Larson flew his aircraft back safely to England where he elected
to crash-land at Attleboro. Those returning were: Larson, pilot; Wilson, co-pilot; Weber,
navigator; King, engineer; and Hom, nose turret gunner. These five men returned to duty unhurt.
The right waist gunner, Reginald Ferguson was blown completely out of the airplane, most likely
through the waist window. Four others bailed out around the same time. All landed safely.
Ferguson was the first man to leave the aircraft, so was separated from the others, evaded capture
and returned to duty on 9 October.
lst Lt. John McClane, navigator in a nearby aircraft, tells of viewing this event, “I was always
fascinated by the sight of bombs leaving the nearby planes. We reached the drop point and the
bombardiers released the bombs using an intervalometer, a devise that lets the bombs out one at
a time. As they fell, it would appear the bombs were stacked one above the other, suspended in
space in a long stream, especially when they were stacked 52 high.
“I was looking directly at one plane when flak set off the bottom bomb. It exploded and set off
the one above it, which in turn, set off the next higher and so on until the last exploded in or very
near the bomb bay of this unfortunate aircraft.
“The plane fell out of formation and began to go down with men bailing out. I then assumed that
the plane and all the crew were lost, but later learned that Lt. Larson and a few crew members
brought the damaged aircraft back to England.”
Sgt. Kelly, radio operator, adds that this crew had flown 19 missions with the 449th BG in Italy
and 9 more successful ones in England. He was one of the five men who bailed out over
Belgium, and was a POW until 2 May, 1945 – almost one year.
Sgt. Dropek, on a plane in formation next to this plane, told me that his aircraft was blown
completely out of formation by the force of those explosions, turning his aircraft almost 90
degrees away from the formation!
11 May 1944
Mulhouse, France
The Marshalling Yards at Mulhouse was the briefed primary target, but it was obscured by
clouds, so several targets of opportunity were hit, including Orleons/Bricy Airdrome and Belfort
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Marshalling Yards. The 506th Squadron was attacked by enemy aircraft, losing 2nd Lt. James H.
Walsh and crew.
506 SQUADRON:
506th Sq., #42-94999 Bar-B, Walsh
MACR #4849
506th Squadron Crew:
WALSH, JAMES H. Jr.
ASN 0-663211
Pilot
Evadee, returned
2nd Lt.
St. Louis,
Missouri
BAUDER, WARREN F.
ASN T-1748
Co-pilot
POW
Flt. Of.
Philadelphia,
Pennsylvania
O’SHANICK, PETER
ASN 0-689542
Navigator
POW
2nd Lt.
Sharon,
Pennsylvania
LUNDY, EMERY R.
ASN 0-752872
Bombardier
POW
2nd Lt.
Newburg,
Oregon
PELOQUIN, JOSEPH O.
ASN 11097446
Engineer
S/Sgt.
Wounded, evadee, returned
Biddeford,
Maine
MARTIN, DONALD R.
ASN 37240513
Radio Oper.
POW
S/Sgt.
South Haven,
Kansas
ROPER, SYDNEY
ASN 32768378
Ball Turret
POW
Sgt.
Chatham,
New Jersey
PUKSTA, EDWIN A.
ASN 13115875
RW Gunner
POW/Wounded
Sgt.
Scranton,
Pennsylvania
RICHARDS, LAWRENCE C.
ASN 33487589
LW Gunner
Evadee, returned
Sgt.
Emmaus,
Pennsylvania
FANARA, THOMAS J.
ASN 32584939
Tail Turret
POW
Sgt.
Rochester,
New York
The MACR for Walsh’s aircraft states that it was last seen at 1411 hours. An attack by enemy
aircraft set their #1 engine afire. It left the formation “in difficulty” but still under control. Ten
chutes were seen.
Sgt. Peloquin, engineer, gave me his story, “As I recall, the time of day was very close to 1420.
It’s always been a habit of mine to look at watches when things occur – and I do recall that very
well. We were shot down by Me 109s. Our position in the formation was Purple Heart Corner. It
turned out to be just that!
“As an engineer, my position was the top turret, and that is where I was just before it all started.
Things were rather quiet, and as we had a fighter escort, Lt. Walsh suggested that I go back and
transfer my fuel. It would seem to be a good time as we had used enough from our main tanks to
transfer in from the outer cells. And the fuel would be out of the way in case we ran into trouble
later and couldn’t spare the time. So I went back to the waist section and told Sgt. Lawrence
Richards to cover my position while I was doing my job of transferring the fuel. I could take his
position if anything happened.
“Well, I had just had time to finish and was on my way back to the waist position when all hell
broke loose. There was flak banging around us as well as fighters firing at us. One Me 109 hit us
in the #2 engine, setting it on fire. Another shell exploded in front of us and blasted my head
gear off just as I was scrambling to get my chest chute. Sgt. Puksta helped me to snap it on and
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44th Bomb Group Roll of Honor and Casualties
that’s when I could see that he had been hit also. I opened the escape hatch and told him to jump.
He looked at me and said, ‘You go first!’
“The plane was going down and he didn’t look too good, so I told him to be damned sure to
follow me. Up to this day, that was the last time I saw Sgt. Puksta. Yes, he bailed out and was
captured to become a POW.
“As for my experiences, they are ones that I still have nightmares about. When I jumped, I
counted to about ten – enough to clear the plane. We were at about 15,000 feet at that time, and I
pulled my ripcord – and nothing happened. No chute came out! So I was falling free at 120 mph
and I tugged and pulled at the flaps on my chute – and finally pulled out a little of the silk or
nylon. As I kept pulling, the pilot chute came out and it, in turn, released the main chute. All of
this took so long that when it finally blossomed out, I was about 300 feet from the ground! This
is one of the reasons why the Germans did not spot me coming down.
“When I landed, I injured my left heel and I, too, had been hit by the shrapnel from that
exploding shell that had hit Puksta. I had one in my arm above the elbow and several small ones
in my face, and another one in my neck, which I still have there. It just missed my jugular vein.
“This all took place near a little village which is about 20 miles from Orleans, or 80 miles south
of Paris. The name is Patay, and is known for its association with Jeanne D’Arc (Joan of Arc).
“I met up with Richards a couple of weeks or so after we bailed out. To my surprise, we met on a
bus, along with our Free French escorts, going to a farm camp about which the enclosed article
was written. (Forest Of Hidden Men – Canadian Weekend Magazine). When the camp was
started, there were only about eight or ten of us. But things changed rapidly and soon there were
several hundred of us evadees.”
The location was Forest of Freteval, where the Germans had an ammunition dump, and these
men all hid out successfully, right under the German noses. Most of these men were liberated by
the U.S. Third Army on 13 August, 1944. The article is well written, explicit, but not appropriate
for this record.
12 May 1944
Zeitz, Germany
The primary target here was the synthetic oil plants, which were bombed with excellent results.
One 67th Squadron aircraft did not return.
67th SQUADRON:
67th Sq., #42-110042 J-Bar, Vance
MACR # not known
67th Squadron Crew:
VANCE, LEWIS I.
ASN 0-749359
Pilot
POW
2nd Lt.
Retz,
West Virginia
BARNETT, THOMAS P. Jr.
ASN 0-817814
Co-pilot
POW
2nd Lt.
Roanoke,
Virginia
SWINBURNSON, GILBERT E.
ASN 10601400
Navigator
POW, wounded
T/Sgt.
Saskatchowan,
Canada
DAVIDOWITZ, EDWARD
ASN T-122578
Bombardier
KIA
Flt. Of.
Brooklyn,
New York
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HOLT, NATHAN J.
ASN 18098442
Engineer
POW
S/Sgt.
Henderson,
Texas
DAVIDSON, ANDREW C. Jr.
ASN 16149997
Radio Oper.
POW
S/Sgt.
Detroit,
Michigan
MILLER, RAY E.
ASN 35548368
Ball Turret
POW
S/Sgt.
Nappanee,
Indiana
ROSINSKI, STANLEY J.
ASN 12050666
RW Gunner
POW
S/Sgt.
Elizabeth,
New Jersey
HOCKMAN, ROBERT O.
ASN 37493297
LW Gunner
POW
Sgt.
Hutchingson,
Kansas
PEASE, THOMAS H.
ASN 37342137
Tail Turret
POW
Sgt.
Colorado Springs,
Colorado
The MACR states in part, “042 J was hit by four fighters at location 5040N-0820E at 1504 hours
as it was straggling behind the formation. The left wing caught fire and the ship gradually lost
altitude. Ten chutes were seen to come out of this stricken ship even though it seemed under
control. It then crashed.”
Lt. Vance, pilot, said, “We had engine trouble, returned to base, ran to the spare, took off and
caught the formation as it crossed the coast. We had been scheduled for R & R but decided to
take the mission when we were asked. The war was over before we finally got to London.
“We took one or two flak hits just under our plane that severely damaged it. Both men in the
nose were wounded at this time. Davidowitz, bombardier, was covered with blood and couldn’t
move. Navigator Swinburnson, recently transferred in from the RAF, though wounded, was able
to bail out successfully – Davidowitz did not get out. So the tenth parachute observed could have
been from the fighter that we shot down. It was flak, not fighters that got us.
Note: Swinburnson’s injuries left him hospitalized for months.
“Damages included rudder cables cut, flak hits on the left wing, setting it on fire and making it
necessary to abandon ship. Two flak hits under the rear of the ship made holes so large that the
men there eventually exited through them!
“One gunner on the crew, on his first mission, lost control and had to be restrained from
throwing things. Other crew members held him, got his chute on, and tossed him out. So nine of
the crew got free from the aircraft.
“I put the plane on automatic pilot to hold it reasonably level so that my crew, and eventually
myself, could bail out. I was captured and placed in a POW camp southeast of Berlin.”
25 May 1944
Belfort, France
Primary target was the Belfort Marshalling Yards located on the main railroad line between Paris
and Switzerland, and only ten miles from the Swiss border. Flak was meager and slightly
accurate and the fighter support was excellent. Yet one 67th Squadron aircraft was lost.
67th SQUADRON:
67th Sq., #42-94962 I-Bar, Tomer
MACR #5158
67th Squadron Crew:
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TOMER, FRANK J.
ASN 0-693433
Pilot
2nd Lt.
KIA, buried Normandy (B-11-25)
Corona,
California
SANDERS, JAMES E.
ASN 0-700988
Co-pilot
2nd Lt.
KIA, buried Normandy (C-21-43)
Byron,
Ohio
FRANSON, QUINTEN A.
ASN 0-707579
Navigator
KIA
2nd Lt.
Sedgewich,
Colorado
PRINCE, BERTIS R.
ASN 0-700389
Bombardier
KIA
2nd Lt.
McLeansboro,
Illinois
NAVISH, KENNETH C.
ASN 35052331
Engineer
KIA
S/Sgt.
Cleveland,
Ohio
KATZ, ERVIN
ASN 16144626
Radio Oper.
KIA
S/Sgt.
Chicago,
Illinois
STEBURG, WILLIS L.
ASN 19063345
Ball Turret
POW/Burned
Sgt.
Los Angeles,
California
BROSE, WILLIAM F.
ASN 12203454
RW Gunner
Evadee, returned
Sgt.
Fords,
New Jersey
THURMAN, HOMER A.
ASN 37211941
LW Gunner
Sgt.
KIA, buried Normandy (C-2-6)
Turner,
Kansas
ANDERSON, ELDON B.
ASN 18029464
Tail Turret
POW
Stanford,
Texas
Sgt.
The MACR states in part that at 0842 hours, this aircraft (962 I-Bar) left formation, went into a
steep dive with #2 engine feathered and #3 engine smoking. It apparently was under control and
seemed to be headed for Switzerland. Weather was good.
All three survivors have been located. Sgt. Anderson, tail turret gunner, said, “After we left the
formation, we flew around a bit trying to decide what to do with our bombs. We finally found a
big, open space and let them go. We then discussed what to do – to go on to Switzerland, which
wasn’t that far away, or to attempt to make it back to England.
“By that time we were down to about 10,000 feet due to those ailing engines, but thought that
with luck, we could get back to base. We flew at this altitude because we couldn’t get any higher
– and were prime targets for the German flak batteries. Eventually we were hit again by flak, and
this time I believe it was the nose section because the plane started falling at once. Those of us in
the back never heard anything from up front over the intercom, but it was time to get out. I was
the first one out, Brose was right behind me, and Steburg was last. But about the time that he was
leaving, there was an explosion, and Steburg was pretty badly burned. “I broke my ankle when I
hit the ground so had no chance to attempt evading. But the last time that I saw Brose, he was
heading for a forest. We were in the county of Champagne, France, about 60 miles west of Paris.
The doomed plane went straight to the ground carrying the rest of our crew to their deaths. It
exploded again and burned.
Note: The crash site is near Erchau, 30 kilometers southwest of St.Quentin.
“Steburg and myself were at Stalag Luft IV until February 1945, when I was marched out and
was liberated May 12th. I never knew what happened to Brose and am happy to learn that he
made it.”
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28 May 1944
Zeitz, Germany
This mission was a deep penetration into Germany with the oil plants located at Zeitz the
primary target, reportedly to assist the Russians. Results of the bombing were excellent. The
506th Squadron lost an aircraft to the slight but accurate flak that the Group experienced.
506th SQUADRON:
506th Sq., #42-110045 Bar-K, Gurman
THE BANANA BARGE
MACR #5353
506th Squadron Crew:
ALL MEN POW
GURMAN, IRVING S.
ASN 0-610141
Pilot
POW
2nd Lt.
Brooklyn,
New York
JIPSON, ROBERT F.
ASN 0-815493
Co-pilot
POW
2nd Lt.
Lansing,
Michigan
KAULBACH, ANDREW J. Jr.
ASN 0-702445
Navigator
POW
2nd Lt.
Beaumont,
Texas
WIITALA, EINO J.
ASN 33403476
Nose Turret
POW
Sgt.
Daisytown,
Pennsylvania
COSTELLO, GEORGE B.
ASN 36216016
Engineer
POW
S/Sgt.
Iron River,
Wisconsin
CARSON, JOSEPH
ASN 11047446
Radio Oper.
POW
S/Sgt.
Cambridge,
Massachusetts
WILLIS, THEODORE D.
ASN 13061728
RW Gunner
POW
Sgt.
Erie,
Pennsylvania
McMASTER, JAMES H.
ASN 36065138
Ball Turret
POW
Sgt.
Galesburg,
Illinois
WILLIAMS, CHARLES D.
ASN 32766643
Tail Turret
POW
Sgt.
Joppa,
Maryland
The MACR states that at 1347 hours, in the vicinity of Dummer Lake, Germany, this aircraft was
hit in #2 engine by flak. It left the formation under control, escorted by several of our friendly
fighters. Two chutes were observed, and then the aircraft disappeared into the haze below. At
that time #2 engine was on fire.
Jim McMaster, the ball turret gunner, wrote: “When the order to bail out was given, I was the
last one to leave the plane as I waited to make sure the tail gunner, Chuck Williams was out. I
landed in the middle of a small village (name unknown) like a ton of bricks.
“The mayor shoved a gun against my chest and walked me to where some soldiers were based
nearby with anti-aircraft guns, etc. The soldiers hauled me by truck to Dummer Villate jail. I
didn’t see any of my crew until morning but learned that Williams had landed about two miles
away and was free for about an hour before he was also captured.”
Sgt. Eino Wiitala, nose turret gunner, sent this information, “It was just our fifth mission and our
bombardier was sick that day. There was no replacement, so we flew with only nine men. I was
the nose turret gunner.
“After the plane was hit by flak, we turned back, but the pilot, Irving S. Gurman, notified us that
he could not maintain altitude, and we would have to bail out. The pilot sent the navigator,
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Andrew Kaulbach, down to see that I got out of the turret okay. When he got me out, he jumped
first and I followed, but I landed first as I delayed my chute opening longer than he did.
“I landed in an open field and some German farmer was shooting at me with a rifle. I was hit in
the buttocks, but managed to get loose from my parachute and run away from him. I was later
captured by a group of German soldiers. By evening, the Germans had captured the entire crew,
and we were all put together in a local jail before they took us to an interrogation center near
Frankfurt, Germany.
“The officers and Costello were sent to Stalag Luft III, while the rest of us were put into a boxcar
and shipped to Stalag Luft IV at Gross Tychow.”
After nine months there, the entire POW camp went on the road to escape the advancing
Russians, and then part way back again when the British were advancing from the west. It was
starvation diet for 86 days until liberated by the British! Their regular bombardier, Morton
Bauman, was shot down and became a POW as well, on 7 October 1944.
29 May 1944
Politz, Germany
Once again, the specific target was an oil refinery. On the bomb run, the Group experienced
some very determined attacks by the enemy with FW 190s. Approximately 50 fighters took part
in these attacks and nine of them were destroyed. The flak in the target area was fairly
inaccurate. Two of our aircraft were forced to seek refuge in Sweden – one each by the 68th and
506th Squadrons.
68th SQUADRON:
68th Sq., # 42-73500 F, Foy
MACR #5218
68th Squadron Crew:
Entire crew interned
FOY, FRANK L.
ASN 0-803177
Pilot
lst Lt.
Injured, interned, returned
Gastoria,
North Carolina
BROWN, ROBERT A.
ASN 0-547405
Co-pilot
Interned, returned
2nd Lt.
New York City,
New York
BERKOWITZ, SAMUEL I.
ASN 0-695857
Navigator
Interned, returned
1st Lt.
Wilmington,
Delaware
ROWINSKI, ELLSWORTH P.
ASN 0-668782
Bombardier
Interned
lst Lt.
Passaic,
New Jersey
KOZLOSKY, ZIGGIE L.
ASN 13084282
Engineer
Interned
S/Sgt.
Quecreek,
Pennsylvania
UNDERWOOD, OSCAR B.
ASN 33532304
Radio Oper.
Interned, returned
T/Sgt.
Fries,
Virginia
FICK, KENNETH M.
ASN 37549574
RW Gunner
Interned, returned
S/Sgt.
St. Charles,
Minnesota
FANNING, PHILLIP J. Jr.
ASN 11082349
LW Gunner
Interned
S/Sgt.
Arlington,
Massachusetts
SPURGEON, DEAN H.
ASN 39552176
Tail Turret
Interned
S/Sgt.
Los Angeles,
California
CARNELL, WILLIAM F.
ASN 33169697
Radar Obs.
Interned, returned
S/Sgt.
Philadelphia,
Pennsylvania
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The MACR states that at 1223 hours, the section in which this aircraft was flying was attacked
by six to eight FW 190s. It is believed that 500 F was hit on this attack at 1330 hours, south of
Dovns Cliff, Kiel Bay. This aircraft was heard on VHF radio reporting low on fuel and heading
for Sweden. It was straggling behind the formation, but with escort.
The above crew gave me this information: “Take off was at 0809 hours; departed English coast
at 0956 hours at 10,000 feet. Crossed enemy coast at 22,000 feet at Tonning.
“Our ship was attacked by 15 Me 109s at approximately 1245 hours. These attacks came from 12
o’clock on through to 3 o’clock, and pressed their flight through the formation behind us. We
spotted the fighters just before our IP, which was the southwestern part of Stettin Lake. This was
at 1156 hours. FW 190s were attacking two formations ahead of us at 12 o’clock (position).
“When we turned in on the IP, we spotted 15 of our P-51s, which immediately went down on the
deck, engaging in dog fights. The next time that we saw enemy aircraft was the time that we
were attacked. Then, on our way out, eight P-38s covered us over Denmark while on our way to
Sweden.
“Our #4 engine was knocked out by enemy fighters. Our left rudder was hit by 20 mms, leaving
a hole two inches in diameter. .30 caliber slugs came through the right side of cockpit, striking
the radio jack box and injuring Lt. Foy in back of his head, bleeding freely. One 20 mm exploded
in the tail section, damaging the control cables as well as the parachute of the tail gunner, Sgt.
Spurgeon. Another engine and our wing were damaged.
“We dropped out of formation and straggled behind, deep in enemy territory. We were almost
alone for 20 minutes, and at 1315 hours, decided to head for the nearest friendly territory. There
was a headwind on the way back to England, which would have given us a very slow ground
speed. We were about 15 miles south of Gedser.
“Nose gunner, Sgt. Fick, claimed one Me 109; top turret gunner Ziggie Kozlosky, also claimed
one Me 109. Tail gunner Spurgeon verified both of these kills, and claimed another Me 109G for
himself. We saw three parachutes come out of these enemy aircraft. Our right waist gunner took
some photographs, but the camera was later jettisoned; and the left waist gunner claimed a
probable. All of this took place around 1156 hours.
“On our way to Sweden, our bomb sight was destroyed and thrown into the water. Our IFF was
detonated; Carpet was jettisoned into the Baltic. Most everything else possible was jettisoned, as
well.” Foy said that the aircraft landed at 1500 hours.
The Swedes reported that this aircraft landed at Save Military airfield just outside of Göteburg. It
had been sighted by Swedish fighters in the air above the town of Halmstad and was forced or
led to Save. After the war, this same aircraft was brought back to England on 29 May 1945,
exactly one year later.
The second aircraft finding haven in Sweden on 29 May was PRINC-ESS:
506th SQUADRON:
506th Sq., #42-63962 Bar-W, Golubock
PRINC-ESS
MACR #5219
Note: This aircraft had three names, beginning with Prince and followed by Prince-ass and Princ-ess.
506th Squadron Crew:
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GOLUBOCK, RALPH
ASN 0-742418
Pilot
Interned, returned
lst Lt.
St. Louis,
Missouri
CONNER, CHARLES R.
ASN 0-735362
Co-pilot
Interned, returned
lst Lt.
New Albany,
Indiana
CHAMBERS, HAROLD R.
ASN 0-698659
Navigator
Interned, returned
2nd Lt.
La Porte City,
Iowa
FITZSIMMONS, WILLIAM D.
ASN 0-688332
Bombardier
Interned, returned
1st Lt.
Denver,
Colorado
DUNLOP, WALTER E.
ASN 39458474
Engineer
Interned
T/Sgt.
Parkwater,
Washington
NEELY, JOHN C.
ASN 19004778
Radio Oper.
Interned, returned
T/Sgt.
Chicago,
Illinois
KILLIAN, JACK L.
ASN 39550864
RW Gunner
Interned, returned
S/Sgt.
Los Angeles,
California
GREENLEE, WILLIAM J.
ASN 14161982
LW Gunner
Interned, returned
S/Sgt.
Knoxville,
Tennessee
SMITH, GEORGE N.
ASN 39261113
Hatch Gun.
Interned, returned
S/Sgt.
Inglewood,
California
HAWLEY, EUGENE H.
ASN 32258291
Radar Jam.
Interned, returned
S/Sgt.
New York City,
New York
JONES, STEPHEN E.
ASN 17127659
Tail Turret
POW
S/Sgt.
Hale,
Missouri
Note: Several engineers, including Walter Dunlop, were detained in Sweden to assist the Swedish workers in
repairing the many American aircraft that landed there during the war.
The MACR reports that this aircraft was last seen at 1250 hours straggling behind the formation,
under control and with friendly fighter escort. This does not appear to be true.
The pilot, Ralph Golubock, sent me his recollections: “This was our 27th mission. Just prior to
this one, we had been on leave for a week at the “Flak Shack.” While we were on our leave, our
airplane had some new equipment installed – Radar Jamming Equipment. I can only assume this
equipment was installed in my aircraft because it was an old ‘D’ model and was a good deal
lighter and a good deal faster than most of the other Squadron aircraft at that time. So the
addition of this equipment did not hamper us in any way.
“With this new equipment, a first pilot from another crew was flying my right seat, a new
navigator on his first mission going along to gain some experience, Sgt. Hawley, a Radar
Jammer with us for his first mission – we were on our way. It is interesting to note that while we
were over the target, we received very little accurate flak. Whether this was a result of Sgt.
Hawley’s action or not, I can only speculate.
“We were flying the lead position in the low element of the low squadron, which put us pretty
well back in the overall formation. Our target was in Poland, and in making our approach, we
came in over the North Sea, made a feint toward Berlin, and then turned into a northwesterly
direction and continued on until we reached the target. It appeared that we hit the target quite
well, because when leaving, we saw a great deal of smoke arise. Up to this point, I had not seen
any [enemy] aircraft.
“We headed out over the Baltic Sea and were feeling pretty good, like the mission was over. But
in reality, we were a long, long way from home.
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29 May 1944
“Shortly after breaking the coast and going out over the Baltic, we were hit by a lone Me 410 or
Me 210. It was very difficult to identify because he came slashing through. I don’t think he was
aiming at my aircraft. I think he was just spraying the formation and he luckily hit me. Our #1
engine was knocked out immediately and the fuel cells in the left wing were also hit and fuel was
flowing out in huge amounts. Had any of this fuel hit our hot superchargers, I’m sure we would
have gone up immediately. But for some reason it did not and the fuel was siphoned off the wing
harmlessly. But we did lose a good deal of fuel.
“The main problem we faced at this time was that when our #1 engine was hit and knocked out, I
was not able to feather it because the feathering motor was inoperative. We were almost on our
back at this time. I was finally able to get the ship righted and into a somewhat normal position:
Our wings were level, but we were in a dive and the #1 engine was winding up, unable to feather
it. This created a tremendous amount of drag on the port wing and it was extremely difficult to
keep the ship flying straight and level. I, then, cranked in full trim tab on our rudder, and full
aileron tab. Even with the full trim tabs rolled in, I found it extremely difficult to plane in a
straight position. I was forced to lock my right leg on the right rudder, holding it down as hard as
I could in order to maintain any semblance of true flight.
“Shortly after being hit, I rang the bell one time, which was to alert the crew to buckle up their
chutes and prepare to bail out. I did not ring the bell the second time because it appeared that the
airplane was flyable and we would be able to get somewhere. However, our tail gunner, Sgt.
Jones, having seen what happened and seeing the gasoline flowing off the port wing, decided it
was time to part company, and he bailed out. He was the only one to leave the ship.
“At this time, I felt the airplane was flyable and I called the navigator, who was inexperienced,
and asked him for a heading either back to England or to Sweden. Unfortunately, he did not have
any charts that showed him how to get to Sweden. I then contacted our engineer, Sgt. Dunlop, to
determine our fuel situation and to transfer the fuel he could from the port to starboard wing. He
was able to salvage enough fuel that I felt we could make Sweden. The chances of getting back
to England was zero!
“I was unable to maintain altitude with that windmilling propeller, so I ordered the crew to dump
everything over board. All the ammunition, machine guns, even the Norden bombsight which Lt.
Fitzsimmons took a great deal of pleasure in tossing out. This, then, allowed us to maintain
altitude at near 10,000 feet.
“Just at this time a large formation of German fighters were approaching, and when I saw them
coming in on us, I thought there was no way we were going to reach Sweden. They would surely
shoot us down and that indeed, we were dead people. Why they never attacked, I’ll never know,
except that possibly they felt that we were gone already and no need to waste any more
ammunition or risk a plane to knock us down. They flew very close to us as they went by and I
could only look at them and pray that one of them would not peel off and attack, as we had no
defense at all – totally helpless.
“We then continued on, hoping that we had a heading for Sweden. As luck would have it, we did
come back over land, which I learned later was the island of Barnholm. Then, finally, Sweden. In
very short order, several Swedish aircraft, which were early American P-35s, picked us up and
escorted us to the Swedish city of Malmo.
“One other incident before we landed. When we were hit, our bomb bay doors were knocked
open and we were not able to close them. One Swedish fighter, seeing those open doors, tried to
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fly under us to look into the aircraft, presumably to check for bombs. But when he did, he hit our
left wing! It was only his radio antenna which hit us, but it did tear off his antenna, and our
damaged wing withstood the collision. We made an excellent landing on their grass field, were
immediately surrounded by Swedes in various trucks and vehicles, all armed with sub-machine
guns and were politely, but firmly, ushered into the headquarters building and interrogation. We
landed at Malmo at 1325 hours.
“During the fighter attacks, one waist gunner saw our tail gunner fire at one of them and saw it
go down in flames. The time was 1220 hours.”
“Our tail gunner, Steven E. Jones, known as ‘Zeke’, had made headlines earlier in the year when
he got two Me 109s with one burst. It seemed he hit the top one, who in turn, fell into the lower
one. He got credit for both of them!
“After he bailed out of my ship, he was picked up at sea by the Germans and remained a POW
until the end of the war.”
After the war at Scott Field, Belleville, Illinois, Lt. Golubock saw PRINCESS, which had been
returned sometime in 1945.
68th SQUADRON:
68th Sq., 42-50381 D, Smith
FLAK MAGNET
Returned to base
68th Squadron Crew:
All returned to base, one crewmember KIA
SMITH, JOY M.
ASN 0-690265
Pilot
2nd Lt.
Weeping Water,
Nebraska
COOPER, PAUL J.
Co-pilot
2nd Lt.
Colorado Springs,
Colorado
POWNER, BENJAMIN
ASN 0-700765
Navigator
2nd Lt.
Long Island,
New York
COMMISA, PATRICK J.
Nose Turret/Togglier Private
Dobbs Ferry
New York
SPROWL, KENNETH
ASN 15389068
Radio Oper.
Wounded
T/Sgt.
Bradenton,
Florida
CORLEW, PAUL M.
Eng./Top Turret
T/Sgt.
Dickson,
Tennessee
ABESHOUSE, HOWARD L.
Ball Turret Gun.
Sgt.
New Haven,
Connecticut
SHELTON, JOHN H.
ASN 17159935
RW Gunner
S/Sgt.
Centralia,
Illinois
WILLIAMS, CHARLES E.
ASN 36451793
Engineer
S/Sgt.
KIA, buried Cambridge (E-4-19)
Big Bay,
Michigan
BURNS, ROBERT C.
Tail Turret
Davenport,
Nebraska
S/Sgt.
Note: This aircraft was lost on 18 October 1944 with a different crew.
One aircraft returned to base with a crew casualty, Sgt. Charles Williams, who was on board a
68th Squadron ship that was piloted by 1st Lt. Joy Smith. Kenneth Sprowl sent me his story:
“I guess I spent a number of years getting rid of many unpleasant memories. Some of them have
haunted me in various ways.
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4 June 1944
“The mission of 29 May ‘44 was my 6th, flying under Joy Smith as pilot. We were attacked by
Me 109 and this particular one came in at about 2 o’clock, nearly level, firing at us with his
cannons. A 20-mm round came in over my head (I was the radio operator) and struck the top
turret, exploding. The seat gave way and Sgt. Williams fell from the turret to the flight deck,
very seriously wounded in the small of his back. Burns [the tail gunner] and I attempted first aid,
using sulfanilamide powder and compresses. But Chuck died shortly afterwards.
“I had received some of the fragments in my scalp, so Burns attended to me. I was taken to the
waist and instructed to sit in the corner of the waist at the rear bulkhead of the bomb bay, until
we got back to base.
“I had an unusual attachment to Chuck Williams – we were very close friends. He taught me to
play cribbage and always was the winner.”
4 June 1944
Ground Crew Incident, Shipdham, England
This incident that resulted in the deaths of Sgt. Monroe Atchley and Private Ted Bunalski, both
members of the 2033rd Engineer Fire Fighting Platoon.
2033rd Engineer Fire Fighting Platoon:
2033rd Engineer Fire Fighting Platoon Casualties
2033rd Engineer Fire Fighting Platoon
ATCHLEY, MONROE A.
ASN 35579833
Fire Fighter
DIED
Sgt.
Anderson,
Indiana
BUNALSKI, TED R.
ASN 32756508
Fire Fighter
DIED
Private
Camden,
New Jersey
Note: Atchley and Bunalski were on loan from the 68th Squadron.
In the late afternoon, a formation of 492nd Bomb Group planes were assembling for a late attack
over Europe in the general area south and east of Shipdham airfield. The time was 1720 hours.
At an altitude of 17,000 feet, Lt. Frank Haag saw Lt. Sachtleben suddenly make a steep bank to
avoid a collision. The other plane, not identified, also made a steep climbing turn. Lt. Sachtleben
stalled, fell of on his left wing and went down through the overcast. The aircraft was reported to
have made a one or one and a half turn spin, leveling off on its back similar to a pursuit dive. No
further observations could be made. This aircraft, 44-40160, crashed into an unoccupied house
near Garveston.
Sgt. Atchley and Pvt. Bunalski were off duty and eating supper when they heard men yelling that
a plane had crashed. They left their meals, ran out on the road, and jumped on the first fire truck
going to the fire. Upon their arrival at the crashed plane, they proceeded to extinguish the flames,
disregarding the danger of bombs going off and a gas tank which was burning and full of
gasoline. When one or more of the bombs exploded, both of these men were killed. They both
were awarded the Soldier Medal posthumously.
Cpl. Anthony Mastradone, 67th Squadron Medic, Capt. Worrall, Doctor, and Cpl. George
Houston responded to the emergency, too. Tony reported that he drove the ambulance to the
scene, to immediately get instructions to go into the inferno to retrieve the bodies of the two
firefighters. Bombs were still exploding, fire very hot. The two of them crawled along in a ditch,
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dragging a stretcher to get them, had to make two trips. They, too, should have been awarded a
medal.
James O. Auman wrote the following description: “On the evening in question, it was about
dusk, my friend, Harm, and I were riding bikes in what may have been southeast of the A.A.F.
Station 115 at Shipdham. The sky was clear and the sun was setting behind us. We were several
miles from the airfield and enjoying the quiet, still air of the countryside compared to the
extremely loud roaring of engines being run-up at the field.
“As we coasted along, we became aware of a heavy bomber formation lumbering for altitude at
what must have been 16,000 feet. The intense strain on the four engines was very familiar to me
and I knew the aircraft was loaded heavily.
“As the B-24 came down, the engines screamed in what must have been a wide open position
(that sound is still with me).
“I also remember how long it took for the crippled Liberator to hit the ground. My buddy, Krull,
was screaming, “Get out….get out,” but no one ever made it.
“There were no flames or smoke until the airplane hit upside down on a building that may have
been the farmer’s living quarters. The impact was more like a crunch followed by a muffled
explosion.
“We rode to within about 600 feet of the farmyard and took a position along the roadside. The
entire building and airplane were now a solid ball of flames. Firefighters arrived on the scene in
very short order, however, the situation was hopeless.
“It was still daylight when we saw the rescue squad pulling what we assumed were bodies from
the wreckage. There seemed to be several smoldering hulks lined up in the farmyard about 50
feet from the wreckage. The squad was using long poles to fetch out the bodies.
“Another four or five firefighters took a position on a thick stone wall about five feet tall with
their backs toward us. These firemen did not have enough hoses or water pressure to do any
good in putting out the flames.
“Suddenly, there was an explosion and we heard shrapnel ripping through the branches of trees
overhead. When we looked back at the fire, we saw two, three, or four firemen laying on their
backs on our side of the wall.”
5 June 1944
Boulogne-Sur-Mer (Pas de Calais), France
Only six PFF aircraft of the 66th Squadron participated in this mission, providing leads for the
95th Combat Bomb Wing. One of these 66th Squadron aircraft was lost, ditching just off the
coast of southern England after most of the crew had parachuted on or near the coast at
Broadstairs, Kent. This is the mission on which Colonel Leon Vance earned his Medal of Honor.
Because this mission involves a PFF crew, it helps to have some background information on
issues in regard to bombing through overcast.
In his book, Mighty Eighth War Manual, Roger A. Freeman wrote these words in regard to
overcast bombing: “The predominance of cloud in the northwestern European sky was a major
obstacle to visual bombing and the principal limiting factor in Eighth Bomber Command
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operations, grounding bombers on an average of four days out of five. During the winter of
1942-1943 it became obvious to even the most ardent promoter of visual attack that other means
had to be sought to pursue the campaign during inclement weather. Radars (high-powered radio
pulses, reflected or regenerated, for locating objects or determining one’s own position)
developed by the British for night operations eventually led to an 8th Air Force Pathfinder Force
and, subsequently, to a bombing-through overcast capability. Radar-guided bombing received a
number of descriptive terms in the 8th Air Force, namely Blind Bombing, Bombing through
Overcast (BTO), etc., but the most persistent term was PFF, derived from Pathfinder Force.”
This new equipment demanded considerable changes in the B-17 and B-24 aircraft themselves,
as well as special training of the navigators. One squadron, the 66th, became the Pathfinder
squadron in the 44th Bomb Group, and then the better and more experienced crews were moved
into the 66th Squadron. In the early stages of development of the Pathfinder era, these specially
equipment bombers and crews were established in the three oldest B-24 groups, the 44th, the
93rd, and the 389th. On missions planned under inclement weather conditions, each of these
three groups Pathfinder aircraft and crews were delegated to lead the other newer groups, to fly
the lead and deputy lead for their formations as well as for their own groups.
Normally, a high-ranking officer from these other groups would fly in these lead PFF aircraft as
Command Pilot and Deputy Command Pilot to be in charge of his own group’s activities and to
make changes in the mission planning if he deemed it necessary. It was just this situation that
was involved in this next incident.
66th SQUADRON:
66th Sq., #41-28690 B+, Mazure
MISSOURI SUE
Note: The name “MISSOURI SUE” was not painted on the nose.
66th Squadron Crew:
MAZURE, LOUIS A.
ASN 0-442977
Pilot
KIA
Capt.
Gary,
Indiana
VANCE, LEON R. Jr.
ASN 0-022050
Command Pilot
WIA, ditched
Lt. Col.
Enid,
Oklahoma
CARPER, EARL L.
ASN 0-678289
Co-pilot
Parachuted
2nd Lt.
Chicago,
Illinois
KILGORE, JOHN R.
ASN 0-753006
Navigator
Parachuted, injured
2nd Lt.
Victoria,
Texas
SEGAL, MILTON
ASN 0-685854
Bombardier
Parachuted
2nd Lt.
Brooklyn,
New York
GLICKMAN, NATHANIEL
ASN 0-751902
Bombardier
WIA, parachuted
2nd Lt.
Brooklyn,
New York
BAIL, BERNARD W.
ASN 0-807964
Navig/Radar
Parachuted
2nd Lt.
Philadelphia,
Pennsylvania
HOPPIE, EARL L.
ASN 39689016
Engineer
Parachuted, injured
T/Sgt.
Chicago,
Illinois
SKUFCA, QUENTIN F.
ASN 15354173
Radio Oper.
T/Sgt.
WIA, parachuted, injured
Cleveland,
Ohio
EVANS, DAVIS J. Jr.
ASN 35599199
RW Gunner
Parachuted
Canton,
Ohio
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SECRIST, HARRY E.
ASN 35401867
LW Gunner
Parachuted
S/Sgt.
Newark,
Ohio
SALLIS, WILEY A.
Tail Turret
Parachuted
S/Sgt.
Smithville,
Mississippi
Note: Colonel Vance was Command Pilot and Commanding Officer of the 489th BG. He was awarded the
Medal of Honor for his actions this day. Colonel Vance was killed in the crash of a hospital aircraft that was
returning to the United States.
Captain Mazure was piloting this aircraft, flying lead for the 489th BG and the 2nd Division. The
primary target was reported to be coastal installations at Boulogne-sur-Mer but actually was a V1 Site, Wimereaux, North Boulogne.
Briefing was scheduled for 0400, even though Colonel Vance evidently had been held up and
was late. So the briefing continued with the information that the bombing would be from 22,500
feet and the bomb load would be 10 500 pound GPs. Stepping away from the map, the officer
addressed the bombardiers and stressed the point that should they for any reason fail to drop the
bombs on the first run, they were to jettison the load over the English Channel and return to their
bases. No second run was to be made over the target.
The meteorologist added that there would be broken clouds over the coast and should be clear
sailing in and out. Intelligence reported that we could anticipate flak at the French coast and that
no enemy fighters were expected so there would be no fighter escort.
Col. Vance arrived at 0830, apologized for his delay, and asked Capt. Mazure to review the
information we had received at the briefing. When he had finished with the flight plan, Lt.
Glickman informed him of the instructions regarding the bomb run and the specific order not to
make a second run over the target.
Takeoff was at 0900; the mission was rather routine as Lt. Bail, radar-navigator, guided the
formation via his radar “Mickey” toward the Pas de Calais sector of French Coast. As they
approached the IP, control of the aircraft was turned over to Lt. Segal, bombardier, for the bomb
run. Lt. Glickman called out the target and then watched for signs of flak and enemy fighters.
There appeared to be flak off to the starboard side but it was of little consequence.
As the target was approached, Lt. Segal ordered the bomb bay doors to be opened, steadied down
and then called out “Bombs Away.” Nothing happened! Every bomb was still hanging in the
bays. The other aircraft in the formation awaiting our drop, failed to release theirs, too. Either
there had been a malfunction in the bombsight, or the arming release switch on the bombardier’s
panel had not been activated. So nothing happened due, apparently, to some faulty equipment,
and no bombs were dropped by any of the aircraft in our formation.
Lt. Glickman added that “We turned off the target and at that time I notified our pilot, Mazure,
that we were to head back over the Channel and jettison our bombs according to the briefing
instructions. But Col. Vance countermanded my orders and directed that we make a second run,
informing us that he was in command of this flight.”
Departing the immediate area, they flew south, circled and flew parallel to the coastline, at the
same altitude and airspeed, but as the enemy gunners had zeroed in on them, the first flak burst
exploded off their port wing. The pilot, Mazure, was killed when shrapnel sliced in under his
helmet, and struck him in the head. Lt. Carper, the co-pilot, immediately took over the controls.
When the next blast hit, it tore through the flight deck, hit Col. Vance (who was standing
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between the dead pilot and Lt. Carper) and nearly severed his right foot so that it was hanging by
a shred.
Lt. Bail gave this report, “Our bomb bay doors were still open and I could see that a couple of
bombs were still hung up. About this same time, the co-pilot Carper, cut off all four engines and
switches, fearing that the plane would catch fire and blow up. He quickly turned our ship for
England in a shallow glide. I then began calling the various members of the crew on interphone
and was relieved to learn that no others were badly injured.
“As soon as possible, I managed to get Colonel Vance down to my seat, took off my belt and
wound it around his thigh as a makeshift tourniquet to reduce the spurting blood.”
Lt. Glickman continued, “At this same instant my nose turret took a series of bursts that
shattered the Plexiglas and cut open my forehead, as well as hitting the base of my spine. Our
plane continued to be hit as we stayed on the bomb run. My primary concern was the possibility
of our bomb bays being hit before the bombs were released.
“The starboard outer engine (#1) had been hit and the propeller was now snapped with the three
blades drooping downwards. The top turret had most of the Plexiglas blown off, part of the right
rudder and rudder elevator also had been hit. Concerned about the previous inability to release
our bombs and now approaching the prior drop point again, I called out that I would drop the
bombs using my turret release switch that would bypass the bombardier’s panel. The other
bombers following us in our formation unloaded at the same time that I did.
“After I released our bombs, my turret took another hit which not only cut my left hand but
blasted off another large portion of the turret Plexiglas. Looking at my pilotage map I advised
Carper of our position and gave him the return heading to England. The celestial navigator had
his equipment, his desk table and charts destroyed and with Bail aiding Vance, I had maps with
which to aid the pilot.
“We continued to get hit; the radio room took flak which severely wounded Sgt. Skufca.”
On the flight deck and behind the two pilots and Col. Vance were the two stations for the PFF
navigators: Lts. Bail and Kilgore. John Kilgore added these comments, “As we left the south
coast of England, the Germans began to jam my ‘G’ set, as usual, so I looked over at Bail to see
if his “Mickey” was operating, but he shrugged his shoulders, ‘No.’ This had been the same
conditions as from the other two previous missions. We turned at our I.P. (Initial Point) and
headed north, and as we approached the target, Glickman said he could see our target through the
broken clouds. I assumed that Segal was on the target with his sight.
“At ‘Bombs Away,’ nothing happened! Vance did order a second run on the target. Why we
didn’t take some sort of evasive action or change in altitude is still a mystery to me. The second
run was uneventful until the bombs were released. Even then, I don’t recall hearing the crump of
ack-ack. But I do recall, and very vividly, the left side of the plane pressing inwardly against my
right arm. The flak jackets jumped off the flight deck floor, my instrument panel going dead, the
sight glasses of the fuel transfer system disintegrating, and raw high-octane gasoline streaming
onto the flight deck. Hoppie, our engineer, literally ‘slithered’ out of the top turret, grabbing
what I thought was a flight jacket and trying to stem the flow of gasoline with one hand, turning
off the fuel transfer valves with the other.
“About this time Glickman came over the intercom announcing that he had been hit in the head
and blood was streaming down over his face so that he could not see. One of the waist gunners,
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Secrist, came over the intercom that Skufca had been hit badly in the legs. As he was calling no
one in particular, I answered by telling him of our situation on the flight deck, and asked him and
Evans to see about Sallis, our tail gunner, and to assist Skufca out of the plane when the time
came.”
“Apparently we had experienced two to three hits or misses – there was no direct hit, for if there
were, none of us would be here. The plane seemed to be ‘sailing’ along on an even keel. At no
time were there any sudden diving, stalling or yawing motions. I turned to Bail and told him to
turn on the I.F.F. (Identification, Friend or Foe) switch was directly above his head, and had a
red safety cover over it. As we had left the formation, and we were approaching the English
Coast, we must be identified.
“I got up from my seat and looked into the cockpit area, found Mazure slumped in his harness
and his instrument panel was covered in blood. Carper was in the co-pilot position, doing what
all good co-pilots do, trying to keep the plane flying. I then jumped down into the ‘well’ of the
flight deck along side of Hoppie – not that I could assist him in any way, but to be first in line.
Hoppie didn’t need any help as he was a true professional and knew his job well.
“As we were standing there looking down at the water, the doors began to close. Hoppie grabbed
the manual crank to open them again, and I reconnected my intercom, yelled for someone not to
close them again. Apparently the message got through as the doors were never closed again.”
Glickman added, “As we headed towards England, the plane took one last blast that cut the gas
lines and forced Carper to cut all the switches to prevent any fire and stopped all three remaining
engines as well as the power to my nose turret. With that action and starting the no-power glide
towards England, I heard the bailout bell and someone calling us to bail out.”
S/Sgt. Harry Secrist, left waist gunner, added his recollections of what took place in the rear of
the aircraft: “Skuf was hit while still in his radio room and fell out of it into the waist area ahead
of us. He was badly injured and could not stand. Gasoline was spraying all over us in the waist
and Skuf was lying on the waist floor in all of that gasoline. So I grabbed a spare parachute and
put it under his head. As I stood up, another large burst of flak came through the side of the waist
and passed between Skuf and me. It made a hole in the right side about ten inches wide, then
made several holes on the left side where it went out.
“All of the tail assembly was intact, but the left rudder and vertical stabilizer had a lot of holes in
them. Dave opened the hatch door in the floor and was sweeping some of the gasoline out with
his foot.
“When we got near the coast of England, I threw the left waist gun out of the window and turned
to get Wiley and Dave to help me lift Skuf to the waist window where he could bail out. But
when I turned back from the window, Wiley had Skuf and was going into the bomb bay where
they eventually bailed out. Dave went out the right window and I went out the left. I fell about a
half mile, it seemed, to get rid of the gasoline on me. We were all soaked with it and wondered
about the static electricity when the chutes opened. I think I was the only one of us who bailed
out of the rear area to land in a minefield.
“After I opened my chute, I was about a thousand feet above a large cloud and when I came out
of the cloud, there was a barrage balloon under it. I missed it by about 100 feet. Then, when I got
below the balloon, I was drifting toward the cable, but missed it, too, by about 50 feet. As I got
closer to the ground, I saw men running along a dirt road toward me, then came down about 60
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to 70 feet from the edge of the cliff next to the Channel, and just a few feet from a fence that ran
parallel to the cliff. My parachute fell across this fence and some barbed wire between the fence
and the edge of this cliff. This barbed wire was about eight feet high.
After releasing my parachute harness and standing up, I started to walk down to the road. I had
taken only a few steps when I understood what the British Sergeant was yelling to me. He was
shouting for me to stand still as there were land mines everywhere. Help was on the way with
maps to guide me through this field!
After spending a most interesting overnight at this remote cannon emplacement unit, Harry
Secrist was driven to the huge British airbase at Manston where he was united with Sgts. Evans
and Sallis. None of them were injured in their parachuting.
Lt. Bail continued his recollections. “As our plane neared the English coast, still gliding without
power and rapidly descending, I directed the crew to start bailing out. When only Colonel Vance
and I remained, I told Col. Vance that we must now jump as there was no way to land that
damaged plane, especially with those bombs hung up in the bay, armed and ready to explode on
impact. Not being a doctor then, I was not fully aware that the Colonel was in shock. When the
Colonel shook his head and said he wouldn’t jump, I knew that there was no way I could drag
him to the bomb bay, and assist him out. I knew, too, that the plane was losing altitude fast, and
we didn’t have much time. I checked his tourniquet, shook his hand and made my plunge
through the open bay.
“We bailed out between Ramsgate and Dover in Kent, most of the earlier ones out landing near
the water, but on land. I, being the last to parachute, came down a bit further inland, but not too
far away from them. Lt. Kilgore broke one leg in two places when he hit the ground.
Lt. Glickman continued, “I was the last man to bail out inasmuch as I was trapped in the nose
turret after it had been shattered by flak and the power to turn it in position for me to fall
backward had been cut off. I was forced to break my way out although I was wounded and hit in
several places. The Air Force Telex indicated that I was blinded by blood and was led to the
bomb bay simply was not true.
“When the bailout bell rang, you can imagine the mass exodus! But now I crawled to the nose
wheel area, snapped on my chest chute, and because my legs were useless, crawled through the
tunnel under the flight deck to the bomb bay catwalk. The only men I saw on board at that time
on the flight deck were Col. Vance and the dead pilot, Captain Mazure. In fact, I had to push the
bombardier, Milton Segal off the catwalk before I rolled off the catwalk myself.
“I withheld opening of my chute for a time until I was sure no other aircraft was in the vicinity,
and also I was very close to the Channel, with the breeze bringing me back over land. I was
lucky in that I landed on the lawn of the Royal Marine Hospital at Deal, on the cliffs of Dover.”
Lt. Bail continued, "When I visited Col. Vance in the hospital, he told me that he had worked
himself forward, crawled into the co-pilot’s seat, and turned the aircraft away from that
populated area and back out to sea. Captain Mazure’s body was still in the pilot’s seat so he was
forced to get into the co-pilot’s position. When the ship hit water, the bombs exploded and
destroyed the aircraft, somehow not killing the Colonel. Finding himself still alive and
conscious, the Colonel began swimming toward the shore, injured leg and all, until rescued by a
ship in that vicinity.
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“Later at the hospital, the Colonel told me that he was eager to get back into combat, and would
as soon as he recovered. Most unfortunately, the Colonel was killed when he was being returned
to the States and his airplane was lost at sea. After the war, I was invited to attend the
ceremonies when the Colonel’s widow was presented with his Medal of Honor.”
On the 19th of March, 1945, Lt. Bail, with another crew, was shot down over Germany and
became a POW.
Lt. Nathaniel Glickman added, “A number of years ago I attended a reunion of our Second
Division at the Air Force Academy. There, I met a co-pilot of one of the Wing crews on our
flight who related the following story, which added a new bit of drama to the end of this flight.
He had witnessed the damage to our plane and had counted the number of our crew that had
bailed out. Our plane was still airborne and headed inland, but as you know, was losing altitude.
Someone had contacted the authorities, which, in turn, were concerned that the plane might crash
into a built up area and allegedly, gave orders to them to shoot it down. Just as they turned to
follow those instructions, our plane began its very slow turn to the left back towards the Channel
where both Segal and I bailed out. The order, of course, was canceled, when it was noted that the
plane was still under control and attempting to turn. You can imagine my feelings when I heard
this story!”
“I, too, visited Col. Vance at his hospital as soon as I was able to get around with a cane. He
informed me that he had submitted my name for the Silver Star which I was informed a month
later had been approved. However, the medal was not given to me until this past May (1986) at a
formal dress parade at Vandenberg Air Force Base in California.
“I returned to combat within a month. I had a sergeant carry the bombsight to the ship and I
limped along with a cane during my first few flights. Later, I was listed as Pilotage
Navigator/Bombardier and 66th Squadron’s Lead Bombardier, and completed 19 more
missions.”
Only Lts. Bail and Glickman and the two waist gunners flew additional operational missions!
T/Sgt. Skufca was sent to Station 93 Hospital near Oxford for treatment of his shattered ankle
and leg wounds. Skin grafts were necessary, so he remained there for several months. Eventually
he was moved to Station #318 near Norwich while his severed Achilles tendon healed. On
December 18, 1944, he was evacuated to the U.S. for further grafts and treatment. He never
walked normally again.
This mission was the subject of a lengthy article called “Sometimes I Can’t Believe It” in True
magazine. The author was Carl B. Wall. Wall describes MISSOURI SUE as “a plain,
businesslike aircraft…no fancy lettering on its sides…no pictures of pretty girls.” Wall also tells
a story about Vance’s recovery after losing his foot: “During one of the depressed stages, he was
crutching along a London street when an eight-year-old boy yelled at him: ‘You’ll never miss it,
Yank!’ The kid’s mother came up to me and apologized, says Vance. Then she explained that he
had lost his own foot in the blitz and was getting along fine with an artificial one. That was the
biggest boost I got. Felt a devil of a lot better after that.”
The following is the transcript of an interview of Colonel Vance by Bebe Daniels. It was part of
a BBC American Eagle Broadcast. Daniels interviewed Vance at an American Evacuation
Hospital in England.
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Daniels: Lt. Colonel Vance was born in Enid, Oklahoma. And Enid Oklahoma is mighty proud
of him. It was on June 5th 1944 when he was leading his group to attack the famous German
Coastal Defenses installations where the invasion attack was made on the following day.
Col. Vance, I wonder if you can tell us what happened on this date?
Vance: We didn’t meet any fighters on the way in but met a lot of flak. That’s when they
knocked out three of our engines about 10 seconds before arriving over our target. We went on
in and delivered our bombs on the duplicate? Target and hit it right on the nose. That’s when my
right foot was shot off and when our 1st pilot, Capt. Mazure was killed. The bombardier said,
“We hit it right on the nose!” Capt. Mazure was just strong enough to reply, “Good boy.” Those
were his last words. Then the co-pilot took over while Lt. Bernard Bail put a tourniquet around
my leg. Just then the ship stalled and I took over.
Daniels: With your leg in that condition?
Vance: You don’t think about what’s wrong with you in an emergency like that, Bebe. It was
then that I heard our Radio Operator, S/Sgt. Quentin Skufca had been hit.
Daniels: What happened to him?
Vance: Well, he and T/Sgt Hoppie, my engineer, are here with me at this hospital. Lt. Kilgore
was here yesterday but he has gone back to the States with a mending broken leg. I would like
you to meet my radio operator S/Sgt. Skufca. He’s from Cleveland, Ohio.
Daniels: Thank you, Colonel. Now tell me what happened to you on that foot?
Skufca: Have you seen this?
Daniels: That’s a piece of shrapnel, isn’t it?
Skufca: It feels much better since they dug it out of the bones.
Daniels: (Laughing).
Skufca: They dug this thing out of my leg. I’m going to show it to my girl in Chicago.
Vance: Here is my engineer, Earl Hoppie. He is from Chicago.
Daniels: What happened to you, Earl?
Hoppie: Well, I was in the top turret when I heard this fellow say over the intercom that #1
engine was smoking. So I got out of my turret to shut off the gas. Just then there was another
burst of flak under the ship that cut off all of our gas lines. I tried stopping the leaks by wrapping
my jacket around the pipes but it didn’t work. I got a shower bath of gas. My eyes were full of
gas. I kept the bomb bay doors open to let the gas out, but it was hopeless. So I went back onto
the flight deck and told Col. Vance, who ordered all of us to bail out and we did.
Daniels: You couldn’t land then, could you, Colonel?
Vance: Not very well. The plane would have exploded with all of that gasoline. Besides, I had
gotten my bearing by then. I feathered three of the props, but the fourth wouldn’t feather. It was
still running alright. By that time we were over England at about 12,000 feet and still gliding.
Daniels: Did you bail out then, Colonel?
Vance: No, I found out that Sgt. Skufca was in the waist area and badly injured, and couldn’t
bail out. So, naturally, I couldn’t leave him. All of the rest did bail out and I flew the ship down
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to crash-land in the Channel. The windshield was cloudy with vapor and foggy, so that you could
hardly see through it. I was lying on my stomach between the pilot and co-pilot seats with my
hands on the wheel. I tried to get up but my foot was lodged around the flight deck. I could not
take my hands off the controls to get my leg loose, as the plane would have stalled. It was hard to
hold the ship level because the right elevator was shot away.
Somehow or other when I got down close to the water, I put my parachute pack on my head so
that I would not break my neck with the shock of impact. When the ship hit the water, the top
turret came off, pinning me down. It was lying on my back and I was under about six feet of
water. I figured that was the end of the line for me.
Then I did something rather odd. I knew pilot Mazure was dead, but I reached over with my left
hand and released his safety belt and pulled him up over my head toward the escape hatch. And
then just as I thought that my lungs would burst, something inside of the ship exploded and I was
blown to the surface.
After I got out I tried to climb back over the top of the ship to get Sgt. Skufca, the injured radio
operator, but I just didn’t have the strength. But it was just as well because, unbeknown to me,
the two waist gunners had bailed him out.
I just had sufficient strength left to inflate my Mae West and the last thing I remember was the
British air/sea rescue ship. Later, I woke up in the hospital.
20 June 1944
Politz, Germany
The extensive oil refineries near Politz again was the primary on this mission. Results were most
gratifying as the bombs covered that area with an excellent pattern. 60 enemy aircraft were seen,
but only seven attacked the 44th’s formation. One 68th Squadron aircraft was damaged and was
last seen heading for Sweden.
68th SQUADRON:
68th Sq., #42-94892 U, Keller
BATTLIN’ BABY
68th Squadron Crew:
Entire crew interned
KELLER, RICHARD I.
ASN 0-812607
Pilot
Interned, returned
2nd Lt.
Selma,
California
WILT, KENNETH E.
ASN 0-819238
Co-pilot
Interned, returned
2nd Lt.
Cape Charles.
Virginia
GAUTREAUX, LIONEL E.
ASN 0-706925
Navigator
Interned, returned
2nd Lt.
Thibodaux,
Louisiana
DUDZIK, LEON R.
ASN 0-689534
Bombardier
Interned, returned
2nd Lt.
Whiting,
Indiana
FERRARA, HAROLD M.
ASN 327003474
Engineer
Interned
S/Sgt.
Brooklyn,
New York
WEST, WILLIAM A.
ASN 32752930
Radio Oper.
Interned, returned
S/Sgt.
Collingwood,
New Jersey
PUCKETT, HAROLD E.
ASN 36294272
RW Gunner
Interned, wounded
Sgt.
Barnum,
Wisconsin
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GILBERT, LLOYD W.
ASN 34708051
LW Gunner
Interned, returned
Sgt.
Alexander City,
Alabama
FRANTZEN, FRANK C.
ASN 36294272
Tail Turret
Interned, returned
Sgt.
Bronx,
New York
The MACR reports that at 1001 hours, Lt. Keller’s aircraft was reported to be hit by flak in the
vicinity of Politz. He called on Channel A of VHF, after bombs away, reporting “He had
sustained considerable damage, that one engine was out, and he was heading for Sweden. He did
not need assistance and would someone notify his wife.”
Sgt. Harold Ferrara, engineer, sent this information: “We were on the bomb run when we were
hit. A flak burst knocked out the electronic control for the turbo superchargers, all four waste
gates went into the open position. This, in effect, put us in low blower and no power. With the
bomb bay doors open, full load of bombs, and now no superchargers, it felt like we hit a stone
wall. We continued on the bomb run alone as we could not keep up.
“After bombs away, I tried to set-up (close) the waste gates with a spare amplifier, but had no
luck. We also had fuel cell damage, so getting back to England was impossible due to lack of
fuel. The only crewman hit was Harold Puckett, waist gunner.
“Puckett had a piece of flak go straight through his right thigh. He wasn’t bleeding very much
but was in great pain. I got the morphine from his escape kit attached to his parachute harness
and administered the shot. He was going to be okay.
“After landing at Malmo’s military airport we were greeted by a Swedish officer who
proclaimed ‘the war is over for you gentlemen.’
“All of my crew left Sweden after only a short stay. I was retained for 13 months as I had had B24 training at the Ford Plant and the Swedes wanted my experience in repairing all those
airplanes. At war’s end, I flew as co-pilot for six or seven trips between Sweden and England,
helping to return many of our aircraft!” BATTLIN’ BABY was one of these planes that was
returned to U.S. control – June 19, 1945
21 June 1944
Genshagen/Berlin, Germany
The 44th’s target was the Daimler-Benz Motor Works, but very bad weather prevented visual
bombing, so Berlin was hit utilizing the PFF method of bombing. One 66th Squadron aircraft
crash-landed at Shipdham with wounded aboard, and a 506th Squadron crew, flying a borrowed
plane, did not return.
Note: This was the 8th Air Force’s first shuttle raid to Russia, in which 1st Division B-17s flew on to bases in
Mirgorod and Poltava.
68th SQUADRON:
68th Sq., #41-24109, Smith
FLAK MAGNET
Crash-landed
68th Squadron Crew:
SMITH, JOY M.
ASN 0-690265
Pilot
1st Lt.
Weeping Water,
Nebraska
COOPER, PAUL
Co-pilot
2nd Lt.
Colorado Springs,
Colorado
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POWNER, BENJAMIN
ASN 0-700765
Navigator
2nd Lt.
Long Island,
New York
BARLOW, DAVID A.
ASN 0-696193
Bombardier
2nd Lt.
Chicago,
Illinois
DEWATERS, EUGENE J.
ASN 32783124
Engineer
T/Sgt.
Staten Island,
New York
SPROWL, KENNETH
ASN 15389068
Radio Oper.
T/Sgt.
Bradenton,
Florida
SHELTON, JOHN H.
ASN 17159935
RW Gunner
Neck Wound
S/Sgt.
Centralia,
Illinois
ELIAS, JACOB
ASN 13100737
LW Gunner
Wounded
S/Sgt.
New York City,
New York
FENNER, ROSS W.
ASN 37665920
Tail Tur
S/Sgt.
Independence,
Louisiana
S/Sgt. Jacob Elias, waist gunner on this crew, referred to this mission in his story “Bedtime
Ramblings” printed in the June 1978 edition of the “Journal”, front page. In this article he states
in part, “I was assigned to the FLAK MAGNET, Joy Smith in charge. What a pilot! Cool,
efficient as a computer, a rock of strength. Another time (21 June 44) Johnny (Shelton) gets a
piece of flak in the neck and the bombardier (Lt. Barlow) and I are frantic in our efforts to stem
the blood. He made it in spite of us.”
Sgt. Elias also said that he seriously doubted if John would survive, because at first it looked so
very serious with the loss of so much blood. Elias didn’t say so, but he was peppered with flak,
himself.
In the book, “Jaws Over Europe” on page 29 (count out to that page since the pages are
unnumbered) there are two photos of Sgt. John Shelton being removed from FLAK MAGNET
and attended to by Capt. K.E. Comer, flight surgeon.
When Sgt. Shelton was recuperating, he visited London only to be wounded again when a V-1
Buzz Bomb landed near him!
506th SQUADRON:
506th Sq., #42-100411 E-Bar, Howe
MACR #6150
506th Squadron Crew:
HOWE, NORMAN E.
ASN 0-1101878
Pilot
POW
2nd Lt.
Tucson,
Arizona
HENDERSON, GORDON W.
ASN 0-817211
Co-pilot
KIA, murdered
2nd Lt.
Brisbin, ?
Pennsylvania
HARRIS, DAVID MILTON
ASN 0-709365
Navigator
POW
2nd Lt.
Steubenville,
Ohio
BINKLEY, FRANKLIN W.
ASN 0-700097
Bombardier
POW
2nd Lt.
Park Ridge,
Illinois
SMITH, ROBERT E.
ASN 34623289
Eng/Waist
POW
S/Sgt.
Indianapolis,
Indiana
FALLER, HENRY D.
ASN 39854563
Radio Oper.
POW
S/Sgt.
Belleville,
Michigan
STOLTZ, FRANK
ASN 37558907
RW Gunner
POW
S/Sgt.
Miles City,
Montana
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McCONNAUGHHAY, Wm L.
ASN 17020809
Top Turret
POW
S/Sgt.
Larned,
Kansas
TERMIN, FRANCIS E.
ASN 13084734
Tail Turret
POW
S/Sgt.
La Jose,
Pennsylvania
William McConnaughhay sent his article containing 2450 words covering his experiences. The
following is a condensation of it relating to this day: “Our trip to Berlin, our fourteenth into
Germany, was uneventful due mostly to a good cloud cover, with only isolated pockets of
inaccurate anti-aircraft fire. About forty to fifty miles out from Berlin, our cloud cover
dissipated, and we could see a light haze hanging over Berlin. Our flight plan routed us southeast
to a point approximately twenty miles south of Berlin, and then due north across the city.
“As we turned north and quickly approached our target, the whole damn sky, almost as far as the
eye could see, was a blazing inferno created by the hundreds of anti-aircraft guns installed there.
Off to each side, German spotter planes were flying at our exact altitude, relaying this
information to the gun batteries below, increasing their efficiency for their devastating barrage
on our bombers. Although we tried to ignore it, we could see bombers ahead of us falling out of
formation, some blowing up, and an ever increasing number of parachutes floating down over
the city.
“Even at this time, I believe all of us thought we lived a charmed life and were going to make it,
but seconds before we were to drop our bombs, a shell exploded in the vicinity of our left
outboard (#1) engine. We dropped out of formation like a ton of bricks and continued to lose
altitude until we could jettison our bomb load. With the bombs gone, we were able to stabilize
our position and were soon over the outskirts of Berlin. A quick check of the plane revealed our
condition not critical, and our navigator, Lt. Harris, estimated we could be in Sweden in
approximately 35 minutes.
“My job as a gunner on the crew was to operate the top turret located on top of the aircraft,
directly over the flight deck. As I rotated my turret, I saw some Me 109s closing rapidly from the
rear. These fighters had a 20-mm cannon in the nose and three .30-caliber machine guns in each
wing. As the first two fighters made their pass at us, their cannons made gaping holes in our left
rear stabilizer and the left wing. When the third plane came it, I was nearly hypnotized when .30caliber bullets started penetrating the fuselage on the top and rear of our bomber ... and they
came directly in a line for my turret. In what seemed an eternity, .30 bullets came crashing into
my turret through the plastic bubble!
“Although slightly dazed from this experience, I remember something had hit me in the neck,
and I was convinced it was one of those bullets. I immediately had the sensation of blood
running down my neck and a very sticky feeling in my flight suit. Instinctively, I followed the
fourth fighter through his pass and about burned out my gun barrels trying to get revenge. He
came right in on top of us, and just before he turned it over to go down and away, he raised his
hand and waved! Although he was long gone, I remember waving back at him.
“Surveying the damages from my vantage point, I could see that the entire left rear stabilizer was
gone and approximately one-third of the left wing. It seemed like there were thousands of holes.
Our plane at this time was completely out of control, and I’m sure that the pilots were far too
busy to inform the rest of us what we could expect.
“In the confusion that followed, I forgot I had a .30-caliber bullet through my neck and probably
was bleeding to death. Then reality came back, positive that I was dying, I became hysterical. I
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remember hollering incoherently, but then, just as quickly, I became calm and at peace with the
world. All sorts of thought then poured through my mind.
“I was brought back to reality when the pilot announced over the intercom that he could handle
the plane, and we should all parachute out as quickly as possible. I immediately crawled out of
my turret and desperately started looking for my parachute that I had so nonchalantly tossed on
the flight deck earlier.
“Crawling on my knees, I finally found it and as I stood up and started to unbutton my heated
jacket to snap on my chute, I noticed several fragments of plastic about the size of a dime fall out
onto the floor. As I continued to unbutton my jacket, I realized my flight suit was soaking wet –
with sweat! It slowly dawned on me that I had found my .30-caliber bullet and the blood.
“Crawling over to the bomb bay, I jumped out, following my plan to free fall as long as possible.
But suddenly I was in a small, low-flying cloud and could not see the ground. I immediately tried
to open my chute but nothing happened. With my heart skipping beats, I looked down and there
was my left hand desperately trying to keep my right hand from pulling the ripcord. Under
control now, I pulled the cord for a short ride to earth with my chute blossoming above me.
“With all of this activity, I had completely forgotten about the rest of the crew. Looking up, I
quickly counted eight chutes – all of the crewmen. They were all in the same general area and
still about a mile up. Breaking almost every rule, I headed on a dead run for a relatively small
wooded area where I stopped, sat down and became violently ill at my stomach. I had not been
there long when I heard the roar of airplane engines, followed by limbs being torn off trees, and
then a shower of airplane parts and pieces of trees. Looking up, directly over my head and not
thirty feet high, a four-engined bomber was crashing through the trees and finally came to rest
less than a quarter of a mile in front of me!
“Dazed for a bit by the fire, smoke, exploding ammunition, I was jarred back to reality by a large
explosion – probably the gasoline. I jumped up and ran out of the woods, back into the potato
field where I had landed, and then noticed a small green spot ahead and ran for it – anything was
better than this open field. The green area turned out to be far better than I had dreamed because
it was a hole perhaps 30 feet in diameter, about eight feet deep, a small pond of water in the
middle and small trees and shrubs around the entire bank. Soon I was into the water up to my
armpits, my head and shoulders well covered by a small tree…
“I was captured 10 to 12 days later while trying to get to Sweden because I got completely lost
and didn’t know where I was. I was sent to Stalag Luft I.”
Sgt. Faller, radioman, answered a few questions, also, “As I recall, we did have a borrowed
plane, but I don’t remember why. We received a direct hit through #1 engine just before the
bomb run, and fell out of formation. After salvoing our bombs we headed cross-country hoping
to tag onto some formation, but were hit by about six Me 109s who took turns at us. When it
became evident that we could no longer stay airborne (about 12,000 feet), we bailed out and all
became POWs except our co-pilot Henderson. He was killed by civilians when he landed.”
Frank Stoltz, Howe’s right waist gunner, recalls: “I was in the top turret gun position when we
were shot down. We were just south of Frankfurt, Germany. Somehow I got caught in the
slipstream of my parachute and the intense pressure broke several of my ribs. I’m not even
certain that my chute opened all the way.
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“About 15 minutes after I reached the ground, a three-seated vehicle carrying six or seven
German officers and civilians came roaring across the field. They ordered me to get up. As I
painfully rose, I noticed the skull and cross bones on their caps. They were from the dreaded SS
troops that reportedly did not take prisoners. I thought they would kill me right then. They only
beat me a little, mostly the civilians. It was nearly a month before I got any treatment for my
broken ribs: some bandages from medic at the POW camp.
“I was in about three prison camps. During the last four months, we were on the road ahead of
the lines. The skies were constantly flashing with the explosions of artillery and bombs. Our
biggest fear was the civilians and the American fighters. They shot up everything that moved. I
still have a scar on my head from a German civilian’s walking stick. One member of our crew
was hit with a rifle butt and lost all of his front teeth.”
27 June 1944
Creil, France
The primary target was the site of a rail tunnel and marshalling yards in this German defensive
area. Flak was intense and accurate over the target, with many 44th BG aircraft sustaining
damages. Three men were wounded by flak, and the 506th Squadron lost two aircraft – one over
the continent and the other crash-landed at Manston, Kent on the return. One of the wounded
men was from the 67th Squadron.
67th SQUADRON:
lst Lt. W.D. Carter’s Crew
67th Sq., 42-52616 C-Bar, Carter
GLORY BEE
Returned to base
67th Squadron Crew:
CARTER, WILBUR D.
Pilot
1st Lt.
Omaha,
Nebraska
ARTERBURN, ROLEY
Co-pilot
1st Lt.
Wounded, lost three fingers
Lamarr,
Nebraska
STILL, JACK W.
Navigator
1st Lt.
Prescott,
Arizona
KERR, JESS F.
Bombardier
1st Lt.
Irving,
Texas
BERGMAN, HAROLD F.
Engineer
T/Sgt.
Hurst,
Texas
WHISLER, REYNOLD T.
Radio Oper.
T/Sgt.
Pottstown,
Pennsylvania
GREGORY, COLLIN
RW Gunner
S/Sgt.
Salem,
Virginia
MAULE, DONALD A.
LW Gunner
S/Sgt.
Mondamen,
Indiana
WOOD, EUGENE
Tail Turret
S/Sgt.
Wichita,
Kansas
S/Sgt. Donald A. Maule made these comments in his personal diary, “Our 9th Mission – 27 June
44. We almost got it today. Artie (co-pilot Arterburn) got three fingers cut off of his right hand
by flak. The same burst of flak also cut out all of the instrument wires, a hydraulic line and
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Artie’s oxygen supply. We got hit at 23,000 feet. We counted at least 20 holes, all from flak. It
sure was close! One piece went out through the left tire and also cut (frayed) the aileron cable.
“We crash-landed with three engines, no brakes, and the left tire flat – and the aileron on the left
side was out. Everybody said it was the best landing like that they had ever seen. They took Artie
right to the hospital as soon as we got stopped. We did not land until 8:45 PM, as this was an
afternoon mission, and we did not take off until 3:15 PM.”
506th SQUADRON:
506th Sq., #41-29496 Bar-Q, Scudday
ARIES
MACR #6744
Note: This aircraft was also known as RAM IT-DAMMIT.
506th Squadron Crew:
SCUDDAY, BERNIE L.
ASN 0-682906
Pilot
KIA
1st Lt.
FARRELL, JOHN A.
ASN 0-755660
Co-pilot
1st Lt.
KIA, buried Epinal (B-31-8)
Philadelphia,
Pennsylvania
McCORMICK, RAYMOND A.
ASN 0-689617
Navigator
POW
Milwaukee,
Wisconsin
RICHARDSON, PAUL
ASN 0-752904
Bombardier
1st Lt.
KIA, buried Epinal (B-32-8)
Riverside,
California
WYCHECK, JOSEPH E.
ASN 13116002
Engineer
T/Sgt.
KIA, buried Epinal (A-21-28)
Treskow,
Pennsylvania
VENTURA, ANTHONY J.
ASN 32551956
Radio Oper.
KIA
T/Sgt.
Falcuner,
New York
TEPE, CARL W.
ASN 18184357
Nose Turret
POW
S/Sgt.
Canadian,
Texas
RIES, ROBERT P.
ASN 35669582
RW Gunner
S/Sgt.
KIA, buried Epinal (B-33-8)
College Hill,
Ohio
ACUFF, COYLE J.
ASN 14134043
LW Gunner
POW
S/Sgt.
Washburn,
Tennessee
WARREN, LESTER D.
ASN 13078765
Tail Gun.
KIA
S/Sgt.
Wilmington,
Delaware
1st Lt.
Forsan,
Texas
The MACR reports that this aircraft was hit by flak approximately 30 seconds before bombs
away, at 23,500 feet. It is believed hits were chiefly in the radio compartment since many flares
were observed at same time. Aircraft went into a steep glide, later going into steep dive at about
15,000 feet. This aircraft was afire at this point. It crashed or exploded just above the ground.
One chute was observed to open, perhaps one other.
1st Lt. Raymond A. McCormick (now an M.D.) sent me his recollections: “The history of #4129496 and crew is reasonably accurate. We were on an unusually long bomb run from Rheims,
France, straight into the target which was a bridge over the Seine River, just north of Paris. There
was a G-H aircraft (radar controlled) in the lead, being vectored from England. In establishing
the bomb run, he was all over the sky, and our bombardier, Paul Richardson, flying in the deputy
lead slot, decided to go up on the flight deck because he said he could not follow the lead ship
through the bomb sight. This was a fatal decision! Carl Tepe and I were in the nose when we
were hit. (M. Dyer reported, “went belly-up”)
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“I saw Carl start to come out of the nose turret, and I turned to open the nose wheel doors. Those
doors were kinked upward and jammed. I made a wild dive at the doors that propelled me out of
the nose wheel opening. I found out later that Carl Tepe had hooked his shoe laces on the
gunsite, and had some difficulty freeing himself from the electrically heated felt boots. He did,
however, get free and was picked up on the ground shortly after parachuting.
“Coyle Acuff, a waist gunner, reached for his chute on the plywood floor that had replaced the
ball turret, when the plane began to burn and he thinks he was blown out through the floor! He
hung onto his chute and placed it on his chest in midair. One of the other gunners in the rear,
either Warren or Riess, bailed out and did not open his chute at once, but when he did deploy it,
the chute went through the propeller of the number one engine of another 44th plane that was
trailing the formation at approximately 1500 feet below.
That airplane was piloted by a Lt. Milliken (lost at a later date). His co-pilot was Manierre, from
Lake Forest, Illinois. I do not know if it was Warren or Ries, but the chute then became a long,
single rope-like structure, and I followed it all the way to the ground. A terrible way to go!
“The flight deck was destroyed by that original flak burst, which entered behind the nose wheel
and took out the entire flight deck – a direct hit. I looked back from the navigation compartment
and the entire flight deck was empty, and it looked like a big canoe. No roof!
“Since I had impulsively opened my chute at about 20,000 feet, I think, it took me a very long
time to get to the ground. It seemed about 20 minutes. I fell in a wooded area, caught between
two birch trees, like a towel in a clothespin. I sustained a partially ruptured urinary bladder for
which the Germans hospitalized me at Beauvais, France. Later, I met Tepe and Acuff at a
transient camp in Beauvais. They went to Memel, in Lithuania, and I went to Stalag Luft 1. In
this camp with me were at least twenty other officers from the 44th BG.”
Lt. Jack Wind, pilot of an adjoining 506th plane, stated, “Bernie and I talked about this mission
that morning – it was the 31st for both of us, and we hoped it would be our last. Sadly, it was for
both of us as his was the HARD WAY.
“He was flying deputy lead and I led the 2nd element, just behind him. When we turned onto the
bomb run, our leader was fouled up and we were six minutes behind the lead squadron. They
dropped their bombs with a smoke marker and the German Ack-Ack used it to zero in on while
our leader followed the smoke marker on the bomb run. I recall calling the leader and I think
Scudday did also, yelling at him to change altitude.
“The Germans had us dead to right, but he flew right into the smoke. The first shell hit Scudday
directly in the cockpit. I saw his window blow out with smoke and flames. The plane seemed to
stagger, and then fall off into a spin. The next thing I knew, we were about five miles from the
formation, flak all around us. My crew reported they saw one chute from Scudday’s plane.”
“My co-pilot said that I suddenly kicked rudder and slid away from the squadron. And I found a
note in my diary that I said I had “blown my cork” and that was it! When I snapped out of the
‘panic,’ the co-pilot had the controls. The crew reported they saw one chute from Scudday’s
plane, then the engineer (mine) reported our gas gauges were at zero as we approached the coast
of France. We called Air-Sea Rescue for a vector to the nearest field in England, and gave the
crew the option of bailing out over France, or to stay if I was to try for England. I never did like
the idea of trusting that bundle of silk canvas at 20,000 feet. So we went into a glide with
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everything cut back and landed on a P-47 field in England. Found we had 800 gallons of fuel.
Took off again and returned to base with another crew that had crash-landed at the same field.
The second 506th Squadron aircraft crash-landed at Kingsnorth, Kent, doing so successfully,
except for one casualty. The official records make no connection between this crash-landing and
the notation on June’s casualty listing of Sgt. Santo Romeo dying from injuries, but they were
the same.
506th SQUADRON:
506th Sq., #42-50339 Bar-C, Tucker
FUEDIN’ WAGON
Crash-landed
506th Squadron Crew:
TUCKER, JAMES
ASN 0-757629
Pilot
1st Lt.
TRUDEAU, ELMO C.
Co-pilot
2nd Lt.
Largo,
Florida
California
WILSON, ALFRED R.
ASN 0-753096
Navigator
2nd Lt.
ROMEO, SANTO
ASN 14023217
Engineer
KIA
T/Sgt.
Memphis,
Tennessee
KHOURY, RAYMOND
ASN 32686237
Radio Oper.
T/Sgt.
Brooklyn,
New York
MILLICAN, IVAN C.
ASN 38370290
Nose Turret
S/Sgt.
San Saba,
Texas
REEVES, THOMAS J.
ASN 14059236
Waist Gun
S/Sgt.
Miccosukee,
Florida
WHITESIDE, LEON M.
ASN 34431924
Waist Gun
S/Sgt.
Forest City,
North Carolina
MEYERS, JOSEPH F.
Ball Turret
Sgt.
Croydon,
Pennsylvania
BREAKEY, KARL D.
ASN 33408973
Tail Turret
S/Sgt.
Johnsonburg
Pennsylvania
Note: Sgt. Breakey was KIA on 8 August 1944.
Lt. James Tucker, sent this information, “After our first two mission, I was made first pilot. I was
never assigned a regular co-pilot to take my place, but we used any number of co-pilots from
then on. That is why I cannot remember who our co-pilot was that day.
“On 27 June, 1944, our target was Creil, France, approximately fifty kilometers north of Paris.
Enemy action had been rather heavy on the way in, on the bomb run over the target, and antiaircraft fire was very heavy and accurate. We had direct hits on our #1 and #4 engines, knocking
them out.
“After the bomb run, we were intercepted by enemy fighters because we were a cripple, and they
knocked out our hydraulic and oxygen systems. Then we lost our #3 engine over the Channel on
the way back, and lost our last engine, #2, near the coast of England. We just made it to a Fighter
base just inland from the coastline. We were unable to lower the landing gear with the #3 engine
and the hydraulic system out, nor could it be cranked down manually probably due to another
malfunction.
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“Upon learning that Sgt. Romeo [the engineer] had gone below the flight deck to try to lower the
nose wheel and get it locked into place, I gave the order for him to return to the flight deck
immediately, as we were very close to ground contact. However, for reasons unknown, he
delayed his return too long and upon contact with the ground, the nose wheel was forced back
and crushed him. His death was immediate. No other members of my crew were injured at that
time.
“This was our seventh mission. I went on to complete my tour, but my tail gunner, Karl Breakey,
was killed while on his last mission filling in on a new crew.” (8 Aug 44).
There was another 506th loss this day, that being William S. Strange, waist gunner from Lt. Fred
E. Stone’s crew, who bailed out over France.
506th SQUADRON:
506th Sq., #42-95209 Bar-W, Stone
Returned to base
506th Squadron Crew:
STONE, FRED E.
ASN 0-747516
Pilot
1st Lt.
DERR, MERRITT E.
ASN 0-747767
Co-pilot
2nd Lt.
PETRICHUK, ANDREW L.
ASN 0-684623
Navigator
2nd Lt.
FLUGMAN, HERMAN G.
ASN 0-543494
Bombardier
1st Lt.
BROWN, CHARLES J.
ASN 32371366
Engineer
T/Sgt.
CORVELIERA, SAMUEL M.
ASN 39118367
Radio Oper.
T/Sgt.
RYAN, ROBERT E.
ASN 17059318
Well Gunner
S/Sgt.
STRANGE, WILLIAM S.
ASN 6255935
RW Gunner
POW
S/Sgt.
FOUST, ROBERT M.
ASN 18217202
LW Gunner
S/Sgt.
YOANITZ, MORRIS
ASN 36264653
Tail Turret
S/Sgt.
Elysian Fields,
Texas
At time of bombs away (1913 hours) this aircraft suffered flak damage in #3 booster pump
connection to #3 gas tank, causing the fuel to pour out into the slip stream, then spraying into the
waist window. Apparently Sgt. Strange thought the spray was smoke and the aircraft afire, or
suspected fire to immediately erupt. Sgt. Strange quickly jumped out the camera hatch! The crew
was not positive that his chute opened, but it is believed it did since others in the formation saw
an open chute in addition to another chute that came from a B-24 shot down at the same time
(Scudday’s).
Sgt. Robert Foust, the left waist gunner across from Sgt. Strange, supplied additional
information: “On our mission prior to this one (25 June), Sgt. Strange observed a ship from
another Group flying close to us. It requested permission to join the formation for protection. We
could see the crewmembers scurrying about trying to stop the flow of gasoline from battle
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damage it had received. A few minutes later, a fire blossomed out in the bomb bay and the pilot
of this aircraft (named TUFFY) then dove out of formation, I’m sure, to keep from taking our B24 down with him in case he exploded.
“As we watched, we could see the men bailing out of the rear hatch on fire! Some of the chutes
opened, but they were on fire as well. It appeared that none of the crew escaped alive. Bill
Strange remarked then that if we were ever hit like that, he was going to jump immediately, and
advised the rest of us to do the same.
“It was our very next mission on the 27th that we were hit in the fuel transfer pump in the bomb
bay, and all of us in the rear section were covered with fuel. Lt. Stone dove out of formation
because of exploding B-24s of either side of us. (#s 41-29496 – Scudday’s, and 42-110082 that
crash-landed.)
“I had the rear hatch open throwing out chaff, and Bill Strange punched me in the back and
handed me my chest type pack. After unplugging my oxygen hose, I dropped my flak suit and
was putting on my chute. When I looked up, I saw Bill Strange bailing out of the rear hatch.
“By that time I was becoming a bit woozy from lack of oxygen and all my activities, but then the
ship leveled off. Our pilot, Lt. Stone, had regained control, so I plugged my intercom back in and
reported to the pilot that Strange had bailed out. Lt. Stone then explained the damage to us and
told the rest of his crew that if anyone else wanted to bail out, they had his permission – but he
was going to make every effort to get that ship back to base. He succeeded. No one else wanted
to bail out.”
Merrit Derr, the co-pilot wrote: “My logbook indicates the target was a railroad bridge and the
total flying time was five hours 45 minutes. This was my 24th mission and I remember our crew
feeling sorta cocky by this time; maybe even invincible. How stupid that was, as we learned later
in the day. If I recall correctly, the weather was fine. At briefing, I was glad we had been
scheduled for this mission. To me, the target seemed like it would be an easy mission; and one
more toward completion of that 35-mission tour.
“It was always customary for Stone to fly the mission to target and after “bombs away,” for me
to fly back to base at Shipdham. This mission was no exception. As we approached the target,
flak became very intense and accurate; over the target we were bracketed by it. Just about the
time of bomb release, there was a tremendous explosion, which seemed to be just outside the copilot’s window. Lt. Scudday’s plane, Q-496, ahead of us and on our right turned belly up and
went down on fire. We received numerous hits, which resulted in a fire in #3 engine; a large hole
in a fuel cell that poured gasoline into the open bomb bay; cut hydraulic lines; and flak flying
through the cockpit area. Why we didn’t blow up, I’ll never know.
“I glanced over my shoulder toward the bomb bay and the stream of liquid pouring into the
bomb bay reminded me of a cow taking a leak. A piece of flak entered the flight deck from
below, lodged in my seat and literally lifted me up against my seat belt. (I have this piece in my
possession today). Another piece of flak entered the aircraft on the left side of the cockpit, flew
across the instrument panel and out the window on the right side. Had Stone and I not switched
jobs at that precise moment, his hands would have been on the yoke and would have been
shattered. There was debris flying all over the cockpit. We feathered #3 and hit the fire
extinguisher button, which killed the fire. Charlie Brown, our flight engineer, and Lt. Herman
Flugman, who flew with us on this mission as an observer, stopped the flow of liquid from the
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ruptured fuel cell as best they could by stuffing clothing into the hole. Brown then created plugs
for the hydraulic lines by chewing on some pieces of wood he produced from who knows where.
“We started losing altitude and couldn’t keep up with the squadron. About this time, Bob Foust
called on the intercom from his waist gun position to report that Bill Strange had bailed out.
Surprise! Surprise! No bailout signal had been given, but apparently from the waist position, it
appeared imminent. Meanwhile, we called our little friends for support and along came the most
beautiful P-51 I have ever seen. He stayed with us to the coast. We checked our fuel supply and
decided we would bail out after crossing the allied lines. Upon reaching that position, we again
checked fuel and decided to stay with the airplane as long as she had fuel to fly.
“Again, after reaching England, we checked fuel and headed for Station 115. Eventually, we got
back to Shipdham with only vapor remaining in the tanks and landed on the grass. This made the
engineering officer very unhappy because the aircraft had to be towed back to its revetment.
“That night, we all went into town and got thoroughly soused, with the result that we nearly
suffered several casualties from guys driving into ditches on their bikes as we peddled back to
base.”
Here is William Strange’s account: “The report that Bob Foust gave you was very accurate,
except for one minor detail. The ship he referred to that was badly shot up and flew on our wing
actually happened on our second Brunswick raid. On this Brunswick raid, our combat wing
encountered heavy fighter attack with the 392nd and 492nd having heavy losses. The ship that
was damaged flew a short time on our wing, caught fire, and peeled off, and apparently had no
survivors. I did say that under like circumstances I would try to bail out before getting trapped.
“I was grounded for about a week before the Creil raid with a bad ear that was damaged on
landing on another raid. So I didn’t fly on the 25 June mission.
“The Creil raid was by far the most accurate, if not the heaviest flak I had ever seen. The flak
exploding was like a cannon. The surroundings turned black with smoke. Usually smoke was
mostly brownish, but not this time as it had blotted out the sun. I was looking directly at
Scudday’s ship when it seemed to get a direct hit. I didn’t see how anyone could have survived,
but later learned that three did.
“A few seconds after Scudday got hit, we got hit. As Bob Foust gave a good account of the
things that happened after this will only tell about things after I bailed out. After leaving the ship
it seemed that I was tumbling end over end and I didn’t like the feeling so decided to pull the
ripcord. I should have waited because I almost passed out for lack of oxygen. Seemed like a long
time to get to the ground which was about four miles. Looked out and could see smoke from
where the bombs had been dropped. Also could see three parachutists.
“As I approached the ground, the wind caught my chute and carried me over a road that was
approximately 300 feet below. Just before I was carried into some trees, put my feet together so
wouldn’t straddle a limb, then I felt leaves brushing me and then hit the ground harder than I
thought I should – then my feet were jerked out from under me and my head hit causing a few
stars or whatever. I will always believe that chute partially collapsed at first, causing my fall to
be faster. Then at the end parachute and lines caught in limbs slowing fall down, but liner
stretched, then recoiled jerking my feet from under me. I had to pull myself up to unfasten the
chute, which was hung in the tree.
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“As soon as I got loose from the chute, I started running away from the road. I had run about 200
yards when a French girl ran to me shouting, ‘Americans! Americans!’ She was, I thought, very
good looking. Someone was hollering at her to come back. I thought it was probably her mother.
She took my helmet and hid it under her bosom and then led me down a creek to cave or a cellar.
However, the door was nailed up and wouldn’t open.
“Now here comes a German soldier with a rifle held across his chest. We saw him but he didn’t
see us, but unfortunately, he stopped on the creek bank and started looking around. We weren’t
hid well; he could turn around and see me anyway. Across the creek there were trees that I could
run to and get away before he could turn around and get a good shot. Now let me ask you a
question. What would you have done? I ran and got away, however, the girl didn’t follow me
and have always wondered what may or may not have happened to her. After the war I should
have gone back to France and tried to find out.
“So I was back running in the trees until I came to what looked like a small pond about 15 feet in
diameter and in the center was a mound. It was dry with grass growing inside so I climbed inside
because I was thinking someone else was probably looking for me. For them to see me they
would have to get on the opposite side. Pretty soon I did hear footsteps and they came close and
as they came close, I circled around the walls so as not to be on the side they were. It could have
been the girl, however, I didn’t dare show myself.
“Now, everything got quiet. All I had to do is wait until dark and do like I had been instructed to
do. However, I didn’t like the idea of trying to get out of this place at night because there were
too many trees and creeks and gullies. I would walk quietly and hope I saw them first. First
walked to the road, which was about 400 yards. There was a fence made of metal more like a
chainlink fence that was about 8’ high that would have been hard to climb. Anyway, a car or
truck came down the road that scared me back into the woods.
“So now, I decided to try the opposite way from the road and started walking and started to
feeling confident, as the trees were thinning out and the ground was better to walk on. Could
almost see the light at the end of the tunnel when a soldier with a blue uniform appeared with his
rifle. I was in range. We seemed to see each other about the same time and this time there were
no trees to run to. He signaled with his hand for me to come to him. He never really pointed his
gun at me. He had me walk in front of him for about a quarter of a mile to a truck where about
five soldiers were. He was different from the first soldier, the one who was looking at me, being
about ten years younger. One of the five said something that sounded like a question as to where
did he find me.
“I was taken to a small town where my escape kit, which I never opened, and my water were
taken from me. I spent the first night sleeping or trying to sleep at an office where about ten
soldiers worked.
“Back to how I felt about being captured. I didn’t like it and felt that with a little luck could have
avoided capture. I can’t say what I should have done because I don’t know if that would have
worked either.
“About a week later I was in Frankfurt, Germany, where I wasn’t interrogated. The only
interrogation I faced was in Brussels, Belgium where they wanted the names of my crew. At first
I refused, but was advised by another American to go ahead and give it for identification
purposes, so I did. That was it as far as interrogation was concerned. At Frankfurt, they searched
me pretty rough once, but no questions. I was sent to Stalag Luft IV. Carl Tepe, who was on
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Scudday’s crew, was one of the ten men in my room at IV. Coyle Acuff was in the same
compound. I was liberated around 1 May 1945 at a hospital north of Munich.”
29 June 1944
Magdeburg, Germany
Specific target here was the Krupp Aircraft Factory. Meeting the stiffest ground fire of the
month, the 44th BG had 26 of their 36 aircraft damaged! Two of these planes were lost when
flak damaged one, which lost control, and crashed into his wingman. Both 506th Squadron
aircraft were lost. Also, one 66th Squadron aircraft was forced to crash-land; one 67th plane
returned with one WIA.
On the return from the target, the following aircraft was forced to crash-land, damaged and out
of fuel.
66th SQUADRON:
66th Sq., #41-28767 L+, Handwright
Crash-landed
66th Squadron Crew:
No serious injuries reported
HANDWRIGHT, CHARLES B.
Pilot
Capt.
DENISUK, ALEXANDER
Co-pilot
2nd Lt.
STOUGH, LOUIS F.
Navigator
2nd Lt.
PALERMO, JOSEPH S.
Bombardier
1st Lt.
KENNELLY, HERMAN J.
Pil-Nav.
2nd Lt.
MAY, CHARLES A.
Nav-V.
2nd Lt.
GILLEY, JAMES A.
Engineer
T/Sgt.
Vacaville, California
FELLER, ROBERT J.
Radio Oper.
T/Sgt.
Brookville, Illinois
McMULLEN, JAMES C.
RW Gunner
S/Sgt.
Henryetta, Oklahoma
DENTON, FRANKFORD G.
LW Gunner
S/Sgt.
Williamsburg, Virginia
GOERNDT, WILLIAM W.
Tail Turret
S/Sgt.
Strool, South Dakota
Capt. Handwright was flying deputy lead of the 392nd BG’s “B” low left section. Time was
0965 at 22,000 feet over Magdeburg when bombs were dropped visually. Flak was intense and
accurate, hitting and knocking out #2 engine. Aircraft was forced to drop out of formation, and
lost altitude down to 14,000 feet. They continued to lose altitude until they were at 9,000 feet
over the Zuider Zee, and could get only 135 MPH.
Having used so much fuel, they were forced to crash-land in a field between Lowestoff and
Southwold (at Covehite) when all engines quit. The left wing was torn off and the fuselage
broken. Aircraft was declared Category “E” and was salvaged. None of the crew was reported to
have been seriously injured.
506th SQUADRON:
506th Sq., #42-51181 Bar-K, Landahl
CAPE COD SPECIAL
MACR #7088
Pilot
1st Lt.
KIA, buried Ardennes (B-28-11)
Youngstown,
Ohio
506th Squadron Crew:
LANDAHL, HOWARD K.
ASN 0-677785
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SMITH, RANDOLPH K.
ASN 0-689390
Co-pilot
POW
1st Lt.
Stockton,
California
PEDERSEN, NELS W.
ASN 0-689636
Navigator
1st Lt.
KIA, buried Lorraine (C-10-79)
Chicago,
Illinois
CONZONER, THOMAS C.
ASN 0-543493
Bombardier
POW
1st Lt.
Appleton,
Wisconsin
STAPLES, ROBERT L.
ASN 39453890
Engineer
KIA
T/Sgt.
Post Falls,
Idaho
YOUNT, WALTER K.
ASN 37462347
Radio Oper.
POW
S/Sgt.
Fremont,
Nebraska
SCHIESS, CHARLES F.
ASN 32529251
Well Gunner
KIA
S/Sgt.
Garden City,
New York
DAVIS, JACK
ASN 14161625
RW Gunner
POW
S/Sgt.
Chattanooga,
Tennessee
COLEMAN, UNDERWOOD
ASN 14085780
LW Gunner
POW
S/Sgt.
Lakeland,
Florida
RINALDO, FRANK A.
ASN 31082344
Tail Turret
POW
S/Sgt.
Worcester,
Massachusetts
The MACR states that after the flak hit it, this aircraft went into a slip to the right, and, when
attempting to pull out of formation, its right wing contacted A/C #41-28829 near the top turret.
This aircraft then went into a flat spin.
Sgt. Frank Rinaldo gave me his recollections, “We got hit about 10 AM. I remember that we
were getting hit by flak all the way on the bomb run. I had my flak suit over all my body. When
the bombardier said bombs away, I looked up at my window and it was all shattered – and that
was enough for me. I said, ‘Let’s get the hell outa here!’ – and that’s when we got the first direct
hit. It knocked me over, and when I started to get up, we were hit again. That is what I thought at
first, but instead, it was when we crashed into Wescott’s plane, MY EVERLOVIN’ GAL. I was
knocked out for a few moments and when I came to again, all I could see was open space where
the bomb bay had been!
“Luckily, I had a back type chute on. The next thing I did was to dive out where the bomb bay
used to be. Our two waist gunners bailed out on the bomb run, just before we got hit. Both the
pilot and co-pilot were blown out after the collision. The radio operator and bombardier had
jumped out of the bomb bay just after the direct hit and before the collision.
“Lt. Conzoner, Walter Yount and I were captured about two hours after we hit the ground. Also
captured were Lt. Smith, co-pilot, and our two waist gunners, Jack Davis and Coleman
Underwood. Lt. Landahl, after being blown out, parachuted to the ground safely, but was so
seriously wounded that he died about an hour after being captured. So after 27 missions and five
diversions, the war had ended for us.”
1st Lt. Thomas C. Conzoner, bombardier, remembers, “First, as I recall, we were #1 aircraft in a
formation when our #2 aircraft, high and slightly right, received a direct hit, with the resulting
wreckage colliding with our aircraft, which at the same time received severe flak damage,
resulting in an explosion of the right, gas-filled wing.
“My first impression was that of intense silence and I became aware that I was outside and
slightly above the nose section of our B-24. This, in turn, was separated from many pieces, both
large and small, of what was left of our plane. I surmise that when the aircraft exploded, I was
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blown out along with the other crew members, both dead and alive. My only injury was slight,
where a piece of flak hit my helmet and probably penetrated, as I still have a bump on that side
of my head.
“I parachuted down with no problems, and ended up in the same field with Frank Rinaldo and
Walter Yount. We attempted to hide in a grain field, but eventually were rounded up by the Land
Watch within an hour or so after landing.
“They took us to a central gathering place where my co-pilot Smith and Aircraft Commander
Howard Landahl were both alive. However, Landahl was mortally wounded in his upper right
thigh to lower abdomen, which was fairly wide open and he was in shock. Smith was totally
unharmed, but was in a daze from shock. I did what I could for Landahl, but he died in my arms
about 20 minutes later.
“By that time, they had rounded up Coleman, so five survived and one was dead and four were
missing at the time. The Wehrmacht arrived and put Howie in a cart and marched us about three
miles to a village. There we were dispatched to the interrogation camp at Frankfurt. I supposed
that they buried Howie in the area.”
The second 506th aircraft involved in this collision was that piloted by 1st Lt. Gerald S.
Westcott.
506th SQUADRON:
506th Sq., #41-28829 Bar-H, Westcott
MY EVERLOVIN GAL
MACR #7093
WESTCOTT, GERALD S.
ASN 0-808918
Pilot
KIA
Columbia,
South Carolina
REEVES, ROBERT H.
ASN 0-755597
Co-pilot
1st Lt.
KIA, buried Golden Gate Nat. Cemetery
Palo Alto,
California
HINE, THOMAS L.
ASN 0-692312
Navigator
1st Lt.
KIA, buried Ardennes (D-2-52)
Muskogee,
Oklahoma
TOEPEL, ARTHUR C.
ASN 0-752794
Bombardier
1st Lt.
KIA, buried Lorraine (K-17-12)
Dubuque,
Iowa
THOMPSON, EDWARD J.
ASN 16038586
Engineer
S/Sgt.
KIA, buried Lorraine (D-36-35)
Chicago,
Illinois
DUBOSE, FRED A.
ASN 18209799
Radio Oper.
POW, wounded
T/Sgt.
Florien,
Louisiana
LAWRENCE, WALTER V.
ASN 18186087
LW Gunner
POW, wounded
S/Sgt.
Kemah,
Texas
ARTYM, FRANK Jr.
ASN 16171652
RW Gunner
KIA
S/Sgt.
Harvey,
Illinois
MORRIS, JOSEPH I.
ASN 13096159
Tail Turret
POW
S/Sgt.
Philadelphia,
Pennsylvania
506th Squadron Crew:
1st Lt.
The MACR states that this aircraft was hit by the right wing of aircraft #42-51181 as it was
attempting to pull out of formation after sustaining flak hits. This occurred at 0952 hours over
target of Magdeburg, 30 seconds after bombs away. S/Sgt. Walter V. Lawrence, left waist
gunner, sent this story, “Our mission was to Magdeburg, 29 June, 1944. We were on the bomb
run and flak was very heavy. I was flying left waist, the bombs were dropped, and then we
received some damage from a close one. Pilot Westcott called me to check the damage in the
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bomb bay. As I opened the interior door, (to the bomb bay) fluid from the hydraulic reservoir
was pouring out, and the bomb bay doors were still open, all the bombs had cleared. I learned
later that Fred DuBose was on the other, cabin side, of the bomb bay to close the doors when the
fire began in the bomb bay.”
The ship flying off Westcott’s left wing was Landahl’s. Both were hit at the same time. Due to
the flak hits, Landahl lost control and altitude, dropping right on top of Westcott.
Sgt. Lawrence continues: “Fred jumped from that position before the explosion. The last thing I
remember was closing my door to the bomb bay, then talking to Westcott on the intercom to tell
him the problems with our ship. I had returned to the left waist position when the explosion
occurred, throwing me out – and the heat was terrific. My first thought was to pull the ripcord (I
had been wearing my chute), which I did, and somehow my chute did not catch fire nor was it hit
by flying debris.
“On the way down I counted chutes and assumed we all got out. At this point, I did not know
about the collision with Landahl’s plane. My only injury was a broken collar bone, pulled
muscles in left arm, and sprained ankle when landing. Fred DuBose and I landed within about
200 feet of each other. After getting out of my chute harness and putting on those G.I. shoes
strapped to the harness, Fred and I went to help Lt. Landahl who was about 100 yards from us. It
was 1000 hours. A Land Watch farmer was coming for us as we approached Landahl. He quickly
saw we were trying to help, so he went on searching for the others.
“Lt. Landahl was in great pain from wounds in thighs and legs but neither of our first aid kits had
any morphine. But we did find some in his kit and gave him a shot. Both of his legs were
mutilated, broken in several places and evidently had lost most of his blood during descent. I put
a tourniquet on for a bit, but after cutting his trouser leg to see what was wrong, I removed it. His
wounds were not bleeding; they had lost most of it already, I suspect. So Fred gave him another
shot of morphine. But he died shortly thereafter.
“We were near a small village, but did not leave the field where we landed until that evening.
Only three men from our ship survived. The tail section must have separated from the rest of the
plane at the waist window area, making our escape possible. Three men from the other ship were
also there with us at that time.”
“Joe Morris, tail gunner, also was blown out and free from the debris after the explosion. There
was no ball turret gunner on this plane as he, Joe Gasky, had been invited to London by Bebe
Daniels to take part in her radio broadcast. So only nine men flew this day, one short.”
Note: Walter “Tex” Lawrence reported that this aircraft, MY EVERLOVIN GAL, appears briefly about halfway
through the film, “The Men Who Flew the Liberators.”
Wounded on board one of the returning 67th Squadron aircraft was Sgt. Norman Tillner.
67th SQUADRON:
67th Sq., 42-99967 Q-Bar, Henry
MYRTLE THE FERTILE TURTLE
Returned
Waist Gunner
WIA
Bellflower,
California
67th Squadron Crew (partial):
TILLNER, NORMAN
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lst Lt. Howard C. “Pete” Henry, Jr. was piloting this aircraft, with Lt. Albert E. Jones as his
bombardier. Lt. Jones had these remarks in his diary, “I flew the waist position because of the
size of the turret – it was just too small for me.
“Over the target, Sgt. Tillner, the other waist gunner, was hit in the leg with flak. At that time the
flak was heavy and accurate, damaging the ship in several places. The trim tabs on the rudder
were shot off, the prop on #4 engine was hit, but still continued to work, I’m happy to say.
“While still over the target I gave Norm some first aid as the fighters would not attack at that
time. The flak was too heavy for them to venture too close to us. The piece of flak was still in
Norm’s leg, I discovered when I cut away his heated suit, so I put sulfa powder on the wound. I
did not apply a tourniquet because bleeding wasn’t too heavy, later almost stopping due to the
cold. Tillner refused a shot of morphine for the pain.
“It was three hours before we got back over England and Pete left the formation at the coast and
came in as fast as possible. He circled the field so we could fire red-red flares to alert emergency
crews of wounded aboard and then landed. An ambulance followed us to the dispersal area and a
doctor took care of Sgt. Tillner, then drove away with him.
Sgt. Tillner spent a considerable time in a hospital, then when almost fully recovered, was
transferred to Africa, where he completed his combat tour from that area of operations. He still
carried around with him that large piece of flak.
4 July 1944
Beaumont-Le-Roger Airfield, France
68th SQUADRON:
68th Sq., #42-100412 V, Schaffer
Crew bailed out
68th Squadron Crew:
Entire crew bailed out safely over England
SCHAFFER, BENJAMIN L.
ASN 0804518
Pilot
1st Lt.
PELLEGRINE, JOHN D.
ASN 0806512
Co-pilot
1st Lt.
DUNDA, ANDREW
ASN 0687935
Navigator
1st Lt.
MOORE, KENNETH J.
ASN 39081967
Nose Gun./Togglier S/Sgt.
PARSONS, RUSSELL L.
ASN 35662830
Eng./Top Turret
T/Sgt.
GARVEY, JAMES T.
ASN 37272533
Radio Oper.
T/Sgt.
SWEENEY, GEORGE Jr.
ASN 15335699
RW Gunner
S/Sgt.
HOFKIN, JOSEPH
ASN 12011009
LW Gunner
S/Sgt.
McNUTTY, JOSEPH W.
ASN 31193308
Tail Turret
S/Sgt.
KRZYZEWSKI, IGNATIUS P.
Unknown
S/Sgt.
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After three days of inactivity, the group celebrated the Glorious Fourth by blasting the
Beaumont-Le-Roger Airfield in France. Heavy cloud cover delayed the take-off until 0600. Of
28 planes taking off, 27 of them attacked. The one plane failing to bomb was the 68th’s #42100412 V piloted by 1st Lt. B. L. Schaffer. This aircraft had problem with its #1 engine. The
engine temperature began rising and the oil pressure was dropping. The pilots decided to feather
the propeller on that engine, or shut it down, but could do neither. The navigator noticed oil and
smoke coming from that ailing engine, so they elected to turn back. Shortly thereafter the engine
simply ran away, completely out of control. Attempts to shut off the fuel supply also failed. The
plane was shaking so badly that it could not be controlled, so the crew bailed out. There were no
injuries.
Sgt. Garvey wrote, “First, I discovered that my chest chute was upside down. It took about ten
minutes to work out that dilemma. Going down, I narrowly missed the steeple and lightning rod
on a country church, then landed in a herd of dairy cows feeding in a pasture.” An armed British
soldier met him, rifle in hand, believing him to be a German airman. He led him to the castle of
that infamous turncoat, Lord Haw Haw. There he was interrogated, met the other crewmembers,
and returned to Shipdham.
The plane headed off on an erratic course southwest of London. Hours later it came down in an
open field at Shalford near Guildford without damaging any property or killing anyone. It was
salvaged on July 7.
Over the target, meager inaccurate flak was encountered but there was no damage to the group’s
planes.
7 July 1944
Aircraft Factory, Bernberg, Germany
On the wallmap of Europe a red tape was stretched all the way from England to Bernberg, deep
into Germany. We were briefed to expect fighters and heavy flak as the target in a fighter
production area. About five minutes before reaching the target we were hit by fighters,
approximately sixty, lined up fifteen abreast, who came in at us from 1 o’clock and slightly
higher. They fired as they came in and you could see their orange 20-mm shells coming through
the air. Three 68th Squadron aircraft were hit, one going down early, while the other two
straggled and so were escorted by P-38s. Both were lost on the return.
E.A. Meyer, the navigator on the Rickett’s crew, wrote: “This was the day of the ‘Big Shoot.’
We could not get fighter cover because our fighters were engaged with German fighters. We
were attacked by many types of enemy aircraft coming out of the sun just as we prepared to turn
on the IP. Three aircraft were hit.” Rickett’s aircraft was also hit and the navigator’s window was
shot out.
Rickett’s crew became the lead 68th aircraft. Some bombs hit the target, an aircraft plant, but
most took out the main road through town.
68th SQUADRON:
68th Sq., #42-110035 Y, Steinke
ANY GUM CHUM
MACR #7355
68th Squadron Crew:
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STEINKE, DONALD H.
ASN 0-807537
Pilot
KIA
1st Lt.
SOUTHERN, WILLIAM A.
ASN 0-886976
Co-pilot
2nd Lt.
KIA, buried Ardennes (D-9-37)
Staten Island,
New York
MITCHELL, DUANE E.
ASN 0-698751
Navigator
1st Lt.
POW, seriously injured
Grant City,
Missouri
HYBARGER, TOM P.
ASN 0-666673
Bombardier
KIA
Brackettville,
Texas
RICH, FRED A.
ASN 39276079
Engineer
T/Sgt.
KIA, buried Ardennes (D-37-16)
E. Los Angeles
California
DUNN, EDWARD K.
ASN 12126659
Nose Turret
KIA
S/Sgt.
New York City,
New York
MALINOWYCZ, JEROME F.
ASN 32286655
Radio Oper.
POW
S/Sgt.
Elmer Heights,
New York
RABB, HAROLD M.
ASN 18218358
RW Gunner
S/Sgt.
KIA, buried Ardennes (A-28-4)
Point,
Texas
CHRISTIAN, CHARLES M.
ASN 14094288
LW Gunner
KIA
S/Sgt.
Rome,
Georgia
JONES, PHILIP G.
ASN 36726983
Tail Turret
KIA
S/Sgt.
Palatine,
Illinois
1st Lt.
Toluca,
Illinois
The MACR states in part that this aircraft was hit by the first enemy aircraft attack on this
formation at 0928 hours at the IP. #4 engine was shot out and began smoking as the aircraft went
into a steep right bank. One crew reported that this plane crashed and no chutes were seen.
However, the entire formation was under a heavy attack and most crewmen had little time for
observations.
Lt. Hybarger, bombardier, was a temporary fill-in this day, normally flying with Captain Charles
Koch’s crew. He did not survive. Only two members got out to become POWs and I was able to
contact only Lt. Mitchell, the navigator. He adds,
“I was on my 29th mission when we were hit by enemy aircraft between the IP and target. Our
plane received a direct hit, and we immediately went into a spin. I do not know how I left the
plane, but have always felt that the bombardier, Tom Hybarger, pushed me out the nose wheel
door. I remember trying to exit, but the spin was throwing the doors shut.
“Therefore, I feel that he held the door handle and pushed me out as I was badly injured. I
regained consciousness while free falling at about 4,000 feet. I realized I had a badly broken leg
and was paralyzed from my waist down. I made a delayed jump, opened my chute at about 800
feet and slipped the chute to land in a small wheat field. I was knocked out again on landing and
was out for some time.
“When I came back to consciousness, I realized that I was badly wounded and unable to move
my legs. So I removed my Mae West vest and waved it above the wheat in hopes of summoning
assistance. In a short time I was captured by a group of civilians. They took me to a small village
and placed me in a barn. After about eight hours, I was picked up by a military ambulance and
taken to a German hospital, where I was given an anesthetic and my leg was placed in traction. I
was placed in a very small room with no windows, where I remained in traction for three
months.
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“At Frankfurt, I was told that the rest of my crew were alive and I would see them when I
reached a POW camp. However at the small village, a German man and a young girl who spoke
English told me that all of my crew were killed and they showed me pictures of them. These
were the pictures we carried in our escape packs.
“After three months in this room, I was placed in a long cast and transferred by train with a 1st
Lt. escort to the Dulag at Frankfurt. I had recovered from my paralysis during the three months.
“From there I was shipped by train with a group of wounded prisoners to Ober Masfield and a
POW hospital. Here an American physician, who was a prisoner, reset my leg. After a few weeks
at this hospital, I was sent to a POW hospital at Meinnigen, where I remained until liberated on
April 9, 1945.
“It was not until I arrived in New York that I learned positively that all my crew were killed
except Jerome Malinowycz and myself. I’ve tried several times to contact his family but was
never successful.”
The second of the three 68th aircraft lost on 7 July was that piloted by 1st Lt. Ted L. Weaver.
68th SQUADRON:
68th Sq., #42-99966 W, Weaver
FULL HOUSE
MACR #7353
WEAVER, TED L.
ASN 0-693829
Pilot
lst Lt.
Injured, evaded, returned
Idaho Falls,
Idaho
SHAMBARGER, WALTER B.
ASN 0-700998
Co-pilot
lst Lt.
Montpelier,
KIA, murdered, buried Ardennes (D-11-28) Ohio
PLATT, LAWRENCE Jr.
ASN 0-706965
Navigator
1st Lt.
POW, wounded, injured
St. Paul,
Minnesota
REED, ROBERT E.
ASN 0-699567
Bombardier
POW
1st Lt.
Pittsburgh,
Pennsylvania
GNIADEK, JOSEPH S.
ASN 31258858
Engineer
POW
T/Sgt.
Northridge,
Massachusetts
FAHEY, DONALD F.
ASN 37506294
Radio Oper.
POW
T/Sgt.
Kansas City,
Missouri
CROUSE, MARVIN L.
ASN 35631988
RW Gunner
POW
S/Sgt.
Newark,
Ohio
NALIPA, STANLEY G.
ASN 15324363
LW Gunner
Sgt.
KIA, buried Ardennes (A-37-1)
Poland,
Ohio
VOIGT, LORIN L.
ASN 19186262
Tail Turret
POW
San Francisco,
California
68th Squadron Crew:
S/Sgt.
Note: Sgt. Nalipa was a Ploesti veteran.
The MACR for this aircraft states that hits were observed on three engines, #1, #2 and #4, all
occurring on the first pass by the enemy aircraft at the IP. This plane dropped to about 15,000
feet and straggled behind the formation. It successfully withstood another attack by Me 109s and
was last seen flying with another 44th BG aircraft #170 – Wilson’s. Both planes were being
escorted by two P-38s when last seen.
This aircraft eventually crashed near Valthe, 8 km north of Emmen at 1100 hours. Dutch records
show that the call letter shown on the tail surface could be W.
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Ted L. Weaver sent his recollections, “July 7th, 1944 we were on our 23rd bombing mission,
which was to an airfield at Bernberg, Germany. I was flying high element lead that day and just
as we were making the standard ‘S’ maneuver to maintain position of close formation during the
final turn onto the bomb run, we were hit by Me 110s out of the sun at 2 o’clock, high. Between
their exploding shells and the flak that we encountered at the same time, we lost three of our
engines and were able to feather only one of them. The other two windmilled until they froze up,
and consequently caught fire just before we abandoned ship.
“Charley Harrison had been wounded in the head by an exploding flak burst inside of our ship
on a previous mission [27 June 1944], so was not with us this day. Stanley G. Nalipa, who was
flying substitute waist gunner for Harrison, was seriously wounded. Even though Crouse and
Voigt made sure he had a firm hold on his ripcord – and was conscious when they helped him
out the window and yelled for him to pull as he went out, his chute did not open. The Germans
picked his body up about a mile inside of Germany from the Netherlands border.
Note: Charley Harrison’s head wound was not serious. He flew again on 16 July 1944.
“With the exception of myself, all the rest of my crew landed inside Germany and were captured.
Lt. Platt, navigator, was wounded in one leg during the attacks and injured his other leg while
landing with his parachute. My co-pilot, Bart Shambarger was captured by a Nazi sympathizer
(NSB’r). After capturing Bart, he offered his hand in a handshake gesture. When Bart reached
out his hand, the NSB’r grabbed it and jerked Bart toward him and simultaneously stabbed Bart
with his bayonet. The Germans spread the story that Bart had impailed himself on a fence post
during landing. Joe Gnaidek, my engineer, was shown Bart’s body right after he was killed and
they told him Bart’s chute hadn’t opened.
Note: The name of the Nazi sympathizer was G.J. Trechsel.
“Bart’s body was moved after the war to the American Cemetery at Neuville-en-Condroz,
Belgium. His murderer, the Dutch NSB’r, was turned in to the Allies after the war and sent to
prison for eight and one-half years, then released.
“Being the ship’s commander, and therefore, the last to bail out, I landed just barely on the
border of Netherlands and Germany. FULL HOUSE was so near the ground when I got out that
my chute barely had time to check my velocity before I hit the ground. I injured my back, but
managed to crawl to a hiding place and later that evening got into contact with the Dutch
Underground. I spent nine months in German-occupied Holland before getting back to Allied
lines. All others from my crew became POWs.
“Incidentally, I am reasonably certain of the circumstances of Bart’s death since I have
personally visited with the Dutch farmer whose daughter witnessed it.”
Note: Ted Weaver’s wife Silvia has published a book of Ted’s experiences called “The Twenty-Third Mission.”
Other sources have informed me that this NSB’r had been hounded by the Dutch ever since his
release until he is thought to have committed suicide. Too, during the 40th anniversary
celebration of the liberation of the Netherlands, Lt. Shambarger was distinctly honored by the
people of Holland. At their request, I sent his photo to them so that they could display it in the
Place of Honor at their ceremonies.
The third and last 68th aircraft lost on the 7th was that piloted by lst Lt. James A. Wilson.
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68th SQUADRON:
68th Sq., #42-100170 G, Wilson
PATSY ANN II
MACR #7354
68th Squadron Crew:
WILSON, JAMES A.
ASN 0-690017
Pilot
POW
1st Lt.
Cushing,
Oklahoma
MURPHY, CHARLES B.
ASN 0-755594
Co-pilot
POW
1st Lt.
Ft. Smith,
Arkansas
WHOLLEY, FRANCIS G.
ASN 0-814470
Navigator
POW
1st Lt.
Malden,
Massachusetts
MOOS, JAMES D.
ASN 0-752892
Bombardier
POW
lst Lt.
Shreveport,
Louisiana
RAUSCH, WILLIAM H.
ASN 12170970
Engineer
POW
T/Sgt.
Troy,
New York
YOCCO, DOMINIC P.
ASN 12024064
Radio Oper.
KIA
S/Sgt.
Niagara Falls,
New York
STEELE, CHAUNCEY H. Jr.
ASN 33289520
RW Gunner
POW
S/Sgt.
Pittsburgh,
Pennsylvania
WILLEMS, FRANK J.
ASN 15060809
LW Gunner
POW
S/Sgt.
Kenosha,
Wisconsin
HOM, JIM Y.
ASN 12188925
Nose Turret
POW, badly beaten
S/Sgt.
New York City,
New York
SCHNEIDER, ALLEN P.
ASN 35720564
Tail Turret
POW
S/Sgt.
Evansville,
Indiana
Note: It is believed that Jim Hom was badly beaten, but further details are not available.
The MACR for this aircraft reads almost the same as for 966 W above. It was damaged at the IP,
fell behind and joined up with 966 W, and was escorted by the two P-38s. The Germans reported
that this plane was shot down 7 km southeast of Halberstadt by fighter pilot 1st Lt. Gabler.
Lt. Albert Jones, the bombardier in Capt. Henry’s aircraft, wrote, “I was just swinging the sight
on the target when I chanced to look up. Just at that moment about 75 to 100 Me 410s hit the
squadron ahead of us. I shut my eyes, expecting all of the 24s to be knocked down. However,
they only got one (Steinke’s). I thought we were next to get an attack, but because of our
position, high and to the right, and with a good formation, the Me’s took the lower section, the
68th’s squadron.”
A member of this crew [probably C.B. Murphy] provided this account: “Morrison had finished
his tour on July 4, 1944, and Shanley, who was in the base hospital, did not make the mission of
July 7th. Another 68th pilot, Arnold Larson, had completed his tour about the same time as
Morrison, so his co-pilot, James A. Wilson was assigned to our crew as pilot for this last
mission. Larson’s tail gunner, Jim Y. Hom, also filled in for Shanley.
“With a new pilot, I suppose we were considered a “new” crew and were assigned a position in
the low element at the end of the squadron’s formation. Between the IP and the target, our group
and squadron sustained a frontal attack by several Me 210s, resulting in the loss of our #1
engine. Out of formation as we crossed the target, in trail of our squadron, we dropped our
bombs on the target, then tried to close the interval with a reduced load after bombs away.
Before rejoining the formation, however, several Me 109s began attacks from the rear. Evading
their fire as much as possible, our gunners later reported they succeeded in destroying two of the
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attacking fighters. As a fire in the forward waist section became uncontrollable, crewmembers in
the rear bailed out. Seconds later, when the rudder controls went out and the plane fell off in a
spin, the rest of us abandoned the aircraft. This action occurred between Bernberg and
Halberstadt. Though several crewmen were slightly injured in the encounter, all left the plane
and were picked up by Germans upon hitting the ground. The radio operator was later reported
killed. Details are not known. Four of the crew, including myself, fell on the edge of the
Halberstadt fighter base and were captured immediately by members of the Luftwaffe attached to
the station.
“As Luftwaffe personnel at this base were relieving me of all personal effects except shirt, pants,
shoes, socks, and underwear, a very excited young pilot came up to me and, through sign
language, let me know that he was the one who had shot me down. [This must be the Lt. Gabler
mentioned above.]
“Some accounts stated that eyewitnesses reported that our aircraft joined up with one of the other
damaged 68th planes and both were seen being escorted by two P-38s, but I don’t recall this.
“We were never able to determine what happened to the radio operator, Yocco. I did not see him
as I exited the plane through the bomb bay.
“Eventually, the officers of the crew were sent to Stalag Luft III at Sagan (90 miles NE of
Berlin) and the other crewmen to other camps in, I believe, northern Germany. Wholley, our
navigator, was met at the front gate of Center Compound, Stalag Luft III, by his brother, who
had been shot down about a year earlier. We were kept at this camp until late January 1945,
when the Russians advanced their front to within 18-20 miles of Sagan. The Germans surprised
all of us and marched the entire camp out across the countryside with about a foot of snow on the
ground. We were marched to the west for about a week (about a hundred kilometers), placed on
small box cars (WWI type), and transported to Stalag VII B at Moosburg, (not far from Munich).
Here, we remained under much worse conditions than at Sagan, until liberated by the 14th
Armored Division of Patton’s Third Army on 20 April 1945.”
11 July 1944
Munich, Germany
The briefed target was Rein airfield near Munich, but heavy cloud coverage prevented visual
bombing, so Munich city was bombed on a PFF assisted attack. Two aircraft were lost with one
each from the 66th and 68th failing to return.
66th SQUADRON:
66th Sq., #41-28776 E+, Zweig
MACR # not known
66th Squadron Crew (with two exceptions):
ZWEIG, LOUIS E. Jr.
ASN 0-691130
Pilot
Evadee, returned
1st Lt.
CONRAD, JAMES D. (448th BG)
Command Pilot
Evadee, returned
Major
BURCE, HAROLD L.
ASN 0-697098
Co-pilot
KIA
2nd Lt.
Shinnston,
West Virginia
QUAIL, JOHN L Jr.
ASN 0-739499
Navigator
Evadee, returned
2nd Lt.
Fresno,
California
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Texas
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BRUCE, JAMES C. Jr.
ASN 0-547126
Bombardier
KIA
2nd Lt.
Gainesville,
Georgia
THIELEN, CHARLES M. (448th BG)
ASN 0-701346
Bombardier
2nd Lt.
KIA, buried Normandy (I-24-26)
Racine,
Wisconsin
MOLLEN, MILTON
ASN 0-698486
Radar Oper.
POW, leg broken
2nd Lt.
Brooklyn,
New York
BAXTER, ORUS Jr.
ASN 18193549
Engineer
KIA
T/Sgt.
Holdenville,
Oklahoma
CALLAHAN, CORNELIUS J.
ASN 32316551
Radio Oper.
KIA
T/Sgt.
Bronx,
New York
JESSEN, MAX M.
ASN 38267506
RW Gunner
S/Sgt.
KIA, buried Normandy (J-17-35)
Lake Charles,
Louisiana
STRALLY, SAMUEL R.
ASN 32734072
Gunner
KIA
S/Sgt.
Waterloo,
New York
SMITH, LOUIS F.
ASN 31311918
Gunner
KIA
S/Sgt.
Seymour,
Connecticut
Note: Major Conrad and Lt. Thielen were from the 448th BG.
This 66th Squadron aircraft (PFF) was flying lead position for the 448th BG. On the route out
from the target, in the vicinity of Ghent, Belgium, Lt. Zweig the pilot, reported by radio to Lt.
Peterson, flying deputy lead, that he was running low on gasoline and that he, Lt. Peterson,
should take over the lead as Lt. Zweig was going to take a shorter route back to base. Lt.
Peterson assumed the position, and Lt. Zweig’s aircraft was last seen heading toward England at
approximately 1520 hours. This information obtained from the MACR.
Note: The crash site is near Noyelles, France, 8 kilometers from Lille.
lst Lt. John L. Quail, Jr. sent me the following: “Only four of our crewmen survived the bombing
mission of Munich, Germany: Major James Conrad, Lts. Louis E. Zweig, Jr., Milton Mollen, and
myself.
“We were part of the Pathfinder Squadron (66th) and, consequently flew to pick up Command
Personnel from the designated Group and Squadron for each mission. This is the reason Conrad
and Thielen are on the list. Major Conrad was flying co-pilot, which accounts for our co-pilot
Burge being in the rear of the plane. This was my 18th mission.
“We had been damaged by flak over Munich so we left the formation and headed across France
toward Dover, England. Near Lille, France, with the English Channel in radar range, we ran out
of fuel. Suddenly the engines started sputtering and we knew we were out of gas. Orders were
given to bail out, so Mollen and I opened the bomb bay doors and were the first out. What
happened afterwards is not fully known, but I heard a B-24 aircraft go into a spin. It was a
cloudy day and I couldn’t see the plane, but I did hear the explosion when it hit the ground.
Everyone in the back of the plane went down with it.
“I landed in a field of chest-high grain, where I was able to hide temporarily; then I was found by
some Frenchmen. They took me to a house and fed me – and gave me a place to rest. From the
time that I bailed out until I landed and bundled up my chute, I seemed to be acting
automatically. I did not even think of the predicament I was in until after that.
“With the help of the French, I met up with Zweig and together we found Mollen. He had broken
his leg and we had to leave him, hoping he wouldn’t be caught. Later, we learned that the
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Germans did locate him but never knew what they did with him. Also, we found out that Conrad,
like us, was picked up by the French Underground.
“Zweig and I moved out of the area with the help of French farmers, and after three days of
moving toward Paris and Allied lines, we were picked up by the French Force of Interior. We
stayed with a French family who took great risks in hiding and feeding us until liberated by the
British Army in September. While living with this family, I was told that Conrad was safe and
being cared for, but that all other crewmen were found dead in the aircraft. This family treated us
royally, allowing us to have the Saturday night bath water first, while they waited their turn.
Occasionally, when the Germans were not in the vicinity, we would don farmer clothing and
make the trip into the local village.”
68th SQUADRON:
68th Sq., #41-29544 T, Bonnet
FLAK ALLEY II
MACR #8250
68th Squadron Crew:
BONNET, ALFRED D.
ASN 0-805387
Pilot
Injured, rescued
1st Lt.
Indianapolis,
Indiana
VAN DYKE, THURSTON E.
ASN 0-813980
Co-pilot
Injured, rescued
2nd Lt.
Brockton,
Massachusetts
OLSEN, OLAF W.
ASN 0-702173
Navigator
Injured, rescued
lst Lt.
Lihue,
Kauai, H.I.
McCANDLESS, DONALD G.
ASN 13038391
Nose Turret
S/Sgt.
KIA, drowned, WOM Ardennes
New Castle,
Pennsylvania
KUSHINSKI, EDWARD W.
ASN 16004932
Engineer
T/Sgt.
KIA, WOM Cambridge
Lake Bronson,
Minnesota
GARVEY, JAMES T.
ASN 37272533
Radio Oper.
Injured/Rescued
Tracy,
Minnesota
BUTLER, RICHARD J.
ASN 13044499
RW Gunner
S/Sgt.
KIA, WOM Cambridge
Philadelphia,
Pennsylvania
BELSKY, GEORGE
ASN 33300775
LW Gunner
S/Sgt.
KIA, WOM Cambridge
Aliquippa,
Pennsylvania
BANNING, CHARLES E.
ASN 12012298
Tail Turret
S/Sgt.
KIA, WOM Cambridge
Wilmington,
Delaware
T/Sgt.
The following information was obtained from the MACR: “Ditched in Channel, four survivors.
Just prior to bombs away, this aircraft was believed to have been hit by flak. #4 propeller began
to run away, oil pressure dropped; consequently, the pilot (Bonnet) feathered this engine. He
dropped his bombs and held formation until approximately one hour from the enemy coast. Here
#2 engine oil pressure dropped and #2 prop had to be feathered.
“Lt. Bonnet left the formation and was picked up by four P-38 aircraft which escorted him. At
the coast, #3 engine cut out, so he called the P-38s on Channel B of VHF and he called Colgate
on distress procedure. He jettisoned as much equipment as possible, hoping to reach the English
coast, but this appeared impossible. He ordered his crew to their ditching stations. He ditched!
“On hitting the water, the nose and top turret caved in and the aircraft broke apart at #6
bulkhead, with the rear section of the aircraft sinking almost immediately. The engineer was
either killed or pinned by the falling top turret. The nose turret gunner McCandless, right waist
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gunner Butler, left waist gunner Belsky, and tail gunner Banning all drowned when the rear
portion of the aircraft sank. The pilot, co-pilot, navigator and radio operator were rescued.”
The radio operator, James Garvey, wrote: “One at a time, our engines began to fail. Every 500
miles we would lose another. When we got down to one engine, and it was coughing and
faltering. Bonnet and Van Dyke were trying to bring the plane down slowly.
“Four P-38s had been escorting us from the time that we left the formation. At the coast the #3
engine went out, so Bonnet ordered all unnecessary equipment to be jettisoned. When it was
obvious that the plane could not make it to England, he radioed a distress signal to the P-38; and
ordered the crew to assume ditching stations. The P-38 continued to circle, overseeing the
ditching and fracture of the plane as it struck the water.
“When the B-24 hit the Channel, the nose and top turret caved in. The aircraft broke apart at the
#6 bulkhead and the rear section sank almost immediately. Kushinski, the engineer, was either
pinned or killed by the falling top turret. Butler, Belsky, and Banning all went down with the
back section of the plane. The nose turret collapsed, taking Donald McCandless to the bottom.
“I was in ditch position with my back to the pilot. Kushinski lay between my legs. We hit the
water so hard that the plane split in half. Kushinksi’s head struck my shoulder and fractured the
bone. Part of the turret landed on him, causing his death. A piece of armor plating crashed into
my 5th and 6th vertebrae, so when I was dashed into the icy water, I was helpless. The waves
were eighteen feet high, but somehow the three officers were able to get the dinghy.
“I remember seeing a green translucent light above me. It was the sea. To me, there was a
glimmering of hope in this lightened space. I thought, ‘I could fill my lungs with bubbles and
escape this certain death.” At this point, Lt. Olsen grabbed Garvey by his epaulets. Olsen, whose
leg was badly injured, still managed to pull Garvey alongside the dinghy, where he held him
until help came. They were picked up by an English destroyer. Garvey had survived a bail-out
only a week before with the Schaffer crew.
From a contemporary account: “Lt. Bonnet returned to base sporting a huge black eye, and Lt.
Olsen, whose leg was broken, will be returned to the States. Sgt. Garvey is in the hospital and is
in bad shape with a broken collar-bone and a broken leg. Looks like his flying days are over.
Banning and Belsky were on their last mission and Sgt. Butler also had quite a few. There-in lay
the problem. It was for this reason that they did not want to bail out and become POWs.”
18 July 1944
Troop Support, Troan, France
506th SQUADRON:
506th Sq., #42-94952 A
SHACK RAT
Returned to base
506th Squadron Crew:
KEARNEY, JACK L.
Pilot
Badly injured
Lt.
SMITH, THOMAS L.
Co-pilot
Lt.
STROVROFF, IRWIN J.
Navigator
Flt. Off.
FOSTER, EVERETTE E.
Bombardier
S/Sgt.
WRIGHT, WILLIAM H.
Radio Oper.
S/Sgt.
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21 July 1944
PARKS, JOSEPH W. Jr.
Eng./Top Turret
S/Sgt.
MILLER, DONALD R.
Ball Turret
S/Sgt.
SITEMAN, HENRY O.
RW Gunner
S/Sgt.
ROBISON, WALLACE R.
LW Gunner
S/Sgt.
HOPKINS, HENRY A.
Tail Turret
S/Sgt.
Mission was briefed at 0200 hours for an 0400 hours takeoff to the German lines which were
about eight miles southeast of Caen. The British troops were to start a drive through this area
later on in the day. The British requested we help out. We bombed just 3,000 feet from the
British and Canadian troops. We bombed from 14,000 feet and the pilot, Lt. Kearney, was hit by
flak in both feet and legs. S/Sgt. William H. Wright, the radio operator, gave him first aid and the
co-pilot brought the plane home.
In his diary, Henry Siteman wrote: Lt. Smith [the co-pilot] did a beautiful job. Our pilot almost
lost his left foot at the ankle. We gave him morphine to deaden the pain. We had a hard time
with him while in the air and also getting him out of the plane after landing.” Having completed
his 30th mission, Siteman concluded, “I am glad that it is all over now, at least I will be able to
sleep nights.”
This was Kearney’s 17th and last mission.
21 July 1944
Oberpfaffenhofen, Germany
The mission was a long one to an armaments center near Munich. Flak was moderate and
accurate and the enemy aircraft gave fierce challenge, causing the loss of four aircraft over the
continent and one plane crash-landed at Warningford, England. Happily, two of the lost planes
managed to land in Switzerland.
68th SQUADRON:
68th Sq., #42-110049 A, Anderson
MARY HARRIET
MACR #7287
68th Squadron Crew:
ANDERSON, JOHN R.
ASN 0-725729
Pilot
Interned, returned
1st Lt.
Freeport,
Illinois
YOUNG, THOMAS JEFF
ASN 0-819245
Co-pilot
Interned, returned
2nd Lt.
Oma (?),
Mississippi
HEWLETT, JAMES A.
ASN 0-707526
Navigator
Interned
2nd Lt.
San Bernardino,
California
JENNINGS, JOHN T.
ASN 0-698564
Bombardier
Interned
2nd Lt.
Baton Rouge,
Louisiana
BABIN, LESLIE J. Jr.
ASN 18134873
Engineer
Interned
S/Sgt.
Hawkins,
Texas
VAN DERWEIDE, EDWARD B.
ASN 37470100
Radio Oper.
Interned
T/Sgt.
Sioux Center,
Iowa
TURLEY, HAROLD N.
ASN 36451597
RW Gunner
Interned, returned
Sgt.
Sault St. Marie
Michigan
HOFFMAN, LEO J.
ASN 13173525
LW Gunner
KIA
S/Sgt.
Bloomsburg,
Pennsylvania
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ELLIOTT, RICHARD R.
ASN 16118695
44th Bomb Group Roll of Honor and Casualties
Tail Turret
Interned
S/Sgt.
Greenview,
Illinois
The MACR states, in part, that this aircraft, at 1040 hours, in the area of Munich, was damaged
and #1 engine was feathered. Bombs were salvoed before hitting the target, and left formation,
headed for Switzerland. At this same time, they reported on VHF that they were going to try for
Switzerland. This was the crew’s eleventh mission.
They were at an altitude of 5,000 feet (3,000 above ground) and flying on three engines in
normal flight when all bailed out. Leo Hoffman came down near the town of St. Gallen,
Switzerland, not injured at the time of leaving the plane, but was dead on the ground. His chute
was only partially opened. All others landed safely near the village of St. Gallen, where a priest
came to them saying, “Una Morte”.
When the crew congregated at Appenzell, one of the gunners, Richard Elliott, said that he had
seen Leo J. Hoffman Jr. dead with his chute barely opened beside him. Hoffman either had
bailed out of the waist window or camera hatch. Failure of the chute to open probably was due
either to faulty packing or his fear of falling – and panic.
Lt. Hewlett, navigator, added that indeed, they were shot up over Munich, and they all bailed out
when they got above Swiss territory. James did not escape from internment as a few from his
crew did, and eventually married a Swiss girl.
The aircraft came down at Silberplatte, Nesslau.
Jerry Folsom wrote, “This plane was flying on our left wing. They had contacted us to look for
damage via radio. They reported that their controls were not working well. In conversation it was
discussed as to whether they should try to make it home or go to Switzerland. I had suggested
that we were quite a ways from home and if controls were not working, well, it might be a good
idea. A while later they called and said that they were going to Switzerland. I wished them well
and they left the formation.
“About a month later I was in the latrine shaving when a voice behind me asked the usual
question of a new crew: How are the missions? I probably gave the usual reply. Rough, lots of
flak, cold, not many enemy fighters, etc. Then the voice said, ‘You don’t know who you are
talking to, do you?’ I turned around and there was the fellow I had been talking to in the plane
[John Anderson]. He recounted their trip to Switzerland, how they had bailed out and one chute
did not open. The Swiss had given that crewmember [Hoffman] a nice funeral and put a cross
near the rock where he fell. He told about being interned and that conditions were quite good,
lots of freedom. He was interned in a building near a security fence that had a locked gate. One
evening he was advised that the gate would be open sometime that evening and to look for a
fellow in a white shirt. He later recounted how the underground got him to the coast and back to
England. He did comment, ‘Do as the underground tells you.’ He did not once and almost got
shot and captured by the Germans. The underground reprimanded him severely and almost
kicked him out.”
The second 68th aircraft to be lost on the 21st was that flown by Flight Officer Donald F. Tofte.
68th SQUADRON:
68th Sq., #42-95226 C, Tofte
CHANNEL HOPPER
MACR #7286
68th Squadron Crew:
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21 July 1944
TOFTE, DONALD F.
ASN T-123159
Pilot
Interned, returned
Flt Of.
Milwaukee,
Wisconsin
WESSINGER, JAMES C. Jr.
ASN 0-553989
Co-pilot
Interned, returned
2nd Lt.
Columbia,
South Carolina
JAQUIS, JOHN R.
ASN 0-717217
Navigator
Interned
2nd Lt.
Jefferson,
Iowa
ALBERTS, DONALD H.
ASN 0-762880
Bombardier
Interned, returned
2nd Lt.
Brookline,
Massachusetts
JONES, CLARENCE R.
ASN 12096377
Engineer
Interned, returned
S/Sgt.
Utica,
New York
ROGERS, HAROLD E,
ASN 3747600;F
Radio Oper.
Interned
S/Sgt.
Rapid City,
South Dakota
PARSONS, HOYT D.
ASN 34381899-
RW Gunner
Interned
Sgt.
Georgetown,
South Carolina
DOWD, JOHN F.
ASN 20113596
LW Gunner
Sgt.
Interned, repatriated
Bridgewater,
Massachusetts
BROWNING, ALBERT E. Jr.
ASN 36593040
Tail Turret
Sgt.
Interned, repatriated
Detroit,
Michigan
The Missing Air Crew Report states, in part, that at 1002 hours and in the Munich area –
apparently before hitting the target – this ship was last seen flying alone, under control, with no
apparent damages.
Sgt. Dowd, waist gunner, remembers, “We were flying in bad weather on the way to the target,
and the formation had difficulty. In fact, some of the planes had new positions by the time that
we got to the target. We did drop our bombs on the target and were immediately hit by flak.
Some of the flak hit in the bomb bay, some hit engine #3, knocking out our hydraulic system. I
can vouch for the flak as a piece of it scraped the skin off my shinbone. Both Hoyt Parsons (the
other waist gunner) and I were showered with a combination of hydraulic fluid and gasoline.
“We did leave the formation after that, and we saw enemy bandits, but we were looking for our
own fighters for escort at the time. We headed for Switzerland, but with considerable concern as
our bomb bay doors were open and inoperative. The procedure for landing in a neutral country
called for the bomb bay doors to be closed or we could be shot at.
“I do not recall that any of the crew bailed out, but we were ready to do so. (Both Dowd and
Jaquis were officially reported as POWs) We had thrown most of our equipment overboard
including our guns and ammunition to lighten the plane in order to maintain altitude. We crashlanded near Dubendorf.
“I was sent to Adelboden (Beausite) and remained there until early August, then was sent to
Wengen. I escaped from there but was apprehended near Mieux. I was taken to a jail near
Montreaux and interrogated. Apparently they thought I had come from France – and I may have
wandered around and actually had crossed the border. I do not know. I was then sent to a
detention camp at Wauwielermoos, where there were a few Americans, but mostly Polish, Italian
and British soldiers.
“There I was eventually visited by an envoy from the U.S. and was told that I should not have
been held incommunicado by the Swiss. Then sent to Wengen.
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44th Bomb Group Roll of Honor and Casualties
“Later, I again escaped but was captured quickly, and was taken to Hunenberg. An emergency
appendectomy was performed on me, thanks to a Lt. who spoke German fluently and got the
Commandant to get a doctor. This no doubt saved my life. I was repatriated 17 February, 1945.
Both “Yank” and “Stars and Stripes” claimed that Hunenberg and Wauwielermoos were as
rough as most Stalags in Germany.” [See Dan Culler’s book “Black Hole of Wauwielermoos.”]
Tail turret gunner, Albert E. Browning, added, “When we ran into heavy clouds, the formation
broke up, but before the target, we reformed but not in our assigned positions. Flak was
extremely heavy at our altitude, heavier than I had ever seen before. Some German fighters were
seen attacking the formation to our rear and at a lower altitude. Before we could close our bomb
bay doors after the bomb run, flak hit between the fuselage and the right, inboard engine (#3),
and came into the bomb bay, damaging the hydraulic system and rupturing a gas tank where the
wing meets the fuselage. The bomb bay and rear of the aircraft was showered with a mixture of
gasoline and hydraulic fluid. The bomb bay doors remained open and we opened every other
door and window to get rid of that explosive mixture.
“I can remember being by the rear escape hatch with my parachute on, ready to jump. Lt. Tofte
was having trouble with one engine and the prop governor on another, explosion and fire
imminent, so we headed for Switzerland. Finally, Swiss fighter planes guided us to Dubendorf,
where we crash-landed on the grass field, nose wheel collapsing, and we skidded nose down and
tail up into a cornfield adjacent to the airport.
“We were all sent to Adelboden, then split us with the officers going to Davos while we went to
Wengen. I was repatriated near the end of February, 1945 and returned to the 44th BG for a short
while before returning to the States.”
506th SQUADRON:
506th Sq., #42-110034 Bar-R, Allen
SOUTHERN COMFORT III
MACR #7805
Note: Although this aircraft was the third one named SOUTHERN COMFORT, and therefore is SOUTHERN
COMFORT III, it only had “II” painted on the aircraft.
506th Squadron Crew:
ALLEN, JOHN W.
ASN 0-696413
Pilot
POW
2nd Lt.
Tarentum,
Pennsylvania
JACOBS, JOHN R. Jr.
ASN 0-768561
Co-pilot
POW
2nd Lt.
Lansford,
Pennsylvania
HEALY, DANIEL J.
ASN 0-709366
Navigator
POW
2nd Lt.
Buffalo,
New York
FLORA, ORVILLE E. Jr.
ASN 0-765788
Bombardier
POW
2nd Lt.
New Castle,
Pennsylvania
PATELLI, ALEX
ASN 36436916
Engineer
POW
Sgt.
Peru,
Illinois
KEMPOWICZ, JOHN J. Jr.
ASN 13004024
Radio Oper.
KIA
S/Sgt.
Askam,
Pennsylvania
SHAY, WILLIAM E.
ASN 35622574
Well Gun.
POW
Sgt.
Springfield,
Ohio
PETZ, STEVE J.
ASN 36419271
RW Gunner
POW
Sgt.
Stephenson,
Michigan
PRIDAY, GEORGE C.
ASN 13144419
LW Gunner
POW
Sgt.
Washington,
Dist. of Col.
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PACYLOWSKY, FRANK P.
ASN 12157034
Tail Turret
POW
21 July 1944
Sgt.
Arlington,
New Jersey
MACR #7805 states that this aircraft, at 1036 hours in the Munich area, is believed to have been
attacked by twin engined aircraft. It went into a steep dive, under control. The tail gunner (Frank
Pacylowsky) was seen to be firing at pursuing enemy aircraft, which in turn, were being attacked
by our P-51s. One chute was sighted and one chute did not open.
Lt. Dan Healy, navigator, states, “SOUTHERN COMFORT was shot down by an anti-aircraft
battery despite strong evasive action taken by pilots Allen and Jacobs. One engine failed – I
believe #4 – and we stalled, but then righted ourselves when #1 & #2 were adjusted, etc. We had
not bombed Munich because of cloud cover, but bombed a target of opportunity not far from
Munich. SOUTHERN COMFORT had two new engines on one side and two old one on the
other. We could not keep up with the formation then and set off for England alone. When the
battery hit the other engine, the bells went off. I got Lt. Flora out of the nose turret and followed
him out the nose wheel hatch. Kempowicz, radio operator, I was told, did not pop his chute after
the crewmen had put him out through the bomb bay.
“I never saw fighters on us – but then, I couldn’t from my position. We were collected in a small
village (Leonbronn), transported to the Stuttgart area. We were interrogated at Oberusal (near the
Leica Works outside of Frankfurt), then sent by train to Stalag I.
“To the best of my knowledge, all survived except the radio operator who had been at Pearl
Harbor on 7 December 1941, and had also survived a mid-air collision in B-17 training.”
Lt. Orville Flora then added, “Stalag I was located on a peninsula jutting out into the Baltic Sea,
90 miles north of Berlin and just 60 miles from Sweden. Some 10,000 officers including 8,000
Americans were confined in barracks there behind barbed wire.
“For me the war was a short one. I was on my fourth mission when enemy flak struck a wing and
touched off an oil-fed fire. Because of our heavy concentration of 110+ octane gasoline in the
wing tanks, we were under orders to jump anytime we had a fire. So an open field near a small
Austrian village just across the border from Munich provided a convenient landing place and an
opportunity for the village home guard to capture its first American. One member of the
bombing crew, a radio operator, had to be pushed out of the plane and never was heard from
again alive. The others were scattered over 60 miles of German and Austrian countryside before
being taken prisoner.”
Neither of these crewmembers make mention of enemy aircraft, so again it is possible that the
MACR may not be completely accurate.
Note: Lts. Allen, Jacob, Flora, and Healy were all at Stalag Luft I until liberated by the Russians in May 1945.
The second 506th aircraft to be lost and last of the four ships that did not return on the 21st, was
that piloted by Lt. Myron H. Butler.
506th Sq., #42-95142 Bar-K, Butler
CAPE COD SPECIAL #2
506th Squadron Crew:
Entire crew POW
BUTLER, MYRON H.
ASN 0-702232
Pilot
POW
2nd Lt.
Greentown,
Pennsylvania
KINCAID, JACK A.
ASN 0-765257
Co-pilot
POW
2nd Lt.
Sacramento,
California
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McKAY, JOHN E.
ASN 0-712638
Navigator
POW
2nd Lt.
Detroit,
Michigan
PERRY, OLIVER C.
ASN 0-716944
Bombardier
POW
2nd Lt.
Somerset,
Massachusetts
RASMUSSEN, JACK D.
ASN 39243286
Engineer
POW
S/Sgt.
Los Angeles,
California
MANN, ROBERT E.
ASN 11056808
Radio Oper.
POW/Injured
S/Sgt.
Metheun,
Massachusetts
HUMPHRIES, PAUL C. Jr.
ASN 38320472
Well Gun.
POW
Sgt.
Tulsa,
Oklahoma
CONNELLY, JOHN J.
ASN 42009812
RW Gunner
POW
Sgt.
Newark,
New Jersey
DEIFER, LOUIS W.
ASN 35708185
LW Gunner
POW
Sgt.
Mt. Vernon,
Indiana
ERAMO, LEONARD A.
ASN 32804732
Tail Turret
POW
Sgt.
Brooklyn,
New York
The MACR briefly states that the weather was poor, high clouds and haze. At 1038 hours, in
vicinity of Munich, this aircraft called over the VHF to say that they had a three-foot section of
wing tip shot off by flak. However, all four engines were running and the crew was going for
Switzerland.
They did not make it. However, all ten men survived to become POWs. Bombardier Oliver C.
Perry, told me that, “We were hit over Munich and had a very large hole in the wing that made it
most unlikely that we could get back to base. So we proceeded to go toward Switzerland, but we
were hit again before we got there. That was southwest of Munich, over a town named Lorach
(Eurach or Durach?) where we lost an engine and a rear stabilizer was shot off. Not then being
able to make Switzerland, we all bailed out.
“I think that we encountered some fighter action south of Munich, but it was in very cloudy
conditions and they lost contact with us in the 10/10th overcast. We had been told that we would
have had to fly at least eight miles into Switzerland before we could be considered safe as
internees, as those people living in the border area with Germany might be tempted to sell or
give us back to the Germans.
“Our radioman, Robert E. Mann, was injured while either bailing out or upon landing as he had a
broken arm. A few of the crewmembers got banged up on landing, too. We were captured and
made prisoners.
“We were taken to Mulhouse, France and then to a Frankfurt jail for a couple of days; then to
Dulag Luft for interrogation for a few more days before we took the trip to Stalag I, Barth, on the
Baltic Sea. We remained there until the war ended and were liberated by the Russians.”
29 July 1944
Bremen, Germany
The shipbuilding area of Bremen, Germany was the target for this day’s mission. Specific area
was Oslebshausen. 34 aircraft were dispatched but only 32 hit the target due to a collision earlier
only a few miles off the English coast near Cromer. Only one man survived from the two crews.
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67th SQUADRON:
67th Sq. #42-109820 N-Bar, Green
THE WASP’S NEST
MACR #7804
67th Squadron Crew:
Entire crew KIA
GREEN, WILLIAM F.
ASN 0-700447
Pilot
2nd Lt.
KIA, on WOM Cambridge
Hamilton,
Ohio
MORTENSEN, DOUGLAS W.
ASN 0-768169
Co-pilot
1st Lt.
KIA, buried Cambridge (E-3-93)
Port Orchard,
Washington
LENTZ, HERBERT B.
ASN 0-709412
Navigator
2nd Lt.
KIA, on WOM Cambridge
Baltimore,
Maryland
KENNER, JAMES D. Jr.
ASN 0-766282
Bombardier
KIA
King City,
California
BROOME, GARLAND R.
ASN 34623016
Engineer
Sgt.
KIA, on WOM Cambridge
Prentiss,
Mississippi
SHERWOOD, LAWRENCE J.
ASN 39261528
Radio Oper.
S/Sgt.
KIA, on WOM Cambridge
Oceanside,
California
LANDRY, HENRY C.
ASN 31143933
RW Gunner
KIA
Sgt.
Meridan,
Connecticut
McARTHUR, EARL R.
ASN 11017929
LW Gunner
Sgt.
KIA, on WOM Cambridge
Brattleboro,
Vermont
BYERS, CLIFFORD L.
ASN 37704580
Tail Turret
Sgt.
KIA, on WOM Cambridge
Hereford,
Colorado
2nd Lt.
The MACRs for these two aircraft will be covered together as the information is almost
identical. At 0830 hours and with visibility fair, the above aircraft was flying in #3 position of
low left element. While the formation was in a turn, this element slid under the center section of
formation. 2nd Lt. Eberhardt, pilot in aircraft #42-95309, came down and its #2 propeller
chewed off the tail of aircraft #820, Lt. Green’s. This aircraft, The Wasp’s Nest, went into a dive
immediately, while #309, Eberhardt’s, went into a flat spin.
Four chutes were in the air from both aircraft, two of which were caught in the falling debris.
Air-Sea Rescue boats were dispatched immediately to the area but they did not arrive in time to
save any lives. However, they did recover the bodies of Mortensen, Kenner and Landry – all
from Green’s crew, with the six others being listed on the Wall of the Missing.
One man from Eberhardt’s crew, and the only man to survive from either aircraft, was S/Sgt.
Alva F. Favors. Sgt. Favors was picked up by Dutch seamen in a boat that was in the area at the
time of the collision.
506th SQUADRON:
506th Sq., #42-95309 Bar-V, Eberhardt
MACR #7803
506th Squadron Crew:
Eight Men Listed on the Wall of the Missing in Cambridge
EBERHARDT, BERNARD J. Jr.
ASN 0-681359
Pilot
2nd Lt.
KIA, WOM Cambridge
Philadelphia,
Pennsylvania
AIROLDI, JOHN A.
ASN 0-759546
Co-pilot
2nd Lt.
KIA, WOM Cambridge
Joliet,
Illinois
GLEICHENHAUS, SEYMOUR
ASN 0-702411
Navigator
2nd Lt.
KIA, WOM Cambridge
New York City,
New York
BEIRNE, MILTON R.
ASN 0-699505
Bombardier
2nd Lt.
KIA, WOM Cambridge
Richmond,
Virginia
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FAVORS, ALVA F.
ASN 35572908
Engineer
Rescued
S/Sgt.
Frankton,
Indiana
RANIELLO, JOHN V.
ASN 31269979
Radio Oper.
S/Sgt.
KIA, WOM Cambridge
Brockton,
Massachusetts
PARKER, VICTOR
ASN 33586476
RW Gunner
Sgt.
KIA, WOM Cambridge
Philadelphia,
Pennsylvania
GARRETT, WAYNE D.
ASN 39294443
LW Gunner
Sgt.
KIA, WOM Cambridge
Lomita,
California
BEHNKE, GEORGE C.
ASN 32736648
Nose Turret
Sgt.
KIA, WOM Cambridge
Syracuse,
New York
GROSS, GALE H.
ASN 39167088
Tail Turret
S/Sgt.
KIA, buried Cambridge (F-1-71)
Vancouver,
Washington
Except for Sgts. Gross and Favors, all other men from this crew are listed on the Wall of the
Missing at Cambridge American Cemetery. Apparently the body of Sgt. Gross was recovered
later after the MACR was prepared, as his burial place is shown to be at Cambridge, England.
Sgt. Favors was taken to a hospital.
After recovering from his injuries, Sgt. Favors was returned to Shipdham. Sgt. Harry Lemond,
formerly of the 464th Sub-depot at Shipdham, noted that Sgt. Favors was taken off combat as he
was over 30 years of age at that time and was placed under the supervision of Sgt. Lemond
repairing airplanes. Sgt. Favors told Lemond that he saw the collision coming, had his chute on,
and was attempting to escape the aircraft when the collision occurred! He said that the formation
was executing a turn to the left when the two aircraft approached each other on a collision
course. Apparently this forewarning was sufficient for him to get to snap on his chute and to get
free of the aircraft without serious injury. He stated that an ammunition can fell on him as he
tried to get out. Except for that, shock and exposure, he was not seriously injured.
Also, I am told that later, Sgt. Favors became a Crew Chief on General Leon Johnson’s aircraft
for a period of time.
Another account states that Sgt. Favors was standing between the two pilots at the time of the
collision. Lt. Green’s ship came in too close and the props on his plane hit the pilot’s
compartment of his plane and sheared off Eberhardt’s head. The nose turret on Green’s plane
with the gunner in it went down like a sinker. Airoldi (the co-pilot) took over and tried to get out
of a flat spin, but could not. Favors bailed out. He went around and around with the plane. Some
force kept him close to the plane and he could not open his chute. He finally pushed himself
away and pulled the ripcord. He hit the water and his chute pulled him under and he almost
drowned. Finally, he got it off and was picked up by a British Air Sea Rescue boat (after 15
minutes in the water). They brought him around with brandy. It was said that when he returned
to the base and his hair turned from red to gray or white
6 August 1944
Hamburg, Germany
Hamburg is another great port city in Germany, but this day an oil refinery was the target for the
bombs of the Group. Our bombs hit directly on the MPI (Mean Point of Impact) with 80% within
1,000 feet. No enemy aircraft was observed, but flak was intense and accurate. One of the 66th
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Squadron’s PFF aircraft, which was flying deputy lead for the 492nd BG, was hit by flak just
after the target and did not return.
66th SQUADRON:
66th Sq., #42-95561 I+, McKenna
STORMY WEATHER
MACR #8081
McKENNA, JAMES P.
ASN 0-693866
Pilot
KIA
Bronx,
New York
BYRNE, AUSTIN P. (492nd BG)
ASN 0-25011
Command Pilot
Capt.
KIA, WOM Netherlands
Ventura,
California
GRENO, PAUL J.
ASN 0-817662
Co-pilot
1st Lt.
KIA, WOM Netherlands
Pittsburgh,
Pennsylvania
GOO, WILLIAM L. Y.
ASN 0-711390
Navigator
lst Lt.
KIA, WOM Netherlands
Bremerton,
Washington
TUCKER, EMMETT Z. Jr.
ASN 0-752633
Pilotage-Navigator
POW
1st Lt.
Greensboro,
North Carolina
LEROUX, VINCENT W.
ASN 0-802651
Nav-Radar
POW
2nd Lt.
Toledo,
Ohio
FORSETH, VERNON E.
ASN 0-701588
Bombardier
POW
1st Lt.
Iola,
Wisconsin
SHELDON, STANLEY W.
ASN 11116435
Engineer
T/Sgt.
KIA, WOM Netherlands
Oakland,
Rhode Island
KOVACH, RAYMOND J.
ASN 3532716?
Radio Oper.
POW
T/Sgt.
Cleveland,
Ohio
HOBBS, DOUGLAS U.
ASN 34529824
RW Gunner
POW
S/Sgt.
Manchester,
Tennessee
MILLER, DONALD R.
ASN 36805649
LW Gunner
POW
S/Sgt.
Beloit,
Wisconsin
GAUDIN, PERCY J.
ASN 18151328
Tail Turret
POW
S/Sgt.
Destrehan,
Louisiana
66th Squadron Crew (one exception):
1st Lt.
Note: Capt. Byrne was from the 857th Bomb Squadron of the 492nd Bomb Group.
The MACR includes this information: “Just after target, this aircraft was hit by flak and went
into a tight spin. Two chutes were seen at first, then eight more. Plane was seen to blow up when
it crashed. Pilots apparently were able to pull it out of the spin once or twice, but then it would
go back into a dive again. It crashed in the target area, with seven of the twelve men on board
surviving.” There was no accounting for the other three chutes observed (ten chutes).
2nd Lt. Vincent W. LeRoux, navigator-radar on board this stricken aircraft, adds, “The mission
was routine until we hit Germany – all equipment was working beautifully. We came in over the
North Sea and flew south into Germany. It was a thousand-plane raid and shortly after entering
Germany, we split in two. 500 planes went on to Berlin and our 500 hit Hamburg.
“We had extensive flak all the way in but received no damage. Shortly after bombs away, I heard
someone yell, ‘Look out!’, and we dropped about 1500 feet out of formation. We had sustained a
hit in the nose knocking out the intercom. Later, I was told the #3 plane (in our element) came up
and over us, then dropped down on us, forcing us out of formation to avoid a collision.
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“Both of the men in the nose section watched helplessly while they observed one German
Battery begin tracking their plane. With the intercom out, they couldn’t warn Lt. McKenna. Just
as we were about to rejoin our formation, they hit us with all four guns. We were hit in the nose,
the waist and the #3 engine. This engine exploded and two cylinder heads from it came through
the side of our ship and landed in my lap! I lost six to eight layers of skin from my palm when I
tried to dislodged those burning hot objects.
“Immediately, the flight deck floor ignited, with flames two to three feet high. Lt. Goo seemed to
have been hit by the flak as he kept staggering around, holding his stomach. I pushed him back
into his seat several times, but he wouldn’t, or couldn’t stay there. The fire extinguisher was
behind Lt. Greno, co-pilot, and I tried to reach it. However, Captain Byrne was frozen to the
bulkhead and I couldn’t get past him. I tried to pry his hands loose but was unable to do so.
Finally, I gave up and turned around to see the flames were licking at Sgt. Sheldon’s feet – and
he was still in the top turret operating his guns.
“Escape from the flight deck through the bomb bay was impossible by now, and my hand was so
badly burned I doubted if I could pull myself up and out of the top hatch. So I was in a quandary.
Finally, I saw the hole that the cylinder heads made in the side of the plane and decided that was
my way out.
“I was fortunate that day as I had just picked up my new back pack chute and had worn an
asbestos-lined suit for the first time. Without that fireproof suit, I probably would have lost my
right leg. If I had had my old chest pack, I would have been unable to exit through the hole in the
side of the ship. I threw myself out head first, but caught my feet in my chair or something. I
kept swinging back and forth in the slipstream until I finally tore loose.
“Shortly after I ripped free, the plane went into a dive that turned into a spin. I was captured
shortly after landing.”
Douglas Hobbs, right waist gunner, sent additional information, “We were a ‘mickey ship’ radar
equipped for bombing through cloud cover. But being clear weather over the target, this
equipment was not necessary and not utilized.
“Just after bombs away, someone observed another B-24 in an extreme attitude, practically
upside down and above us. The pilots put our ship in a nose down attitude, diving down to avoid
the other ship. Then, when we were attempting to return to the formation, we were hit by antiaircraft artillery fire just before we were returning to our slot in the formation. Our ship was
struck two or three times in the area forward of the bomb bay – and perhaps in the bomb bay as
well. The result of these hits was that something in the bay exploded and started to burn. Fire
was streaming back past the right side waist window where I was. This all happened
immediately after the flak hit.
“Someone said, ‘Let’s get out of here!’ and we left the ship. There was never any
communication from the front of the ship to advise us to jump. (Intercom knocked out?) The
action of the ship at this time was not violent, but more like a falling leaf.
“The officers went to Barth, Germany, to Stalag Luft I and the enlisted men to the new Stalag
Luft VI and Stalag Luft IV. We were liberated by the English in early May, 1945.”
Lt. Emmett Tucker said, “I was flying a make-up mission to catch up with my regular crew (Lt.
Peterson) and was in the nose turret. When the plane went into that tight spin, I was unable to
move for quite a while. But when the plane came out of the spin, I bailed out. The bombardier,
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Forseth, went out first, then the navigator and then me. I think the pilot and co-pilot were killed
by the flak hits because when I went out of the bomb bay, I could see no movement in the upper
part of the plane. Smoke was very bad, though.”
Major Heaton, the Command Pilot in a 66th Squadron aircraft piloted by Capt. Raymond Craig,
wrote, “On the bomb run flak was intense. We were briefed for a descending left turn after bomb
release. This we did, only to plunge into the densest flak I saw in 25 missions. As Command
Pilot, I was sitting in a sling between the armor plates behind the pilot and co-pilot. We took a
155 through the fuselage forward of the tail turret. Fortunately, it went off above the plane, but
we lost one engine and the ship was well perforated. The deputy wing lead, with Byrne aboard,
had been on our right wing. In the dense flak he swooped above us and to the left. He looked
okay, but started to slip toward us. I put my left foot on the pilot’s control column and shoved,
sending us down and out of the way. We lost about 4,000 feet, feathered the bad engine and
limped back to the 44th on the remaining two and a quarter engines, landing on one good and
one flak-shattered tire. Nobody aboard was scratched.”
Note: Heaton describes Byrne’s role as Deputy Command Pilot and states that Byrne was the Operations
Officer of the 492nd’s 857th Squadron.
In 1946, a British salvage team visited the crash site and removed two bodies (Byrne and Greno).
They were buried in the Ardennes National Cemetery at Neuville-en-Condroz, Belgium.
8 August 1944
La Perth Airfield, Romilly, France
The target was hit visually with excellent results. Our fighters provided excellent coverage.
However, one 506th Squadron aircraft went down shortly after the target. The crew was
observed to bail our approximately 60 miles east of Paris.
506th SQUADRON:
506th Sq., #42-100415 Bar-Y, Komasinski MY PEACH
MACR #8080
506th Squadron Crew:
KOMASINSKI, BERNARD J.
ASN 0-700477
Pilot
Evadee, returned
2nd Lt.
Michigan City,
Indiana
GIPPERT, WINFIELD S.
ASN 0-696765
Co-pilot
Evadee, returned
2nd Lt.
Rock Island,
Illinois
MICHAELS, EDGAR W.
ASN 0-717473
Navigator
Evadee, returned
2nd Lt.
Pittsburgh,
Pennsylvania
LAIN, CHARLES H.
ASN 0-717078
Bombardier
Evadee, returned
2nd Lt.
Bradley,
Illinois
SCHAEFFER, FRANK N.
ASN 16116632
Engineer
Evadee, returned
S/Sgt.
Milwaukee,
Wisconsin
McKEE, JOHN H.
ASN 16079990
Radio Oper.
POW
Sgt.
Michigan City,
Indiana
BROTT, NELSON E.
ASN 32855843
RW Gunner
Evadee, returned
Sgt.
Troy,
New York
BOHENKO, WALTER E.
ASN 13108425
LW Gunner
Evadee, returned
Sgt.
McKeesport,
Pennsylvania
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RICHARDSON, COLEY W.
ASN 34129217
Ball Turret
S/Sgt.
Wounded, evacuated
Conway,
South Carolina
HULEWICZ, STANLEY J. Jr.
ASN 35914236
Tail Turret
Evadee, returned
Cleveland,
Ohio
Sgt.
The MACR variously reported this ship with #1 and #4 engines out. Then #2 engine caught on
fire shortly after the target. Crew bailed out approximately 60 miles east of Paris while the plane
itself, apparently on AFCE (autopilot) continued on in flight, burning.
Frank Schaeffer, Engineer, remembers: “The mission was delayed for several hours because of
the ground fog. This was our sixth mission.
“Because the prop governor was faulty on #2 engine, I was told to stay on the flight deck to
monitor the engine RPMs with the synchronizing switch. Sgt. Nelson Brott took my place in the
top turret. One of our gun positions was left unmanned.
“As I recall, there was little to no flak up to the point of the target area. While on the bomb run
and with the bomb bay doors open, the #2 engine began to speed up and the synchronizing
switch would not slow it down. We had a runaway prop that was turning over at 4500 RPMs.
Our co-pilot, Gilbert, operated the fathering button and closed the throttles, but the propeller
would not feather.
“I went to the forward end of the bomb bay to turn off the fuel selector valve and booster pump
switch to that engine. But the engine continued to run wild and the oil pressure went to zero. The
engine continued to howl and shake violently. I was afraid the prop would come off and fly right
through the fuselage. By that time we had reached the target and the bombardier, Lain, had
released the bombs. I had dropped my flak suit and removed my helmet, head set, oxygen mask
and gloves in order to more easily cope with that runaway engine.
“I heard no bailout order or bell. Suddenly, the co-pilot raised out of his seat and headed back.
With my parachute snapped on, I tapped Brott, who was in the top turret, on the knee and
motioned for him to come down. Then I got into the bomb bay and suddenly thought that,
because I had not heard any bailout signal, I’d be the first one out. In order to get out of way of
others, I swung out and around the bomb rack in order to move back on the catwalk. With the
chest pack on I could not go along the catwalk between the bomb racks.
“When I made my move around the bomb rack, the handle of my ripcord caught on a bomb
shackle and it pulled out about ¾ inch. I pushed it back in, but the damage had been done. The
chute started to spill out. I started to bundle the folds of my chute in my arms. However, the
wind going through the ship spilled even more of the chute onto the catwalk. Frantically, I
gathered the remaining folds in to my arms.
“It was now or never, so I moved to the forward end of the aft bomb bay section. There I rolled
head first off the catwalk and out the right side of the bomb bay. The chute was immediately
pulled out of my arms. A moment later I was swinging violently. Overhead I could see the chute
fully open, but there were three rips, each about a foot long in the panels.
“While drifting down in the silence I searched for our ship. Then I saw it about a mile away
flying level. There was a long trail of black smoke behind it. While looking, I saw that one of my
fellow crewmen was below me. I yelled as loud as I could, but got no answer. When I was a few
thousand feet from the ground, I noticed two bicycles or motorcycles running along a road. A
little lower and I could see people running out of houses and along the road. I prepared to land
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with my knees slightly bent. On impact my legs folded and I fell backward. Being dragged by
my un-spilled chute, I quickly collapsed it.
Frank managed a successful evasion, thanks to the many Frenchmen who hid and helped him.
Nelson E. Brott, right waist gunner, sent additional information, “Coley W. Richardson was
assigned to our crew for that mission when our regular member, Frank La Fazia, was placed on
guard duty. He was our ball turret gunner. This was our seventh mission.
We had been flying at 25,000 feet, I bailed out at about 22,000, landed about 100 to 200 feet
away from my co-pilot, Lt. Gippert, as we both pulled a delayed jump. Luckily, we landed in a
corn field and there to greet us quite unexpectedly, were members of the French Forces of the
Interior.
“They hid us in the woods away from all civilization where we had to fend for ourselves for
food. We caught rabbits in snares, drained a pond, stripped, and then went into the mud and ooze
to catch carp. They provided us with our civilian clothes, we threw away our dog tags, and hoped
we’d never be caught as we would have been shot as spies.
“But it was only about a month until the American Forces came through near us and liberated us.
What a celebration that was! Coley W. Richardson was seriously injured, eventually being
evacuated back to the States on 23 December, 1944.”
The following information comes from Coley Bill Richardson, Jr., Coley Richardson’s son:
“After my dad was shot down, he was severely injured in a hard parachute landing. His right leg
was compound fractured at the knee joint. He, too, was contacted by the French underground,
but after seeing his condition, they left him. They said, ‘The Nazis are your best chance for
survival.’ They were right. After the underground left, the Nazis captured my father. He was
taken to a POW hospital and though he was roughly treated while the leg was being screwed and
pinned together, he did survive.”
To sum up, the entire crew bailed out and made it with a few of being injured in landing. Eight
were taken care of by the French underground and became evadees while the other two were
taken prisoner.
A second aircraft and crew was lost by the 506th Squadron . This second aircraft was one of the
eight sent out on the mission to La Perth by the 506th Squadron, but was forced to abort.
506th SQUADRON:
506th Sq., #42-50328 Bar-D, Jacobs
PREGNANT PEG
Note: This aircraft was also known as FLYING LOG.
506th Squadron Crew:
Entire crew KIA
JACOBS, MYRON G.
ASN 0-700615
Pilot
KIA
2nd Lt.
Muscantine,
Iowa
HARMON, HOWARD K.
ASN 0-556125
Co-pilot
KIA
2nd Lt.
Salt Lake City
Utah
McDARIS, FREDERICK F.
ASN 0-719113
Navigator
KIA
2nd Lt.
Inola,
Oklahoma
WARD, KENNETH P.
ASN 0-716788
Bombardier
KIA
2nd Lt.
Burlington,
Iowa
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44th Bomb Group Roll of Honor and Casualties
GROGG, EMIL L.
ASN 33566080
Engineer
KIA
S/Sgt.
Dunmore,
West Virginia
WHALEN, JACK V.
ASN 16162293
Radio Oper.
KIA
S/Sgt.
Decatur,
Illinois
BELL, ROBERT J.
ASN 11106940
RW Gunner
KIA
Sgt.
Springfield,
Massachusetts
BREAKEY, KARL D.
ASN 33408973
LW Gunner
S/Sgt.
KIA, buried Cambridge (E-4-53)
Johnsonburg,
Pennsylvania
JONES, SHIRLEY A.
ASN 39680958
Arm/Gun
KIA
Sgt.
Largo,
Florida
BORGSTROM, ROLON D.
ASN 39917713
Tail Turret
KIA
Sgt.
Tremonton,
Utah
As this aircraft was had no survivors, there is very little available information about this aircraft
and crew. The 506th records only briefly state that, “Bad day for our Squadron as we lost two
crews and ships. Lt. Jacobs and crew, in #328, crashed near our field due to engine failures and
burst into flames. All crew members being lost…”
The 44th BG Operational Report for August probably clarifies the situation. It states, in part:
“The other aircraft aborted [from the mission] because of mechanical reasons [engines?] and
returned to the field. While flying the traffic pattern, the aircraft suddenly spun in and crashed
with a full load of bombs [6 x 1000 lb.] on board. All crew members perished.”
The crash site was 2 miles northeast of the base near Yaxham.
9 August 1944
Saarbrucken, Germany
Actually, the primary target was Sindelfingen, Germany but due to adverse weather, the mission
was officially recalled. However, 17 of our aircraft bombed the secondary at Saarbrucken with
excellent results. In addition to two men severely wounded in a 68th Squadron aircraft, the 66th
Squadron lost one man over Germany.
66th SQUADRON:
66th Sq., #41-28785 B+, Peterson
Crewmember bailed out
66th Squadron Crew:
PETERSON, WILLIAM O.
Pilot
1st Lt.
DAVIES, HUGH J.
ASN #0-682819
Co-pilot
POW
1st Lt.
WILLIAMS, LOWELL E.
Navigator
1st Lt.
ROSS, ARTHUR B.
Navigator-GEE
1st Lt.
PARTRIDGE, WILLIAM R.
Navigator-PFF
2nd Lt.
LAFORM, JOE J.
Bombardier
Capt.
ST. LAURENT, ANTHONY R.
Radio Oper.
T/Sgt.
KELLEHER, MICHAEL J.
Eng./Top Turret
T/Sgt.
FOGELSTROM, EUGENE B.
Ball Turret
S/Sgt.
SCOTT, CLARK S.
RW Gunner
S/Sgt.
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Ohio
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9 August 1944
BLOTCHER, MALVIN N.
LW Gunner
S/Sgt.
GIVENS, ARTHUR M.
Tail Turret
S/Sgt.
Note: Fogelstrom later became a POW (24 August 1944).
This PFF aircraft was piloted by 1st Lt. William O. Peterson with a crew of twelve men. It was
hit by flak on the bomb run which severed rudder control cables. Co-pilot Davies, realizing the
aircraft to be out of control, rang the bailout bell and then proceeded to bail out himself. This
occurred about 10 miles west of Saarbrucken, Germany at 1125 hours. His chute was observed to
open after dropping about 4,000 feet. Later, the Germans reported him a POW.
When hit, the aircraft started “washing and weaving” to such an extent that when Lt. Davies
tested the aileron and rudder controls, he believed the aircraft to be out of control. He got up
from his seat, rang the bell, put on his chute and exited the plane through the bomb bay section.
Michael J. Kelleher, engineer, watched him go down and saw his parachute open. The remainder
of the crew returned to base after the plane was brought under control.
Lt. Davies told me that, “This was my 33rd mission and I had observed several planes hit, blow
up and no parachutes. So when we were hit and all control was lost, I panicked – and have had to
live with that fact all of these years. It is a very tough thing to live down – and to forget. I could
never discuss the war and always changed the subject when it came up in conversations. It has
affected me for all of these years.
“I came down right in the middle of a German flak battery in Saarbrucken and of course, soon
taken prisoner. Then two young German officers held me and let an old man beat me with a large
club before taking me to jail.”
S/Sgt. Eugene B. Fogelstrom. tail gunner on this plane, also added, “I heard the alarm go off
back in the tail, but the waist gunners hadn’t. So we were slow in responding. Someone from the
front came back to check on us and by that time, Lt. Peterson decided we weren’t in such a bad
situation, having established some control with the autopilot. Mike Kelleher, engineer, came
back looking for damages and found the stabilizer cable severed, so we used a short ammo strip
to splice the cable together. But, as I remember, the splice was never used as the autopilot was
doing the job. Our pilot even landed the plane by manipulating the toggles on the autopilot
system. The plane was classified A-C damage.”
William R. Partridge wrote: “You had my crew right in the 66th. I was on the mission when
Davies bailed out. The cable on the horizontal stabilizer was severed, but the plane worked on
autopilot and Bill Petersen landed the aircraft on autopilot – even though the gunners had
reconnected the cable using an ammunition belt. Fun days. Petersen’s crew finished up and I
flew 14 more missions with the various crews in the 44th, mostly with Seever [Lt. R.G. Seever].
Such was the life of a Mickey Operator.”
68th SQUADRON:
68th Sq., #41-29156, Collins
V-PACKET
Injured crewmembers
68th Squadron Crew:
COLLINS, J. R.
Pilot
2nd Lt.
SCHUYLER, FRED B.
ASN 0-820840
Co-pilot
Injured
2nd Lt.
MORGAN, EARL J.
Navigator
2nd Lt.
KENNEDY, ROBERT W.
Bombardier
2nd Lt.
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HILL, DONALD R.
Radio Oper.
Injured
S/Sgt.
DRESSLER, TED W.
Eng./Top Turret
S/Sgt.
COHN, WALTER M.
RW Gunner
Sgt.
GENGLER, JAMES N.
LW Gunner
Sgt.
REXFORD, WILLIAM J.
Tail Turret
Sgt.
Bellaire,
Michigan
The group encountered intense and accurate barrages of flak over the target. Two men of the
68th were wounded by flying flak fragments: Lt. Fred B. Schuyler and Sgt. Don R. Hill. Lt.
Schuyler was evacuated back to the States on 16 October 1944. Sgt. Hill was treated at the base
hospital, recovered, and completed his tour of duty on 28 February 1945.
12 August 1944
Airdrome, Juvincourt, France
Visual bombing again proved to be excellent. No enemy resistance was encountered and fighter
support was good. However, one 506th aircraft failed to return.
506th SQUADRON:
506th Sq., #42-110024 Bar-P, McGuire
OLE COCK
MACR #7896
506th Squadron Crew:
McGUIRE, THOMAS J.
ASN 0-817721
Pilot
KIA
2nd Lt.
Elmhurst, L.I.,
New York
TITUS, DUDLEY G.
ASN 0-556131
Co-pilot
2nd Lt.
KIA, buried Normandy (G-26-25)
Lake Grove,
Oregon
CRAWFORD, PETER G.
ASN 0-717392
Navigator
Evadee, returned
2nd Lt.
Springfield,
South Carolina
TURLEY, MERLE G.
ASN 0-716997
Bombardier
POW
2nd Lt.
Tulsa,
Oklahoma
KRAMER, EDWARD
ASN #31308781
Engineer
POW
S/Sgt.
Chelsea,
Massachusetts
CULLINANE, JOHN C.
ASN 12126106
Radio Oper.
POW
S/Sgt.
New York City.
New York
REINER, ROBERT J.
ASN 13152107
Arm/Gun
Evadee, returned
Sgt.
Philadelphia,
Pennsylvania
DANIELS, CARL E.
ASN 32669213
RW Gunner
KIA
Sgt.
Sidney,
New York
NOKES, JAMES C.
ASN 33733373
LW Gunner
POW
Sgt.
Brunswick,
Maryland
HANSEN, JOSEPH L.
ASN 36738150
Tail Turret
POW
Sgt.
Chicago,
Illinois
The MACR states, in part, that this aircraft left the formation at 1037 hours, losing altitude. The
pilot called to say he was low on fuel. He was advised to call for fighter cover and then head for
Allied lines. He called again to say that #3 engine had cut out and the fuel tank to #4 engine was
empty. When last seen, he was headed for Allied lines and escorted by fighters. They crashed
near Pont L’Eveque, France.
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Both Lt. Crawford, navigator, and Robert J. Reiner, gunner, bailed out, evaded capture, and with
the assistance of the French Underground, returned to duty on 31 August 1944. Only 19 days
from date of mission until they returned to duty! Five other men survived to become POWs.
I spoke with Peter Crawford, the navigator, and he provided the following information: Shortly
after bombing the airfield in France, one engine failed, thought to be caused by flak. Shortly
thereafter, another engine also failed, so Peter gave his pilot directions to the nearest Allied
airfield to land. However, the plane lost altitude too quickly, and it was necessary for the crew to
abandon ship. Peter said that it was about 12,000 feet when he bailed out, but that he free fell
down to about 800 feet before he opened his chute because the Germans were shooting at them.
As soon as he landed, he started running, and kept it up for about five miles. Shortly thereafter,
he was contacted by the French Underground and they quickly got him near the British/Canadian
troops, and away from German capture.
I asked him if all of the crew bailed out and he was quite sure that both pilots remained with the
plane. The pilot, Thomas J. McGuire, had several times stated that, “Like the captain on a ship,
the pilot should stay with his airplane.”
As both McGuire and Titus (the co-pilot) were KIA, one could assume that they elected to stay
with their plane. But, of course, another possibility could be that when down to the lower
altitude, German gunners could zero in on it with small arms fire or anti-aircraft guns to shoot it
down. Also, one gunner, Carl Daniels, also was KIA. It is not known if he remained with the
plane or was killed coming down in his parachute.
Peter said that as soon as the pilot gave the orders to bail out, he was the first one out, followed
by the bombardier, Merle Turley.
After returning to the base at Shipdham and relating everything that happened to him on the 12th
of August, evasion and assistance by the French, Crawford asked to be put back into combat.
However, he was not permitted to do so, but was never told why not. After some weeks, and no
job found for him, he asked to be returned to the States, and was.
Merle Turley, the bombardier, provided the following account: “We were in the 44th/506th for a
very short time. As I recall, only a couple of weeks. Therefore, I met very few other airmen and
have to admit that I cannot, at this time, remember any outside of my crew. We flew nine
missions in the ten days that we were in the 44th, and did not return from our ninth mission.
“On the morning of the 9th mission, we had breakfast very early and were briefed on the
mission, then driven to our plane in a truck. Upon arriving at our plane, which was named “Old
Cock,” we did our walk around and other pre-flights and were told by the ground crew chief that
our fuel had just been topped out full.
“After takeoff, and arriving at assembly area, our flight engineer, Edward Kramer, reported that
we were low on fuel by the gauges. After much conversation between the pilot, McGuire, and
the flight engineer, the pilot made the decision that after the conversation with the ground crew
chief, that the gauges were at fault and that we would continue on the mission.
“The mission was supposedly a ‘milk run’ to hit the runways at an airport near Paris, which was
really a short mission. After dropping the bombs and the squadron headed home, the fuel gauges
were indicating that we were very low on fuel and in a short time after this, the operation of the
engines indicated that we were, indeed, low on fuel. At this time we radioed for a friendly
landing strip on the peninsula taken by the recent invasion.
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“We left the protection of the squadron and shortly were intercepted by three P-51s escorting us
to the friendly base. The pilot feathered the engines, we threw out all excess baggage to lighten
the weight of the plane, and put the plane in a descending glide in order to conserve fuel.
“As we approached friendly territory, the plane was so low that ground fire was beginning to hit
the plane. For fear of disabling, the pilot ordered the crew to abandon the airplane. Seven
parachuted out, two evaded, and five were captured and interned as POWs. Also, the pilot,
Thomas J. McGuire, the co-pilot, Dudley Titus, and gunner, Carl E. Daniels, were killed in the
crash of the plane. Why they did not bail out, I don’t know.
“Joe Hansen and I were captured together and taken to the front line POW camp where we were
held for about a week then loaded in trucks headed for the interior of France. After some days in
a truck, we arrived at Charlon, France. Here, again, I met with Hansen and Sgt. James Nokes.
Here the officers were separated from the enlisted men and we were put in boxcars for seven
days and arrived at Frankfurt, Germany interrogation camp.
“After about a week there, we were loaded in trains and arrived at a permanent POW camp,
Stalag Luft I, in Barth, Germany. There, I stayed until the end of the war and was liberated by
the Russians on 2 May 1945. I was flown from Barth, Germany airport on 12 May in B-17s. We
arrived at Camp Lucky Strike 15 May. Sailed from Camp Lucky Strike 14 June on the USS
Admiral Mayo. Docked in Boston Harbor and arrived at Camp Miles Standish on 21 June. Left
by train for Fort Chaffee in Ft. Smith, Arkansas on 22 June.”
13 August 1944
Road Junctions between Le Havre and Rouen, France
Bombing results were very good for the 25 aircraft dispatched against this target. No enemy
aircraft was observed, but the flak was heavy and accurate, causing the loss of another 506th
Squadron aircraft and crew.
506th SQUADRON:
506th Sq., #42-95150 Bar-B, Milliken
PASSION PIT
MACR #8322
MILLIKEN, JOHN L.
ASN 0-693063
Pilot
1st Lt.
POW, escapee, returned
Little Neck,
New York
MANIERRE, WILLIAM R.
ASN 0-702308
Co-pilot
POW
1st Lt.
Lake Forest,
Illinois
BERTOLI, ROBERT J.
ASN 0-708393
Navigator
POW
1st Lt.
Cleveland Heights,
Ohio
STOVROFF, IRWIN J.
ASN 0-1995783
Bombardier
POW
2nd Lt.
Buffalo,
New York
RICHARD, MARTIN W.
ASN 38483211
Engineer
POW
T/Sgt.
Grand Chenier,
Louisiana
BECKWITH, KENNETH E.
ASN 38276416
Radio Oper.
POW
T/Sgt.
Gray,
Oklahoma
LARKIN, MORRIS WILLIAM
ASN 11050469
RW Gunner
POW
S/Sgt.
Revere,
Massachusetts
LARSEN, DARRELL E.
ASN 19176307
LW Gunner
POW
S/Sgt.
Ventura,
California
506 Squadron Crew:
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ALLEN, LEON J.
ASN 338402646
Arm/Gun
POW
S/Sgt.
Oklahoma City,
Oklahoma
GUEBARD, VIRGIL R.
ASN 15328202
Tail Turret
POW
S/Sgt.
Ft. Wayne,
Indiana
Statements in the MACR include, “At 1321 hours, this aircraft was hit by flak. #1 and #2 engines
burst into flames and it slid out of formation, under control. Nine chutes observed to open before
aircraft exploded and crashed.” Six other 506th aircraft received heavy damage.”
Lt. John Milliken stated that, “Your information (MACR) is quite accurate. Our plane’s name
was PASSION PIT, which was named after the basement bar of the Santa Rita hotel in Tucson,
Arizona where we took our phase training. This plane had been our regular one since 14 June
1944. We had arrived on the 6th of June and were assigned this one on the 14th. It belonged to
the 506th Squadron and was designated ‘B’ for Baker.
“They had raised the tour requirement to 33 missions and this one was our 31st. I found out later
that they had lowered it to 31 that day. If we had returned, they would have told us it was our last
mission! (Beckwith was on 30th)
“This raid required a long bomb run over, the Falaise pocket. We had three road intersections in
a direct line where we were supposed to drop 1/3 of our bombs on each one to stop the Germans
from escaping Patton’s pincher. It was too long and straight a run. The first flak burst did knock
out both #1 & #2 engines and set us on fire. I was flying deputy group lead (#2) and had a hard
time sliding out of the box without hitting others.
“We all bailed out and were captured by the Germans. I escaped that night by jumping out of a
canvas-back German G.I. truck that was taking us back to Germany. I walked through the
German front lines and joined the advancing Canadian 1st Army four days later.
“No one was hurt as far as I know except Larson, who suffered a wrenched back that he still has
today. He escaped before the end of hostilities when he was being marched across central Europe
by the Germans. Stovroff, a Jew, was beaten up and given a bad time by the S.S.
“The rest of my crew were prisoners ‘till the end of the war. They are all alive and I correspond
with them occasionally.”
John McClane, a navigator on Lt. Peritti’s 68th Squadron airplane, tells his observation of this
event: “The 506th Squadron was perhaps a half mile ahead of us or less. As they approached the
river, very heavy and accurate flak burst in their formation. I was looking directly at it when one
of their planes (Millikens) started to burn. The plane fell out of formation and the crew bailed out
just in time.
“As I looked at it, the plane exploded in front of us. There was a monstrous explosion, the plane
literally disintegrated before my eyes. The engines were torn from the wings and went tumbling
through the sky with their props windmilling as they fell in a large non-linear arc. The wings and
the fuselage and tail were torn to shreds.
“As the pieces of aluminum drifted and twisted while they fell, with each turn the sun would
reflect off their surfaces back into my eyes as if they were mirrors. But the most spectacular sight
was the fuel cells which had been torn from the wings. They did not explode their gasoline, but
rather they burned in huge orange tongues of flames streaming out behind the cells as they fell in
a wavy fashion toward the earth.
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44th Bomb Group Roll of Honor and Casualties
“But now we must fly straight through that same shooting gallery, and would we suffer the same
fate? It was very frightening, terribly frightening, but they missed us.”
Roger Tewksbury, a flight engineer on the Firman Mack crew (506th Squadron), had the
following observations: “This was my first mission. We were flying on the right side of the
PASSION PIT when it was hit by the first bunch of flak. The PASSION PIT slid under our open
bomb bay. I saw several chutes open and the plane go into a slow, flat spin. It leveled out just
before it hit in a flat area. The right wing was sheared off and caught fire.
At the time I was just wearing my parachute harness when the PASSION PIT passed under us
with the left wing afire. Before the plane hit the ground, I had managed to hitch only one buckle
on my chute. Needless to say, after this devastation, I wore my chute fully buckled.”
24 August 1944
Langenhagen, Germany
The mission to Langenhagen airfield was well into Germany, near Hannover, where there was a
FW assembly field. Results of the bombing ranged from very good to excellent, with the drop
being made visually. Barrage type flak was intense and accurate, causing the loss of one 68th
Squadron plane.
68th SQUADRON:
68th Sq., #44-40098 B, Dittmer
LONE RANGER
MACR #8273
DITTMER, ARTHUR H.
ASN 0-818843
Pilot
2nd Lt.
KIA, buried Margraten (E-14-14)
Glendale, L.I.,
New York
REDDICK, MARVIN J.
ASN 0-813419
Co-pilot
POW
2nd Lt.
Avon Park,
Florida
GRUEBER, ARNOLD A. H.
ASN 0-716650
Navigator
POW
2nd Lt.
Byron,
Nebraska
DAVIS, WAYNE R.
ASN 0-717040
Bombardier
POW
2nd Lt.
Pendleton,
Oregon
DEVICH, JOHN E.
ASN 37275604
Engineer
POW
T/Sgt.
Duluth,
Minnesota
DOMOGALA, JOHN W.
ASN 33756755
Radio Oper.
POW
S/Sgt.
Central City,
Pennsylvania
GASPERETTI, RAYMOND
ASN 39043892
RW Gunner
Sgt.
KIA, buried Margraten (C-10-8)
San Francisco,
California
BRASWELL, HOMER H.
ASN 14105559
LW Gunner
KIA
S/Sgt.
Eufala,
Alabama
FOGELSTROM, EUGENE B.
ASN 37317934
Top Turret
POW
S/Sgt.
Staples,
Minnesota
DOBSON, GROVER L. (66th Squadron)
ASN 6397582
Tail Turret
POW
Sgt.
Mt. Airy,
North Carolina
68th Squadron Crew (one exception):
Note: Dobson was on loan from the 66th Squadron
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24 August 1944
MACR #8273 includes this information, “At 1127 hours, aircraft #44-40098 was seen to peel off
from the formation with its #3 engine and right wing in flames. When last seen, it appeared
under control and two chutes were seen.” [Near Hannover]
The navigator, Arnold H. Grueber, provided additional information, “I had been flying with two
or three crews – lack of manpower, you know. Was flying with the Minnesota boys every day,
and when my crew was called up, I flew with them.
“This day I was flying with my crew and we were tail end Charlies. The low slot was clobbered
heavily by anti aircraft fire. It not only riddled the aircraft with holes, it also set us afire and
knocked out #4 engine. I bailed out at 24,000 feet and the darned plane went into a flat, but wide,
spin and came at me four times! It landed in the same dry field as I did, cartwheeled and all hell
broke loose.
“Injured, I was picked up by the hostile civilians and saved from hanging when the Luftwaffe
Polizei arrived. Just like the old movies! I was taken to a temporary hospital and put into a room
where a B-17 pilot was bedded down. He was severely burned – name of Maier, from
Minnesota. I tried to nurse him the best I could while we were being transported to Dulag, near
Frankfurt. But I don’t believe my litter patient survived.
“I was immediately identified as a traitor by my captors because both my grandfather and great
grandfather went to the USA in the 1870’s and prior had lived in the Hanover area.”
Apparently all of the crew parachuted safely except Homer Braswell. However, at approximately
1300 hours, pilot Lt. Dittmer and right waist gunner Raymond Gasperetti, were lined up and shot
– apparently by the civilians before the military arrived. This, according to statements made by
Arnold Grueber. They were murdered!
S/Sgt. Eugene B. Fogelstrom, substitute top turret gunner from the 66th Squadron, remembers,
“This was to be a routine flight. I thought that it would be a milk run as it was over water most of
the way and we had been there before. Dummer Lake was our IP and always had accurate flak.
“From my position in the top turret, I could see smoke and some fire too, coming out of an
engine when the alarm was sounded. I was the second one out from the front area. I counted to
10, pulled the ripcord, and felt a slight shock when the chute opened.
“I looked around but couldn’t see the plane or any other chutes. It was so quiet, no breeze, and so
beautiful. I seemed so stationary that I began worrying that I wasn’t going down – perhaps I was
too light and was just suspended there.
“Then I noticed that I was losing altitude and quit sweating, so reached into my pocket for a
cigarette. But my lighter was in a lower pocket, so I started to unstrap my leg strap to get at it,
when it dawned on me I could fall right out of the chute, so gave it up. I have always wondered
what the Germans would have thought of me coming down smoking a cigarette. I really wasn’t
all that cool, of course, did strange things, sometimes.”
Homer Braswell had been wounded so badly that when it came time to bail out, he simply could
not make it.
There were several crewmen seriously wounded during the month of September but there are
few records with which to do little more than to identify the names, dates and Squadrons. These
men are shown this month in date & Squadron order.
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44th Bomb Group Roll of Honor and Casualties
11 September 1944
Misburg, Germany
Two 67th Squadron crewmen were injured during this mission.
67th SQUADRON:
67th Sq., #42-110031, Spagnola
Injured crewmember
67th Squadron Crew (partial):
PONDFIELD, JOHN J.
ASN 13142294
LW Gunner
Sgt.
Wounded by flak, not serious
Baltimore,
Maryland
There are no additional details on this incident.
67th SQUADRON:
67th Sq., $42-99997, Hurst
Injured crewmember
67th Squadron Crew (partial):
PORTER, RAYMOND W.
ASN T-2607
Bombardier
Plexiglass in eye
Flt Of.
San Luis Obispo
California
Lt. Porter said that, “I was on Frank Hurst’s crew on the trip to Misburg (Hannover) on the 1lth.
We had just finished dropping our bombs when a piece of flak came through the plexiglass of the
nose turret, shattering it and a piece of the glass entered my eye. I couldn’t see then but didn’t
think it too serious. But we heard that the Group ahead of us in the formation [the 492nd] was
being raked over by fighters and I had to let Carl Appelin take my place in the turret to man the
guns so we wouldn’t meet the same fate. We later learned that this Group was nearly wiped out.
I recovered later, with no permanent damage done.”
13 September 1944
Schwabish-Hall Airfield, Germany
Two crewmen were injured in separate incidents during this mission.
66th SQUADRON:
66th Sq., #42-51234, Stevens
Injured crewmember
66th Squadron Crew:
STEVENS, MAURICE M.
Pilot
Flight Officer
CROSS, FINIS G.
Co-pilot
Flight Officer
BISONS, GINO F.
Navigator
2nd Lt.
GERASIMCZYK, STANLEY J.
Bombardier
Flight Officer
RAVIS, HERBERT J.
Radio Oper.
Sgt.
CHISMAN, ALBERT
ASN 36671218
Eng./Top Turret
Seriously injured
Sgt.
BRAMAN, DONALD S.
RW Gunner
Sgt.
KENDLE, JACK F.
LW Gunner
Sgt.
NILES, ROBERT C.
Tail Turret
Sgt.
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Very little information is available on Albert Chisman, except that he was injured while in a 66th
Bomb Group B-24 piloted by Maurice Stevens. He was injured on his fifth mission and did not
fly his next one until 26 October. He then went on to complete his tour of duty with 36 missions
on 24 March 1945.
67th SQUADRON:
67th Sq., #42-95193 I-Bar, Holcomb
THREE KISSES FOR LUCK
Injured crewmember
67th Squadron Crew:
HOLCOMB, JAMES C.
Pilot
1st Lt.
HERMAN, BERNARD. L.
Co-pilot
2nd Lt.
SMITH, L. A.
Navigator
1st Lt.
FISHER, BERNARD
Bombardier
1st Lt.
RODRIGUEZ, JOSEPH R.
ASN 12083655
Radio Oper.
Seriously wounded
T/Sgt.
WHITING, CLAYTON C.
Eng./Top Turret
S/Sgt.
GERBE, FRANK
RW Gunner
T/Sgt.
MANSIR, EVERETT W.
LW Gunner
S/Sgt.
RHODES, JOHN L.
Tail Turret
S/Sgt.
New York City
New York
Note: Lt. Herman was KIA on 18 October 1944.
T/Sgt. Rodriguez stated, “My diary shows that it was a Jet Aircraft airfield at Hall, Germany that
we hit, and Major William Cameron, 67th’s Squadron’s C.O., was Command Pilot that day. Lt.
Herring had been our first pilot, but he completed his tour and our co-pilot, Lt. James Holcomb
was promoted to take his place that day. Our aircraft was #42-95193 I-Bar, THREE KISSES
FOR LUCK, one which we had flown since our 19th mission – this was our 29th, all in the 67th.
“I had the distinct privilege of serving as radio operator on Capt. Charles (Chuck) S. Herring’s
crew from its inception in December 1943 in March Field, California. On the day of the mission
in question, then 1st Lt. Herring was not flying as he had finished his tour of 30 missions
whereas the rest of us on his crew had only 29 missions. He had gone one jump on us due to the
fact that he had flown his first mission as an observer on someone else’s crew – as a combat
orientation mission. Our co-pilot, 1st Lt. James Holcomb, having checked out as a first pilot, was
in command.
“We were carrying 500 lb. general-purpose bombs and flak over the target was reported to be
heavy at the briefing that morning. We were hit by very heavy flak before we reached the target
and lost our #2 engine – all fuel tanks hit and damage to our hydraulic system – I, myself, was
wounded by flak through my left thigh and it was touch and go for awhile as to whether or not
we would have to bail out. Since we were losing fuel and altitude, the order was given to lighten
the ship and everything that could be moved and wasn’t bolted down, was thrown out.
“We were alone and vulnerable and a decision was made to try to make Switzerland, however,
shortly after two P-38s responding to our distress calls joined us and escorted us to an airfield
used by artillery spotters very close to the then front lines. We made an emergency landing there
and I was taken on a stretcher, by ambulance, to a field hospital very close by after preliminary
treatment at a first-aid station. My crewmembers came by that afternoon to visit me after I had
been operated on and left me all of their “C” rations, which I eventually traded off. They told me
they had counted over 200 holes on the ship, which was left there at the artillery observer’s field.
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They then took off for Paris, which had been liberated only a few short weeks before. They
promised to fly back and fire flares to advise me what my wife, Marie, who was pregnant with
our first child, had delivered – red-red if a girl – blue-blue, if a boy.
“They spent close to a week in Paris before they were flown back to England. I spent about a
week at the field hospital in a tent that I shared with eight men from a bomb disposal squad who
had been injured while disposing of German butterfly bombs. We had constant visits from
French farmers who brought us fruit and spirits. There seemed to be daily artillery duels between
both sides as we could hear the rumbling of cannon fire in the distance.
“From this field hospital, I was sent by ambulance to a hospital in Paris where the signs were
still printed in German and I wore German pajamas. I stayed at this hospital for about ten days,
was then sent to a hospital near Cherbourg, and then by boat hospital (this vessel the “Nile”
belonged to the king of Egypt and had been donated by him for this use) to a tremendous-sized
hospital in Southampton, England from where I was discharged on the 14th of October. I was
supposed to return to Stone, England, but I wasn’t going to take any chances on being reassigned to some other outfit, so I took off on my own back to Shipdham to the 44th Bomb
Group where the first sergeant at the 67th [Robert Ryan] fixed it all up.”
Rodriguez returned to combat status and flew his next mission on 2 November, and completed
his tour of 34 missions on 5 November 1944.
Frank Gerbe provided this account: “On our way to target area we flew over the Rhine River and
got hit with a heavy concentration of flak. The first hit knocked out our #2 engine and ripped
open our fuel cells. The next burst of flak hit our oxygen supply tanks and Rodriquez was
wounded in the leg.
“Our vacuum gauges on #1 and #2 engines were hit. Gas was pouring into the bomb bays from
the holes in the tanks. We literally fell from the sky, with a loss of 7,000 feet altitude. Holcomb
was our pilot this day and we had a rookie co-pilot. Our air speed dropped to about 120 mph.
Our #3 engine was hit as well as the fuel cells, which were leaking, #3 engine was sputtering and
missing. Holcomb used the radio to inform the rest of the flight of our predicament.
“In a few minutes, two of the most beautiful P-38s came alongside and gave us close support and
guidance to a friendly field. Bandits were reported in the area and you cannot imagine our
feelings with those two P-38s on our wing tips. Little friends were what we called those two P38s and they guided us toward an airfield in Laon, France.
“We started our approach for a landing and #3 engine cuts out. Then set the selector valves from
#4 to #3 engine and started fuel pumps; #3 engine started right up again. That was not the end of
our problems. As we got above the runway, we found that the Jerry’s had bombed it two nights
ago. It was too late now to change our minds about landing.
“As we hit the runway, the nose wheel gear broke and the main landing gear on the left and tire
were ripped up. Immediately, we cut all engines off and old I-193 rolled to a stop. Luckily, she
didn’t catch fire. During this hectic ride, we had been throwing all extra weight, such as
ammunition, flak suits, guns and etc. overboard, just to make the ship lighter.
“An ambulance took Rodriquez to a hospital. Later on we hitchhiked to the hospital to see
Rodriquez. He was coming along okay. Then decided to head for Paris. Stayed overnight at
Chauny, France and spent a while in Paris. We got good and drunk while in Paris and went
sightseeing when we were not drinking.
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18 September 1944
“Flew I-193 on this mission and she has had it. We ain’t got her no more. She was shot up too
badly and we had to abandon her. Our hearts were broken to lose our favorite, “THREE KISSES
FOR LUCK,” but in our memories, she’ll always be part of us.” [Editor’s note: She was repaired
and completed the war with 83 missions.]
18 September 1944
Low Level Supply Mission, Best, Holland
68th SQUADRON:
68th Sq., #42-50596, Konstand
Injured crewmember
68th Squadron Crew:
KONSTAND, GUS
Pilot
Capt.
ADAMS, LEWIS C.
Command Pilot
Lt. Col.
OLIVER, GEORGE H. Jr.
Co-pilot
2nd Lt.
PARKER, GEORGE J.
Navigator
2nd Lt.
BAXTER, ROBERT C.
Navigator-GEE
1st Lt.
LOFLIN, WILLIAM E.
ASN 0-1996110
Bombardier
Seriously injured
2nd Lt.
LYBARGER, WILLIAM B.
Radio Oper.
T/Sgt.
FIELDS, EDWIN D.
Eng./Top Turret
T/Sgt.
DAVIS, ADDISON C.
RW Gunner
S/Sgt.
GARRETT, HOWARD N.
LW Gunner
S/Sgt.
STEPHANOVIC, REUBEN J.
Tail Turret
S/Sgt.
CONROY, H. A.
Other
Huntington,
West Virginia
Note: Six members of this crew were KIA on 28 December 1944: Konstand, Oliver, Parker, Loflin, Fields, and
Stephanovic. Three others (Lybarger, Davis, and Garrett) survived and were taken prisoner.
Lt. Loflin had been a member of Capt. Konstand’s crew when they were transferred from the
492nd Bomb Group in mid-August 1944. He had completed many missions with that Group and
was on his fourth mission with the 44th when wounded. According to the Interrogation Report
for the Capt. Konstand’s Crew, 2nd Lt. Loflin was struck in the left buttocks. He was taken to the
52nd Field Medical Hospital for treatment. He returned to active duty on 23 December 1944 and
was KIA on 28 December 1944.
William Lybarger’s wife Phyllis, provides some additional information on this mission: “You
may be interested to know the ‘true’ story about what happened that day. Bill had always said he
was ‘shot down’ twice and Davis put all the confusing pieces together for me. As you know, they
were flying low to drop supplies and Loflin, the bombardier, was wounded in the buttocks and
the plane landed near Brussels. Well, Loflin’s wound was not serious. What caused the plane to
land was that the two left engines had been shot out and since they were flying so low, they
couldn’t get any altitude to fly home, therefore, they had to land! They were lucky to be near an
airport.
“They returned the next day in another plane. Three additional personnel, Lt. Col. L. C. Adams,
1st Lt. Robert C. Baxter, and H. Conroy were aboard that day as they thought it would be an
easy flight to fly. Guess they were sorry they went! Anyway, it appears they must not have
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44th Bomb Group Roll of Honor and Casualties
wanted it to appear on their records that they were ‘shot down,’ so it was not recorded that way.
Since this happened the day after Brussels was liberated, that’s why those Belgium farmers were
so glad to see Bill. He saw Hitler’s picture in ‘The Mannekin Pis’ fountain in Brussels.”
506th SQUADRON:
506th Sq., #44-40167 Bar-V, Habedank
SIERRA BLANCA
Injured crewmembers
506th Squadron Crew:
HABEDANK, RICHARD H.
Pilot
2nd Lt.
DUPONT, ROBERT P.
ASN 0-710907
Co-pilot
Seriously injured
2nd Lt.
MARGOLIES, MURRAY G.
Navigator
Flt. Off.
LAUGHLIN, WILLIAM E.
Bombardier
2nd Lt.
SCHMIDT, ARTHUR J.
Radio Oper.
S/Sgt.
URANIA, ALBERT J.
Eng./Top Turret
S/Sgt.
MATTER, ELWOOD A.
ASN 33176555
RW Gunner
Seriously injured
Sgt.
WEATHLEY, J. C.
RW Gunner
Sgt.
MOORE, DAVID
Tail Turret
Sgt.
MILLER, C. M.
Other
Pvt.
Jewett City,
Connecticut
Sunbury,
Pennsylvania
Both of these men were on the aircraft piloted by Lt. Richard H. Habedank and were wounded at
about the same time. Sgt. Elwood A. Matter, assigned as top turret gunner normally on this crew,
relates his story, “On this mission, my third, I was in the waist dropping supplies out of the ball
turret opening. The turrets had been removed for this mission.
“As we approached the drop zone at about 400 feet, we encountered heavy small ammo fire. One
of these shells exploded in the turret opening and I was struck in the left arm, face and scalp with
the shell fragments. It put me in the hospital near Shipdham [231st Sta Hosp. at Wymondham]
for about a month before I returned to duty [9 November 1944]. Our co-pilot, Lt. DuPont, was
also wounded on this same mission by an exploding shell. His wounds were not as severe as
mine and he returned to duty before I did.
“While I was in the hospital, my crew kept flying missions so I got behind. When they finished
their tour of 30 missions, I was assigned to another crew (Captain E.J. Burns) as a waist gunner.
I flew on the March 24th 1945 re-supply low-level mission to ground troops near Wesel,
Germany under almost the exact same conditions and position and wondered if I’d be wounded
again. But this time our nose turret gunner, Sgt. Truslow, was wounded, but happily, not very
seriously and he recovered in a short time and soon returned to duty. This is the crew I flew
home with in June of 1945.” Matter completed his tour of duty on 20 April 1945. He received his
Purple Heart from General Johnson.
28 September 1944
Kassel, Germany, Mission 229: Motor Works
One 68th Squadron aircraft was hit by flak and made an emergency landing in Belgium
68th SQUADRON:
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68th Sq., #42-52618 Bar-B, Dayball
CHIEF WAPELLO
Emergency landing
DAYBALL, JULIAN H.
Pilot
2nd Lt.
PHILLIPS, ROBERT L.
Co-pilot
Flt. Off.
DAVIS, RICHARD H.
Navigator
2nd Lt.
REINECKE, CALVIN C.
Bombardier
2nd Lt.
FINK, IVAN W.
Eng./Top Turret
Sgt.
SICARD, EDWARD P.
Radio Oper.
Sgt.
COUVILLION, WILBERT L.
RW Gunner
Sgt.
SMITH, MALCOLM R.
LW Gunner
Sgt.
SHEA, JOHN J.
Tail Turret
Sgt.
Note: Couvillion and Shea bailed out okay and joined the rest of the crew at the airfield. The Dayball crew was
shot down on 18 October 1944. Dayball, Phillips, Davis, Fink, Sicard, Couvillion, Smith, and Shea were KIA.
Bob McGee, who had been on the Dayball crew, provided the following information on this
mission: “September 28, 1944 was a mission (which I wasn’t on) to Kassel Tank Factory, plane
number B-618, and the crew had bad luck. The bombing was on PFF. The plane had gotten a lot
of anti-aircraft flak and they headed for the Brussels, Belgium airport. The pilot, Lt. Dayball,
said anyone could bail out if they wanted to as he didn't know if the landing would be a good
one. One engine was out and two were losing oil.
I know Bill Couvillion was one who bailed out and John Shea was another. Bill told me he
landed in a tree and when he started down, a man was there talking in French. Bill was from
Louisiana and could also speak French. Bill met John at a crossroads. The plane landed okay.
Dayball was a very good pilot. Bill said the stores had many flavors of ice cream and there were
lots of expensive cameras for sale. They left the plane there and all of the crew came back to our
base by ATC (air transport command).”
Less than one month later, the Dayball crew was shot down on the mission to Leverkusen,
Germany.
30 September 1944
Hamm, Germany
The 44th Bomb Group attacked the secondary target, the Hamm Marshalling Yards, with
unobserved results due to the cloud cover. Bombing was accomplished by PFF method. This
Group led the 14th Combat Bomb Wing and the 2nd Division. One 66th Squadron aircraft and
crew was Missing In Action.
66th SQUADRON:
66th Sq., #44-10531 R+, Ledford
MY SAD ASS
MACR #9370
66th Squadron Crew:
LEDFORD, ARTHUR S.
ASN 0-705401
Pilot
POW
1st Lt.
Chattanooga,
Tennessee
ARMSTRONG, HAROLD A.
ASN 0-771649
Co-pilot
POW
2nd Lt.
Pueblo,
Colorado
TOMBLIN, JAMES N.
ASN 0-722396
Navigator
POW
2nd Lt.
Johnson City,
Tennessee
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PASCAL, RICHARD W.
ASN 0-773438
Bombardier
POW
2nd Lt.
Weston,
Nebraska
WRIGHTS, WILLIAM H. Jr.
ASN 34776118
Engineer
POW
T/Sgt.
Clemmons,
North Carolina
SHARP, EDWARD L.
ASN 35606490
Radio Oper.
POW
T/Sgt.
Mingo Junction,
Ohio
WIENER, FREDERICK
ASN 12121767
RW Gunner
POW
S/Sgt.
Brooklyn,
New York
BERTOLIO, PERVIS J.
ASN 38358009
LW Gunner
POW
S/Sgt.
Port Neches,
Texas
STARR, HENRY P.
ASN 13031489
Tail Turret
KIA
S/Sgt.
Arlington,
Virginia
The MACR includes these facts, “At 1324 hours, just after bombs away and at the target, this
aircraft (#531 R+) was flying in #3 position in the low squadron and apparently was hit by flak.
It was last observed at 1325 hours leaving the formation, dropping below, and apparently under
control.”
lst Lt. Arthur S. Ledford sent additional information about this raid, “We saw no flak until after
bombs away and then we were hit at least four times. #1 engine went out immediately and #3
was hit but still producing some power. However, it was burning and eventually burned through
the side of the fuselage. We also took a hit around the waist and one near the tail, which got our
tail gunner.
“After being hit, we lost power and speed, rapidly dropped behind the formation. We were able
to hold to approximately 300 feet per minute descent and when we reached 17,000 feet, I told the
waist gunners to go to the tail and check on Starr to see if he was alive. If so, they should tie him
to a static line and throw him out, as it was evident that we must all bail out soon. They called
back to report that the top of his head had been blown away and he couldn’t possibly be alive. So
the decision was made to leave him with the plane.
“Approximately 35 minutes off the target, the fire burned into the plane and everybody left
except the bombardier, Lt. Pascal, navigator Tomblin, and myself. Those two could not get out
due to a malfunction of one of the nose wheel doors. When the plane eventually blew up, they
were standing on the doors and were blown out into the air, where they pulled their cords and
landed OK.
“After getting rid of all my gear (flak suit, helmet, oxygen mask, electric suit, headphones, etc), I
jumped from the flight deck, through the fire there and through the bomb bay. I left at
approximately 14,000 feet and pulled the cord at about 1,000 feet. A large piece of the fuselage
floated down within 250 feet of where I landed. About another 200 feet away, one of the waist
gunner’s jackets came down. Two of the engines fell in the yard of a house about 1/4 mile from
where I hit the ground.
“Tomblin, Pascall and I were together in prison camp for the duration. The other crew members
who had bailed out earlier, were captured in different places and were taken another direction.”
Radio operator Edward Sharp has written, but not published, a book about World War II, but
sent only the following, “We left on pay-day, a beautiful day. Our target was Hamm – and your
information is correct, we started sagging behind after feathering the outboard engine. (rather
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30 September 1944
hastily, I thought) I had a splendid view from the upper turret. From there I could see that we
were taking a lot of flak.
“Soon, our inboard engine was streaming smoke and occasionally belched fire. It was the first
indication that we were going to bail out. I dropped to the flight deck where Bill Wrights, the
engineer, was stretched out with his harness buckled and chute on. He was staring at the bomb
bay. I followed his gaze while snapping up my harness and chute, noticing as he did, that the
bays were filled with smoke and spraying gasoline. The bombs were all gone, thank goodness.
“I was attempting to tie my G.I. shoes to my harness when the explosion occurred. Bill ripped up
the deck floor door and worked the handle to manually open the bay doors; then he leapt through
the fire – and I was on his shoulders.
“When I had the opportunity, I checked the time to find it to be 1337 hours. I tried to stay sane
by figuring my chances of reaching the Belgian border a few miles to the west.
“S/Sgt. Starr, our tail gunner, was killed and still on board. Sgts. Wiener and Bertolio later told
me that Starr had a terrible head wound that was fatal. They could not get him out of the turret.
“We surviving enlisted men were later grouped together in Stalag Luft IV in Poland. After
evacuating that camp to the Russians, we met our co-pilot Armstrong in the officer’s camp,
Stalag Luft I, Barth. The unofficial name we gave our ship was ‘MY SAD ASS’ as it was our
pilot’s favorite expression.”
The navigator, James Tomblin, wrote: “We received three direct hits in the tail, bomb bay, and
the nose, thirty seconds before the target. We fell out of formation. The #1 engine was
completely disabled, the #2 engine losing power, the #3 was on fire, and #4 was okay. The
hydraulics were knocked out also and the bomb bay doors would not close. Had I occupied my
usual position between the ammunition cases in the nose, as I had on all previous missions, a
piece of flak would have undoubtedly struck me. As it was, I had decided to stand up on this
mission, for some reason, and I got the compass heading before we went over the target instead
of afterwards. I was standing when flak came through the nose and went between my legs and
into an oxygen bottle under the navigator’s table. I started to call the pilot about it, but decided
there was too much excitement anyhow.
“The bombardier called up all the crewmembers. All of them answered but the tail gunner. He
called the tail gunner three times, and then told the waist gunners to go back there and see about
him. At first they balked because they were so afraid, they were scared stiff; but Dick then
ordered both Weiner and Bertollio to the tail. Then they reported back the situation: ‘Hank’s
done for,’ came the voice of Bertollio over the intercom.
“The pilot called me and asked for an ETA to the Rhine River. Once across the Rhine, we would
be over Allied-held territory. I computed an ETA of 2:00 pm, using the air speed and wind we
had over the target. Since our air speed had dropped, I thought I should add five minutes more to
the time. Instead I subtracted the five minutes and gave Ledford an ETA of 1:55. I’ll never know
why I did this silly thing. Ledford said later that he would have given the order to bail out
sooner, had he known.
“The pilot then gave the order to prepare to bail out, and I took off my flak suit. The upper turret,
Sharp, asked if he ought to get out of his turret, and Ledford said ‘yes,’ he had forgotten about
him. So Dick Pascal said he thought he had better get out of his nose turret. It was now about
fifteen minutes to 2:00 o’clock.
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“Pascal unplugged his intercom, preparing to leave the turret. While I was helping him (it’s very
cramped in the nose and two doors must be opened and closed to get anyone out of the turret), I
accidentally unplugged my own intercom. It was just then that the pilot ordered everyone to bail
out. Of course, neither Pascal nor I heard the order.
“Pascal got out of the turret, and he had closed the turret doors and was just closing the back
hatch doors when all four engines quit and the intercom went dead. The hydraulics were already
gone; we lost them over the target. It became absolutely quiet.
“Pascal didn’t know the engines had quit. I tapped him on the shoulder and pointed to our
parachutes, the snap-on chest packs laying under the navigator’s table. He crouched down and I
looked under the table back toward the bomb bay, and saw fire back there.
“We decided we ought to leave. He still didn’t know the engines were out. He handed me up my
parachute, and got his. I put mine on and looked up above the navigator’s table to the pilot’s
rudder pedals and saw the cockpit, which was empty. A big tongue of flame went across it while
I was looking. I made up my mind to leave the airplane then, and crouched down just behind the
bombardier. Just as Dick reached for the emergency release handles, which were supposed to
jettison the nose wheel doors, the flames came up into the nose and both of us were enveloped in
flame. Then I saw Dick pull the release handles and saw one door disappear. The second door
did not release. Dick crawled out, laid on the door and began pounding it with his hand. So I sat
back and waited (eyes closed) until I thought Dick had time to get out. I was in the fire all this
time, and I could feel myself burning.
“Then, just as I started to move toward the door opening, I thought something had come between
me and the fire because I was no longer on fire. I thought that it was the navigator’s table, and
that I was going to have to move that to get to the possible escape opening under the nose wheel.
“Two seconds later, I found myself out in the air. Just as I left the ship I felt my parachute leave
me. I could not find it at first. Then I heard something flapping above my head and I looked up,
and there it was, still attached. The static lines had been tacked on with thread to the parachute
harness, and the thread had burned through, leaving the chest pack about eight feet above my
head. So I pulled it down to me, and pulled the ripcord and the parachute opened. Looking across
the way, I saw Dick in the air at the same level I was, and a part of a wing came fluttering by.
Then I looked down below me and saw a large tree. Then I was on the ground, landing in a small
ditch next to a barbed wire fence. I remembered to clear my ears on the way down. I also
remember holding the ripcord in my hand, wondering if I dropped it that it might injure
somebody. Strange thought! A ripcord is a 1/4” diameter steel rod curved to form a handle. It is
pretty heavy.
“The plane obviously had exploded but I heard nothing and felt nothing. Both Pascal and myself
were badly burned, and Dick’s left hand was broken by some flying object. Strangely enough,
my left hand was very badly burned but the rayon glove I had on my right hand wasn’t even
singed.
“I got out of my parachute harness and got out of the ditch. Over the fence I saw a civilian
farmer. He started talking to me in German; I could not understand it. So then he said, ‘Parlez
vous francais?’ Thinking I might be talking to a member of the underground, I got very excited.
Remembering I had just completed two years of high school French, I said: ‘Mais oui, j’etude
pour deux ans dans l’ecole.’ He responded immediately, correcting my French, just like my
French teacher. ‘Non, non, non! Deuxans, deuxans!’ (duzan, as though one word). Then he said
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30 September 1944
‘Avez-vouz le bon-bon?’ Hoping he might help me evade capture, I gave him my escape kit
containing maps, money, concentrated food, some of which was chocolate. I think he may have
heard of escape kits before. Then he walked away. This was probably the most bizarre thing that
ever happened to me during the war.
“A group of soldiers pulled up on a dirt road about 100 feet away. The leader of the group had a
sub-machine gun. He gave me an order three times, without my understanding him, then pointed
the gun directly at me. That is scary, looking down that gun barrel. A soldier indicated that he
wanted my parachute. Another soldier helped me get my parachute disentangled from the
branches and I was taken to a haystack about two blocks away. The road I walked on was lined
with women and children, staring at us. The children didn’t seem to be afraid, and I knew I
looked pretty terrible with my face and hair so burned.
“When I got to the haystack I saw Pascal sitting there. The Germans had already captured him.
He stood up and shook hands with me. We sat around the haystack, with a lot of civilians around
us, who thought it was an interesting sight. Ledford came up about fifteen minutes later. Just
before Ledford came, a staff sergeant from a B-17 was brought to the same haystack. He had a
flak wound in his left arm. We also saw another parachute at about 10,000 feet in the air.
“One of the German soldiers put salve on Dick and myself; face, ears, my left hand, and ankles.
We were the enemy, had just bombed one of Germany’s large cities, and this soldier was
showing compassion!”
67th SQUADRON:
67th Sq., #42-94846 L-Bar, Harris
MI AKIN ASS
Injured crewmember
67th Squadron Crew:
HARRIS, STEPHEN C.
Pilot
1st Lt.
ZIEGLER, GEORGE G.
Co-pilot
2nd Lt.
DEWITT, DELBERT J.
Navigator
2nd Lt.
BULLINGER, WILLIAM M.
Bombardier
2nd Lt.
PEEK, JOEL K.
Radio Oper.
T/Sgt.
SIELING, HARRY N.
Eng./Top Turret
S/Sgt.
VAN EYNDE, ROBERT J.
RW Gunner
Seriously Injured
Sgt.
DORRISEY, WILLIAM
LW Gunner
Sgt.
JEDLOWSKI, HAROLD F.
Tail Turret
Sgt.
Chicago,
Illinois
Lt. Harris’ aircraft was hit by flak in the target, seriously damaging both wings, forcing the pilots
to be very cautious while limping back to base. Sgt. Van Eynde, right waist gunner, also was hit
and injured seriously in his upper right arm during this same flak barrage. He was admitted to the
hospital to recover. He had completed 10 missions prior to this one, but his injuries would not
permit him to fly any additional missions.
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7 October 1944
Kassel, Germany
The Group attacked the Tank Factory at Kassels with 37 aircraft. Flak at target was intense and
accurate, with the 506th Squadron losing two planes and another was forced to land at Brussels,
Belgium with the pilot seriously wounded.
506th SQUADRON:
506th Sq., #42-50789 Bar-A, Salfen
LAKANOOKIE
MACR #9343
506th Squadron Crew:
SALFEN, WILLIAM S.
ASN 0-705812
Pilot
POW
1st Lt.
O’Fallon,
Missouri
IDEN, DONALD B.
ASN 0-767814
Co-pilot
POW
2nd Lt.
Visalia,
California
VETTER, EDWARD F.
ASN 0-1108389
Navigator
POW
2nd Lt.
Topeka,
Kansas
BAUMAN, MORTON
ASN 0-685421
Bombardier
POW
1st Lt.
West New York,
New Jersey
BAGGETT, CARNEY W. Jr.
ASN 34715099
Engineer
POW
T/Sgt.
Clarksville,
Tennessee
DOHERTY, ROBERT L.
ASN 13039292
Radio Oper.
KIA
S/Sgt.
Grove City,
Pennsylvania
SUSZEK, LEO C.
ASN 36422846
RW Gunner
POW/Injured
Sgt.
Detroit,
Michigan
SINCLAIR, NORMAN L.
ASN 36803002
LW Gunner
POW
Sgt.
West De Pere,
Wisconsin
BUCKLEY, FRANCIS X.
ASN 13124177
Tail Turret
KIA
Sgt.
Troy,
New York
The MACR states that this aircraft, #789, was last seen in vicinity of Kassels at 1224 hours. #1
and #2 engines had been knocked out by flak and it fell out of formation, under control. It was
last heard from at approximately 1239 hours calling on VHF for fighter support. It was believed
to be trying for or heading toward friendly territory.
Lt. Donald B. Iden, co-pilot, sent the following information: “We had just closed the bomb bay
doors after releasing bombs over Kassel when our plane, which was named LAKANOOKIE,
took two bursts of flak. One hit the left wing and the other went into the tail section. The hit in
the wing took out the #1 and #2 engines, so that made it impossible to keep a heading without
complete cross-control of ailerons and rudders. Needless to say, loss of altitude was very rapid.
“We rode it down to 1,500 feet, at which time we bailed out and soon were captured. After
Salfen and I bailed out, the aircraft entered a flat spin, crashed and burned.
“No, Leo Suszek was not an evadee – he was captured by the Germans as were the rest of us.
But, somehow, he was badly injured on bailout. When we last saw him on the ground, he was
unable to converse and appeared to be in extreme pain. I thought he had internal injuries of some
kind. We gave him an injection of morphine before he was taken away.
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“We were told that Robert Doherty’s parachute failed to open. Apparently Francis Buckley went
down with the aircraft. I can only assume that he probably was unable to bail out, but for reasons
unknown. Possibly the flak hit in the rear could have injured him or damaged his chute.
“Spent the rest of the duration at Barth, Germany – Stalag Luft I. After the war, Suszek visited
me two or three times before he headed for the V.A. Hospital in Tucson, Arizona. I have not
heard from him since.”
The second 506th aircraft that failed to return was piloted by Homer E. Still and Francis C.
Welborn.
506th SQUADRON:
506th Sq., #44-40167 Bar-Y, Still
SIERRA BLANCA
MACR #9342
506th Squadron Crew:
STILL, HOMER E.
ASN 0-462673
Pilot
POW
2nd Lt.
Jacksonville,
Florida
WELBORN, FRANCIS C.
ASN 0-828847
Co-pilot
POW
2nd Lt.
Lexington,
Kentucky
WILSON, JOHN E.
ASN T-126388
Navigator
POW
Flt Of.
Beeville,
Texas
STRUNC, HENRY
ASN 0-776824
Bombardier
POW
2nd Lt.
Staple Hurst,
Nebraska
WESSMAN, HELGE E.
ASN 32432466
Engineer
KIA
S/Sgt.
West Orange,
New Jersey
LORD, JOHN B.
ASN 16081465
Radio Oper.
POW, burned
S/Sgt.
Maywood,
Illinois
HIBBS, LEO R.
ASN 35809558
Hatch Gun.
KIA
Sgt.
Corydon,
Indiana
WYANT, JOHN C.
ASN 13169581
RW Gunner
POW
Sgt.
Uniontown,
Pennsylvania
DAHLIN, JOHN K.
ASN 11067243
LW Gunner
POW
Sgt.
Worcester,
Massachusetts
BUHL, VERNON
ASN 39621427
Tail Turret
KIA
Sgt.
Whitehall,
Montana
The MACR relates that aircraft #167 was last observed in target area at Kassel. Bombs were
away at 1224 hours under heavy anti aircraft fire. This plane then dropped slightly behind the
formation.
Sgt. John Dahlin made the statements that, “Our plane was hit by flak and set on fire. Seven of
us bailed out. The plane broke into pieces soon afterwards. I met the other six men who had
bailed out safely, but none of us ever again saw Sgt. Hibbs. Later, a German Major told me that
three bodies were found in the crashed plane. He had a correct list of names of the missing crew
members.”
Radio Operator John Lord sent a tape of his experiences, “September 1st was our first mission as
a crew. The pilot, Still, and co-pilot Welborn had flown one other combat mission prior to this.
But on our first mission, the tail hit a white fence at end of runway – I could see pieces of the
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fence fly! We [later] dropped our 1,000 pound bombs through the bomb bay doors. Not a very
good way to start.
“On the 7 October mission to Kassels, being the newest crew, we got one of the oldest planes to
fly. It was patched up, my radio table was broken off, no place to write. [Editor’s note: Aircraft
received from the 492nd Bomb Group when that Group was de-activated.]
“When we opened the bomb bay doors, I could see the flash of flak guns shooting at us. We had
trouble with one engine losing power, finally had to feather it. Not then being able to keep up
with the formation, we began to fall behind. Our pilot, Homer Still, asked John Wilson,
navigator, for a heading to fly back over France.
“Another engine on the right side was lost, making two of them feathered on that side of the
wing, and we were in deep trouble. About that time I heard a loud POP and then saw our copilot, Welborn, open the top hatch and climb out! When I turned around and looked into the
bomb bay, I saw the reason for that exit. It was full of flames.
“How was I to get out? Normally I could have climbed up on the radio table and pulled myself
up though that same top hatch, but the table was broken. I had my chest pack chute on but in a
dilemma as what to do when the plane made my decision for me – it turned upside down. I then
fell out of that open top hatch – well, almost out. My heated suit and intercom plugs were
holding me tight. I quickly broke or tore them loose and fell free.
“I found myself in a head first position and slowly spinning so that I had little sense of falling. I
guess that my altitude at that time to be about 17,000 feet. Slowly I saw the ground getting
closer, pulled my ring and thankfully saw my chute blossom out. Looking down, I could see a
round, burning area of incendiaries, so I pulled on some shroud lines and missed the fire, and
landed in an open field. Then a large piece of the aircraft – the waist area – came down close to
me. I suspect that the plane had exploded for that piece to hit like that.
“I had burns on my left hand and around my eyes. A young German lad of about 8 to 10 years
old, helped me with my chute. Then German soldiers came running up, holding pistols on me. I
had landed close to a Signal Corps practicing in the woods, unfortunately, with no possibility of
evasion.
“They took me to a dispensary where I was bandaged on my hand and face. While I was there
several teen-aged boys, who had been manning a flak gun nearby, came in to see me. They
thought they had shot us down. Both Dahlin and Wyant had been shot at as they were coming
down. I also learned that Welborn hit his head on something when he left through the top hatch,
severely damaging his eye. I later got gangrene in my burned left hand, was treated by some
British doctors who had been captured earlier, but suffered no permanent damage – thanks to
them.”
Seriously wounded on this same mission to Kassel was 2nd Lt. John W. Jones, Jr.
506th SQUADRON:
506th Sq., #42-50894 Bar-N, Jones
Returned
506th Squadron Crewman:
JONES, JOHN W.
ASN 0-764327
July 2005 edition
Pilot
Seriously Wounded
2nd Lt.
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Arizona
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HOLCOMBE, CLEMENT R.C.
ASN 0-772376
Co-pilot
Wounded
2nd Lt.
Michigan
WESTENHISER, JAMES T.
ASN 0-712964
Navigator
2nd Lt.
BAIER, EDWARD A.
ASN 0-768980
Bombardier
2nd Lt.
KIRKLAND, ROBERT E.
ASN 34803237
Engineer
Slight Wound
S/Sgt.
VAN EPPS, ELWOOD
ASN 36815930
Radio Oper.
S/Sgt.
SIMON, R. E.
ASN 35679039
Ball Turret
Sgt.
GARZA, RAUL
ASN 38541707
RW Gunner
Sgt.
Port Lavaca,
Texas
HAGGARD, ROBERT G.
ASN 18202891
LW Gunner
Sgt.
Los Angeles,
California
HAGE, MITRY K.
ASN 38555766
Tail Turret
Sgt.
Coal Valley,
Alabama
Note: Sgt. Garza was KIA on 30 October 1944.
Aircraft #894 received a direct hit in the bomb bay and #1 engine, which had to be feathered.
The aircraft headed for friendly territory and landed at Brussels. The pilot, Lt. Jones, had been
hit in both legs, had his left leg amputated when treated at the 8th British Army Hospital.
2nd Lt. Clement R.C. Holcombe, co-pilot on this aircraft, was instrumental in making the safe
emergency landing without a pilot. He states that, “The mission was to Kassel and the target was
the Tiger Tank Factory. We were hit on the bomb run before dropping our bomb load. Lt. Jones
was injured and I was hit in the back of my left shoulder, rendering my left arm useless.
“Sgt. Kirkland, engineer, also was hit, but fortunately his flak suit protected him from serious
injury. The right wing fuel tanks were punctured and both #1 & #2 engines were damaged and
lost normal power. The radio was damaged and I learned later that we were transmitting all right
but could not receive. Adding to our problems was our compass which was malfunctioning and
would not indicate correctly. #4 engine caught fire briefly, but it was blown out because we lost
a few thousand feet in a hurry.
“When I finally got the plane straightened out, the formation was gone. I got Sgt. Kirkland to
help Lt. Jones from his position and had him get into Jones’ seat to handle the throttles and help
me with the rudder pedals. With my injured left arm I could not manipulate the throttles or other
controls which were on my left side. The plane was ‘crabbing’ due to the uneven power output
between the left and right sides, making straight flight most difficult.
“We salvoed our bombs to help hold altitude and tried to contact our ‘little friends’, but were not
able to contact any of the fighters. Since Jones was hurt badly, and we were losing fuel steadily,
I was afraid we might have to ditch if we continued towards England, and probably couldn’t get
Jones out from a ditching situation.
“Lt. Westenhiser, navigator, found that Strip B-58, near Brussels, had very recently been taken
from the Germans, so we decided to try to land there. With the compass screwed up, we just
plain lucked out, finding it on the first pass.
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“I followed a B-17 in on the final, (approach leg) but he did not make it, and crashed just short of
the runway. There were bomb craters everywhere, but enough had been filled in to make a
landing possible.
“With Sgt. Kirkland handling the throttles, I got the plane down OK. Jones and I were taken to
the hospital. A day or two later, I was able to walk around with my arm in a sling. Our crew
hitched a ride back to England in a C-54, but we hit bad weather and had to land near Dover.
Next morning the C54 dropped us off right in front of the control tower!
“This was our seventh mission, but I spent some time in the hospital before going on to fly 23
more missions before returning to the States. Other than Lt. Jones, Raul Garza, who was our ball
turret gunner, was the only other crewman who didn’t complete his tour. He went down over
Germany while flying a make up mission.” [30 October 1944]
Lt. Holcombe was recommended for the Silver Star medal for his remarkably safe emergency
landing under the most trying of conditions. But this modest pilot never mentioned this
commendation in his letter.
Note: Sgt. Robert Eugene Kirkland’s son, Chuck Kirkland, wrote to say that his father had told him that the
aircraft was named “Down the Hatch” and had a picture of a bomb dropping into a toilet on it. Chuck Kirkland
reported that his father had died in January of 1994. Further research shows that the aircraft known as “Down
de Hatch” (#42-95016) was not flown this day but did complete the war with a total of 93 missions.
18 October 1944
Leverkusen, Germany
This Group sent 31 aircraft to attack the Chemical Works located at Leverkusen. Bombing was
accomplished with G-H equipment; results unobserved due to clouds. Three aircraft did not
return, due primarily to the severe weather conditions that existed over the continent. Squadrons
incurring losses were the 67th and 68th.
67th SQUADRON:
67th Sq., #41-28944 D-Bar, Bakalo
FLYING GINNY
MACR #15421
67th Squadron Crew:
BAKALO, MICHAEL
ASN 0-699752
Pilot
KIA
1st Lt.
New York City,
New York
TURNBULL, JOHN I.
ASN 0-399733
Command Pilot
KIA
Lt. Col.
Baltimore,
Maryland
HERMAN, BERNARD L.
ASN 0-817213
Co-pilot
KIA
2nd Lt.
Baltimore,
Maryland
BRADSHAW, EUGENE T.
ASN 0-717169
Navigator
KIA
lst Lt.
Warrensburg,
Missouri
FOWLS, RALPH A.
ASN 0-717050
Bombardier
KIA
1st Lt.
Piketon,
Ohio
HOLABAUGH, JOHN W.
ASN 13110122
Engineer
KIA
T/Sgt.
Tylersburg,
Pennsylvania
STERN, JEROME J.
ASN 16105797
Radio Oper.
KIA
T/Sgt.
Brooklyn,
New York
ZIEGLER, NORBERT J.
ASN 17129592
Nose Turret
KIA
S/Sgt.
Collyer,
Kansas
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ENCIMER, GEORGE J.
ASN 16129729
RW Gunner
S/Sgt.
Seriously injured, returned to U.S.
Chicago,
Illinois
SCOTT, CECIL L.
ASB 399100198
LW Gunner
S/Sgt.
Seriously injured, returned to U.S.
Winnemucca,
Nevada
LOPEZ, CHARLES R.
ASN 37722472
Tail Turret
KIA
Topeka,
Kansas
S/Sgt.
Note: Lt. Col. Turnbull was originally from 492 Bomb Group, then later 44th Headquarters.
The MACR was not available but there is a statement from Sgt. George Encimer, right waist
gunner on this crew. “Approximately seven miles from the assigned target, the radio operator,
Jerome Stern called on the interphone to say that there was fire in the bomb bay. I, then, went
there – forward and looked into the bay. Evidently the bombs had been salvoed by the
bombardier, as the bay was empty.
“On the way back to the base there was a large cloud bank or front, building up to 28,000 feet
that we could not get over. We were at 24,000 feet and proceeded to go through this bank of
clouds. While still in the bank, we must have hit a prop wash (or collision). The engines were
throttled back. About this time, it felt like a huge force was lifting the right wing. The aircraft
went into a sharp bank to the left. It was at this time, I think, that Colonel Turnbull, the
Command Pilot, said, ‘Center the needle! Center the needle!’
“I knelt on my knees and buckled the hook of my chest-type parachute to the harness. The
aircraft then flipped over on its back. I fell and broke my arm. When I looked up, I saw the rear
escape hatch, and the next thing I remember is being outside the ship. I pulled my ripcord and
soon afterwards heard an explosion.
“Within moments I saw land beneath me. Cecil L. Scott, left waist gunner, landed approximately
30 feet away from me, but his chute hung up in a tree.
“The Canadians gave Scott a quart of blood and set my broken arm. We had landed
approximately seven miles from Ghent, Belgium. Shortly after that, they put me on a hospital
train back to the 231st hospital near Shipdham.
“The last aircraft we saw before going into that cloud bank was U-Bar, below us at five o’clock.
I think that the pilot had trouble with the controls or control cables.”
Note: The aircraft Encimer refers to was from the 67th Squadron: #42-50539, SULTRY SUE.
George Encimer also stated that all other crew members were killed when this plane crashed 1
kilometer from Petegem, Deinze, Belgium. All watches stopped at 1307 hours. The dead were
buried at the U. S. Army Cemetery, Flanders Field, Waregum, Belgium. It should be noted, too,
that Colonel Turnbull was not killed immediately, but died two days later.
Lt. Col. John I. Turnbull, the Group Operations Officer, was Air Commander on the mission and
aboard Lt. Bakalo’s ship. Col. Turnbull was an All American lacrosse player in the Baltimore,
Maryland area and was a member of the 1936 U.S. Olympic Team in the Olympic Games at
Berlin. In his honor, an annual Turnbull Trophy is awarded, equivalent in lacrosse to the
Heisman in football. He served with the 492nd Bomb Group immediately before his transfer to
the 44th Bomb Group.
See Lt. Dayball’s story below for related information.
68th SQUADRON:
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68th Sq., #42-50381 K, Dayball
MACR #10140
68th Squadron Crew:
Entire Crew KIA
DAYBALL, JULIAN H.
ASN 0-701907
Pilot
1st Lt.
KIA, buried Jefferson Barracks (82-115)
High Hill,
Missouri
PHILLIPS, ROBERT L.
ASN T-125025
Co-pilot
Flt Of.
KIA, buried Henri-Chapelle (E-12-22)
Enumclaw.
Washington
DAVIS, RICHARD H.
ASN 0-723022
Navigator
2nd Lt.
Rockaway Park,
KIA, buried Jefferson Barracks (82-114A) New York
STEINKE, ARTHUR A.
ASN 39204852
Nose Turret
S/Sgt.
KIA, buried Jefferson Barracks (82-115)
Snohomish,
Washington
FINK, IVAN W.
ASN 33574486
Engineer
S/Sgt.
KIA, buried Jefferson Barracks (82-115)
Altoona,
Pennsylvania
SICARD, EDWARD P.
ASN 31284222
Radio Oper.
Sgt.
KIA, buried Jefferson Barracks (82-115)
Turner Falls,
Massachusetts
COUVILLION. WILBERT L.
ASN 38494335
RW Gunner
Sgt.
KIA, buried Jefferson Barracks (82-114)
Baton Rouge,
Louisiana
SMITH, MALCOLM R.
ASN 33452262
LW Gunner
Sgt.
KIA, buried Jefferson Barracks (82-115)
Washington,
Dist. of Col.
BETTLEY, CONRAD R. Jr.
ASN 11113894
Radar Obs.
KIA
Worcester,
Massachusetts
SHEA, JOHN J.
ASN 37046013
Tail Turret
Sgt.
KIA, buried Jefferson Barracks (82-115)
S/Sgt
Dubuque,
Iowa
Note: Jefferson Barracks National Cemetery is in St. Louis, Missouri.
On the route out of the continent near the coast, a cloud layer building up to 28,000 feet caused
the group to break the integrity of the formation. As described previously, the two aircraft
collided. On 24 October, 1944, six days after the above two losses, official word was received as
to the cause for the loss of two of the three aircraft MIA on the 18th.
“The flight surgeon’s report stated that the aircraft piloted by Lts. Bakalo and Dayball, collided
in mid-air during an electrical storm over Belgium. Both aircraft crashed, with one exploding; all
crew members were killed in action except Lt. Bakalo’s two waist gunners, who bailed out
safely. Twelve bodies were found in the two crashed Liberators.
The second 68th aircraft that failed to return on the 18th was piloted by 1st Lt. Edward C.
Lehnhausen, brother to the commanding officer of the 68th Squadron.
68th SQUADRON:
68th Sq., #42-50596 O, Lehnhausen
FLAK MAGNET
68th Squadron Crew:
Entire crew KIA
LEHNHAUSEN, EDWARD C.
ASN 0-764355
Pilot
1st Lt.
KIA, buried Luxembourg (B-7-11)
Peoria,
Illinois
DOLAN, CHARLES Jr.
ASN 0-825804
Co-pilot
2nd Lt.
KIA, buried Margraten (B-3-32)
Reading,
Pennsylvania
WITKIN, LEONARD
ASN 0-701359
Navigator
KIA
New York City,
New York
DAVIS, BYRON C.
ASN 34248774
Nose Turret
Sgt.
KIA, buried Margraten (M-5-3)
July 2005 edition
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2nd Lt.
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Colorado
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18 October 1944
HAYNAM, RICHARD D.
ASN 35610332
Engineer
S/Sgt.
KIA, buried Luxembourg (I-7-10)
Canton,
Ohio
FUXA, ERNEST C.
ASN 18194853
Radio Oper.
S/Sgt.
KIA, buried Margraten (B-12-12)
Bison,
Oklahoma
YOUNG, WILLIAM C.
ASN 36743059
RW Gunner
KIA
Sgt.
Rockford,
Illinois
ADAMS, CARL E.
ASN 34735355
LW Gunner
KIA
Sgt.
Maryville,
Tennessee
GUNTER, NOAH
ASN 14195404
Tail Turret
KIA
Sgt.
Aiken,
South Carolina
With no MACR available and little or no information in either the reporting of the 68th
Squadron or the 44th Headquarters, it has taken many years to discover any data about the loss
of this aircraft and crew.
This mission planning as briefed changed as soon as the Lead plane, E-806, piloted by Parks
failed to take off. Colonel Turnbull transferred to D-944, piloted by Captain Bakalo and they led
the formation. 1st Lt. Edward Lehnhausen, in O-596, had been shown to be in the last section,
and on the right, behind Lt. Kelly. Also, there were several other aircraft that aborted, so the
briefed positions were considerably changed.
Robert Lehnhausen, brother of Edward, told me that, “The 44th Bomb Group filled in a
formation with another Group. It was three ‘boxes’ and the fourth squadron filled in. Edward
was in the high, right section and Lt. Dayball was in the low left. Edward was on Lt. Kelly’s
wing and had a poor navigator who was on his 10th mission.
“When the formation approached that high weather front, they separated to avoid collisions.
When Bakalo’s aircraft turned over and went down, it is believed it crashed into Dayball’s. But it
is believed that Lehnhausen’s ship became separated from all the others and was flying alone
near Walcheren Island, just off the Netherlands coastline when they reached the North Sea.
The crewmembers were temporarily buried at various, rather scattered cemeteries. Bob Dimpfl
checked, but learned nothing. Edward was buried in Luxemburg, while another was buried at
Aachen – so the crew was scattered but no one knows why.”
The casualty report provides the following details: “[At 1330 h.] Flak batteries shot off the tail of
the B-24 [B-24J 42-50596, FLAK MAGNET] which crashed near the casemates at Buttinge, 3
kilometers west of Middelburg on Walcheren Island, Holland. On return, the formation broke its
integrity near Brussels where a cloud layer, building up to 28,000 ft. was encountered. Byron
Davis’ body was found in the water near Buttinge. The island of Walcheren was inundated at
that time, and only the higher lying parts (mostly centers) of the villages were still dry. The
Liberator must have crashed on inundated territory, which may explain the loss of bodies.”
A witness named Mr. H. W. Bouwman (mayor of Grypskerke) reported: “The plane was heading
towards Grypskerke (in a northern direction) then it circled back (south) seemingly looking for a
place to land. It was spiraling down, gunning its engines trying to control itself when it suddenly
lost control…spinning into the ground. The plane crashed at approximately 1,000 yards south
southwest of the town of Buttinge in about five to six feet of water.
“The island where the plane crashed was flooded with water usually having about five feet of
water, and at high tide, it would rise to ten feet. Therefore, most of the wreckage and the
crewmembers, those who were pinned down, were submerged. During the period in which the
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water remained from the time of crash to about November or December of 1945, we recovered
two American aircorp men who were floating around, near the location of the wreckage (about
600 feet away). One was Byron C. Davis, ASN 34248774, who was later buried in Grypskerke
cemetery and the other, Ernest A. Fuxa, ASN 18134853, who was buried in Middleburg
cemetery. Both were recovered one or two months after the crash. Davis was later disinterred on
13 September 1945 and Ernest Fuxa about the same time. I believe that they were both reinterred
in the Margraten cemetery.
“After the flood was drained from the island, I had a chance to look the wreckage over. I saw the
bones of some of the crewmen under the broken parts of the wing and fuselage (which was pretty
well covered over with barnacles) and estimated that there were about five or six bodies located
in the wreckage. These facts are, to the best of my knowledge, all of the information I can recall
about the airplane crash that took place at the above-mentioned time and place.”
A Dutch historian who has done considerable research on 8th Air Force losses provided the
following information regarding Edward Lehnhausen and crew: A/C 42-50596 WQ Flak Magnet
passed over Walcheren Island at about 1330 hours on 18 October 1944. It received a direct hit of
flak, lost the complete tail section, and crashed near Buttinge, Netherlands (on that same island).
The entire crew was killed. They came down near Middelburg on Zeeland of Welcherin Zuid.
The bodies were buried locally, near where they came down. Shortly after the war, teams of
investigators came in, exhumed the bodies and moved them to the continent. But these teams did
not work together; they took the bodies to various other temporary burial areas on the continent.
Later, when our men (Air Force) went to investigate our lost men, they found the crew in
various, widely separated cemeteries. This caused considerable confusion as our investigators
could not understand why the men were buried so widely separated. Eventually this puzzle was
cleared, but not for some time – years later.
Hans Hauterman and John Hey from Holland, who have been investigating this crash, do not
believe that the guns on Walcheren Island were responsible for the shooting down of B-24J 4250596. They also sent an extract of a diary kept by a young Dutchman who wrote the following:
“On 18 October, a four-engined bomber came down. There were thunderstorms in that afternoon
and I think it was hit by lightning. It may also be that it had already been hit and damaged over
Germany; the guns on Walcheren did not fire then. It was a ‘Liberator’ and came down from a
very high altitude, each time overturning what made a terrific noise. It seemed that it would
crash near to me but drifted away and fell near Buttinge.”
Hauterman and John Hey also report that Walcheren has the shape of a saucer; with high dunes
at the sea sides. The Germans had built extraordinary bunkers and installed heavy guns that
protected the access to the mouth of the Scheldt River, which runs from Antwerp to the North
Sea. Analyzing the burial details in the Casualty Report, they concluded that Dolan, Davis, and
Fuxa were recovered and buried in Grijpskerke and Middelburg in October, December, and
April. It has been recorded that Davis’ body was floating in the water and it is likely to accept
that this was also valid for Dolan and Fuxa. Five crewmembers were recovered by a team of the
Quartermaster-General that apparently had been attached to a grave Concentration Unit
operating on the U.S. Military Cemetery at Luxembourg-Hamm. This team also recovered
exhumed American bodies on other locations in the coastal area of western Holland. Most of the
U.S. War Dead in Holland were concentrated into the military cemeteries at Margraten (Holland)
and Neuville (Belgium).
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30 October 1944
Note: Thanks to Mr. John Hey, Air War Historian living in Holland, for his assistance in obtaining some of this
data.
A 66th Squadron aircraft experienced considerable difficulty on this mission and crash-landed in
Belgium.
66th SQUADRON:
66th Sq., #42-51234 L+, Norris
Aircraft destroyed
66th Squadron Crew:
All survived
NORRIS, CHARLES P.
Pilot
1st Lt.
ROUZE, EUGENE R.
Co-pilot
2nd Lt.
JOHNSON, DONALD
Navigator
2nd Lt.
WIKMAN, CHARLES P.
Bombardier
2nd Lt.
GARISTINA, UMBERT
Radio Oper.
S/Sgt.
TRIPP, HAROLD A.
Eng./Top Turret
S/Sgt.
CRESENTI, DIEGO F.
RW Gunner
S/Sgt.
RITTER, STEPHEN P.
LW Gunner
S/Sgt.
GRIMES, EDWIN R.
Tail Turret
S/Sgt.
This aircraft experience mechanical difficulty – no manifold pressure on #3 engine. It dropped to
30 inches and remained that way. #4 engine had fluctuating power. They returned with the
formation, coming back over Belgium. When they made a check of the fuel level, they found
only about 50 gallons remaining in each tank. After calling the Group’s formation leader, they
did a 180-degree turn, let down from 21,000 feet through dark clouds – and iced up. They
utilized instruments to finally break out of clouds at 2,000 feet and over Brussels, Belgium.
Heading northeast, they missed the field, did another 180-degree turn to get back.
Then, engines started to spit and sputter from lack of fuel, so they headed for an open field;
bombs were salvoed, which blew out all windows in the aircraft, damaged the elevators so they
failed to operate. #3 engine began burning and #2 smoked. The pilots used throttles to maneuver
the nose up and down – they had rudders and ailerons. They went into a grassy meadow about 30
miles northeast of Brussels. (HentjeWesterloo) The nose wheel collapsed, the main gear held up
but the ship split apart. The dashboard was shoved back into the pilots’ laps, but only minor
bruises and cuts from flying plexiglass resulted. The aircraft was completely wiped out.
30 October 1944
Hamburg, Germany
Due to weather conditions at the IP and interference by preceding Wings, our formation integrity
was broken, forcing 19 aircraft to bomb the Hamburg Oil Refinery by PFF and eight others to
attack Uterson, Germany. No enemy aircraft were encountered, flak at the target was heavy but
inaccurate. One 506th Squadron aircraft did not return, with flak being suspected as the cause.
506th SQUADRON:
506th Sq., #44-10523 Bar-T, Bentcliff
MACR #10139
506th Squadron Crew:
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BENTCLIFF, CLIFFORD J.
ASN 0-815806
Pilot
KIA
1st Lt.
GEMPEL, CHARLES L.
ASN 0-704835
Co-pilot
1st Lt.
KIA, buried Ardennes (D-13-40)
Toledo,
Ohio
FISKUM, LOWELL A.
ASN 0-713157
Navigator
KIA
Walhalla,
North Dakota
CELENTANO, LOUIS S.
ASN 0-703026
Bombardier
1st Lt.
KIA, buried Ardennes (D-11-34)
Minong,
Wisconsin
BAREFOOT, CHESTER L.
ASN 0-1995910
Pilotage-N.
1st Lt.
KIA, buried Ardennes (D-35-9)
Hollis,
Oklahoma
GRIFFIN, LESTER A.
ASN 34544294
Engineer
POW
T/Sgt.
Coral Gables,
Florida
MASCHMEYER, GENE E.
ASN 38511707
Radio Oper.
KIA
T/Sgt.
Oakland,
California
FULLER, CLINT J. Jr.
ASN 38451853
Top Turret
POW
S/Sgt.
Malvern,
Arkansas
CAPPS, RALPH W.
ASN 34609307
RW Gunner.
POW
S/Sgt.
Zirconia,
North Carolina
GARZA, RAUL
ASN 38541707
LW Gunner
Sgt.
KIA, buried Ardennes (D-11-36)
Port Lavaca,
Texas
DOWNEY, JOHN J. III
ASN 12193464
Tail Turret
S/Sgt.
KIA, buried Ardennes (D-37-14)
Jersey City,
New Jersey
1st Lt.
Chicago,
Illinois
MACR #10139 states, in part, “Immediately after bombing, at 1318 hours, in vicinity of
Hamburg, this aircraft went into a very steep bank. Heavy flak was encountered at this time.
Aircraft came out of the 90-degree bank and was last observed flying apparently under control
on 180-degree heading. Poor visibility, due to high clouds, made further sightings impossible.
No chutes were seen.” (Wrong aircraft?)
Lester Griffin, engineer, said that three men survived: Fuller, Capps, and himself. “We were a
radar crew and flew only in bad weather. We were on our 23rd mission. The plane exploded,
knocking or blowing me out, and I came down by parachute after regaining consciousness. I am
writing this letter from the V.A. Hospital in Gainsville.”
Further information was not possible as Sgt. Griffin died in 1983.
Sgt. Clint Fuller sent other brief statements, “Bentcliff, Gempel, Fiskum, Barefoot, Celentano,
Maschmeyer, Downey and a man of Mexican descent (Garza), went down with the plane. Ralph
W. Capps and I bailed out over Hamburg, but I don’t know how Lester Griffin managed to get
out.
“We flew into a heavy front while leading the high, right squadron. Soup was so thick that we
had to fly on instruments. Someone crossed over in front of us, with the prop wash flipping us
over, and the plane spun into the ground from approximately 28,000 feet.
“On the contrary, our plane did not explode – it hit the deck. Neither was it a radar ship. The
radio operator, Maschmeyer, froze, apparently from shock, and would not bail out. I had to climb
over him in order to get to the catwalk in the bomb bay. On this mission, I was riding the top
turret and that is why I had to fight my way past the radio operator. Both Barefoot and Garza
were new to our crew. Barefoot was riding the nose turret in order to complete the final mission
of his tour. He was killed.
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10 November 1944
“We did drop our bombs, but only to get rid of them. We saw no fighters or flak! In my opinion,
there was no explosion as the German interrogator discussed our tail markings, base, Group,
Squadron, town, Base Commander, etc.”
“Griffin, Capps and I were sent to Dulag Luft, Frankfurt, Stalag Luft IV; and moved to Stalag
Luft I. Capps left Stalag Luft IV 30-31 January 1945 with 4-5,000 POWs who walked (snow
waist deep) until the first week of May 1945. I saw him at Camp Lucky Strike after we were
liberated. Griffin and I were sent from Stalag IV to Stalag I by railroad freight cars. We had it
made!”
10 November 1944
Hanau, Germany
The Lanzendieback airfield, Hanau, which was near Frankfurt, was the target this date. There
was no enemy resistance in the target area, but moderate and fairly accurate flak was
encountered in Koblenz area. Two men were seriously wounded by this flak.
67th SQUADRON:
67th Sq., #42-50795 N-Bar, Spencer
Injured crewmember
67th Squadron Crew:
SPENCER, EDGAR J.
Pilot
1st Lt.
COLELLA, FRANK J.
Co-pilot
1st Lt.
BEAVERS, JOHN R.
Navigator
2nd Lt.
GREEN, WILLIAM T.
Bombardier
1st Lt.
FISHBONE, HENRY
Radio Oper.
T/Sgt.
MOSKOVITIS, PETER
Eng./Top Turret
T/Sgt.
STEWART, THOMAS R.
RW Gunner
S/Sgt.
SCHOFIELD, GEORGE E.
ASN 32057010
LW Gunner
Evacuated to U.S.
S/Sgt.
PICARDO, EDDIE
Tail Turret
S/Sgt.
Rockaway,
New Jersey
The target was in Hanau, Germany, near Frankfurt; probably an industrial plant. Lt. Spencer flew
in the number 4 position (the center of the formation and logical aiming point for enemy ack-ack
gunners). The flak was intense and accurate that day, resulting in 20 holes in the plane (N-bar).
During the bombing run, George Schofield was hit in the lower jaw and began bleeding
profusely. It was the nose turret gunner, Tom Stewart, who went from the front of the plane, all
the way to the back to administer first aid to Schofield. Lt. Spencer received permission to leave
the squadron and got fighter escort on the way back to England. By flying in a gradual descent,
he was able to increase his speed enough to keep up with the fighters and return to base
approximately one hour ahead of his squadron. Flares were fired in the landing pattern to signal
injured aboard. Ambulances and medical personnel met the plane at the hard stand.
The entire crew visited Schofield in the hospital the next day. (Lt. Spencer later learned that
Schofield required multiple operations over the next several years to reconstruct his face.) The
crew was given the next ten days off before the next combat mission, as was the custom when a
crew member was badly injured. Schofield was replaced on the crew by Abercrombie, an
armament gunner.
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Sgt. Peter Moskovitis, engineer on this plane, said, “The flak was fairly heavy near Koblenz
when one burst hit directly under us. George Schofield was standing just ahead of the waist
window when the explosion occurred. A piece of flak came up through the bottom of the ship
and hit George in his jaw, breaking it, and then exited through his cheek.
“Blood was flowing everywhere and George was convinced that he was mortally wounded. He
mumbled through the blood and broken bones for us to get him back to England as fast as
possible so he could die in England. When we told Lt. Spencer this, he immediately dropped out
of formation, called the 44th BG leader to advise him of his actions and also called for fighter
support, as he headed straight back toward Shipdham alone. Our fighters picked us up and
escorted us to the Channel. As we circled the field preparing to land, I kept shooting Red Red
flares to warn them that we had wounded on board. When we landed, an ambulance was waiting
to rush George to a hospital,
“A few days later, the entire crew caught a train at Thuxton station that took us to the hospital [at
Wymondham] so we could visit him. By that time he was in good spirits and enjoyed showing us
how he could suck spaghetti up a straw in order to eat! George was later returned to the States
for further treatment on his jaw and face, as he was badly scarred.”
On a later mission [21 November 1944]. Lt. Spencer’s aircraft was again peppered with flak,
resulting in 62 holes in the plane. This time it was Tom Stewart who got hit, but he did not say
anything. After returning to base, Lt. Spencer went over to the barracks to talk with his crew.
There, he found Stewart sitting on his bunk with a knife, digging flak out of his leg. Spencer told
him he should go to the hospital to have it taken care of. Tom told him it was all right, he had
sterilized it. He begged Spencer not to report him because he would not be allowed to go on the
next mission if he did. Tom Stewart had been born in England and had lost relatives there in the
war, so was more eager than most to go on combat missions. Spencer didn’t report the leg injury,
and has felt badly ever since that Stewart didn’t get the Purple Heart he deserved.
68th SQUADRON:
68th Sq., #42-50725 M, Hobbs
Injured crewmember
68th Squadron Crew:
HOBBS, JOHN C.
Pilot
2nd Lt.
COOPER, WARREN H.
Co-pilot
2nd Lt.
RICHFERTIG, SEYMOUR L.
Navigator
Flight Officer
SMITH, THOMAS P.
Bombardier
Flight Officer
BROWN, HARRY H. Jr.
Radio Oper.
Sgt.
MONTRE, DON W.
Eng./Top Turret
Sgt.
COWAN, HENRY Jr.
Gunner
Sgt.
KIRK, VERNON E. Jr.
Gunner
Seriously wounded
Sgt.
KRAYNIK, DANIEL J.
Tail Turret
Sgt.
Randallstown,
Maryland
Note: Kirk was transported to Hospital 4210 on 15 November and did not fly combat again. The Hobbs crew
went down on 2 December 1944. Hobbs, Cooper, Smith, Brown, Cowan, and Kraynik were KIA.
Vernon Kirk wrote: “The flight to Hanau was routine, though we did see some flak and some
planes we thought were German jets [Me 262s]. They seemed to be just staying out of range and
did not attack. When we approached Koblenz, we could see heavy flak ahead so we started to
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14 November 1944
drop the strips of anti-aircraft foil. The flak became thick and close, rocking the plane. I reached
over to pick up my flak suit and for an instant I could or did not move from that leaning position.
It was then I heard a loud noise and knew flak had hit the plane. Then I felt a burning in my right
hip. I told Hank, the other waist gunner to help me and then we found blood. He and another
crewman bandaged to stop the bleeding and we made it back to base. At the hospital that night I
saw another person, probably George Schofield, and though I felt pain I realized how lucky I
was because he appeared to have a head injury. This was only my second mission though one
time we became lost in heavy clouds and lost the formation.
“Some of the crew came to visit me in the hospital, then I never saw them again. Later I asked
about them and was told they were lost over France, but could not get any other information.
Hobbs gave me the piece of flak and a Cuban nickel I had in my wallet. The flak had struck it
and ripped it almost in half and then came out my hip at my waist. This nickel evidently
deflected the flak and saved more serious injury and possibly my life.”
14 November 1944
Aircraft Salvaged, Europe
506th SQUADRON:
506th Sq., #42-94952 Bar-A
SHACK RAT
Salvaged on continent
506th Squadron crew (no record of crew)
Records indicate that this aircraft was salvaged on the continent this day due to battle damage.
Aircraft must have been damaged some time prior to this date as no missions had been flown by
the 506th Squadron since 10 November. This aircraft was loaned to the 458th Bomb Group.
Their personnel were flying it. No records exist for it.
21 November 1944
Harburg, Germany
The primary target was the Crude Oil Refinery located at Harburg which was attacked by 30 of
the 44th BG planes utilizing PFF equipment. Intense, accurate, barrage type and tracking flak
was encountered in the target area. One man was killed and several others were wounded, one
seriously.
67th SQUADRON:
67th Sq., #42-51552 M-Bar, Phillips
Crew casualties
67th Squadron Crew:
PHILLIPS, CHARLES E. Jr.
Pilot
1st Lt.
NAGY, ALEXANDER S.
Co-pilot
1st Lt.
BURKE, ROBERT A.
ASN 0-886703
Navigator
KIA
2nd Lt.
POULSEN, KENNETH R.
Bombardier
1st Lt.
CODDINGTON, JAMES W.
Radio Oper.
T/Sgt.
VANDER BOOM, JOSEPH F.
Eng./Top Turret
T/Sgt.
FAY, RAYMOND C.
RW Gunner
S/Sgt.
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KOSTOCKA, PHILIP
ASN 37231265
LW Gunner
Seriously wounded
S/Sgt.
DENNISON, JAMES T.
Tail Turret
S/Sgt.
Humboldt,
Nebraska
2nd Lt. Robert A. Burke, navigator, was killed instantly when he was struck in the abdomen by a
heavy, unexploded projectile as he was leaning over his table. The impact simply blew him to
pieces, knocking his head out of the navigator’s window, bending #2 propeller, and scattering his
body over much of the aircraft. S/Sgt. Philip Kostocka, left waist gunner on this same plane, was
seriously wounded by flak. He did not return to duty until 19 January, 1945.
This aircraft was cleaned and repaired but 67th Squadron combat crews would not fly in it – for
various reasons. The aircraft eventually was transferred to the 506th Squadron where the combat
men did not know about this gruesome incident.
The pilot, E. C. Holmer wrote: “Burke was my navigator. He was one of, or, the youngest officer
[19] in the 67th at that time. A very great and likable person and did a fine job of navigation with
no problems. He guided us safely from U.S. to England in a new B-24 without following the
‘beam’ to axis territory. He was not flying with me at the time of death – was on loan to another
crew catching up on missions to finish with the rest of us. I accompanied the body to Manchester
for burial. After discharge, I visited his parents in California. A sad job.”
2 December 1944
Bingen, Germany
The Marshalling Yards at Bingen was our primary target but weather conditions forced bombing
to be done via the Gee-H method. Flak was meager and inaccurate in the target area and enemy
fighters attacked only stragglers of other Groups. In spite of that, two of our aircraft were
missing – one each from the 68th and 506th Squadrons.
68th SQUADRON:
68th Sq., #42-50805 T, Hobbs
MACR #10834
68th Squadron Crew:
HOBBS, JOHN C.
ASN 0-828430
Pilot
KIA
2nd Lt.
Lancaster,
Pennsylvania
COOPER, WARREN H.
ASN 0-829129
Co-pilot
KIA
2nd Lt.
Hampton,
Virginia
RICHFERTIG, SEYMOUR L.
ASN T-128471
Navigator
POW? Evadee?
Flt Of.
Brooklyn,
New York
SMITH, THOMAS P.
ASN T-126546
Bombardier
KIA
Flt Of.
Sharon,
Pennsylvania
MONTRE, DON W.
ASN 39331313
Engineer
S/Sgt.
POW, badly burned
Topeka,
Kansas
BROWN, HARRY H. Jr.
ASN 15327559
Radio Oper.
KIA
S/Sgt.
Cadiz,
Ohio
COWAN, HENRY Jr.
ASN 31240322
RW Gunner
KIA
Sgt.
New Bedford,
Massachusetts
FAULKNER, JAMES L.
ASN 34927059
LW Gunner
KIA
Sgt.
Louisville,
Mississippi
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KRAYNIK, DANIEL J.
ASN 32934067
Tail Turret
KIA
2 December 1944
Sgt.
Buffalo,
New York
This aircraft was leading the low, left squadron of the 392nd. Shortly after having passed the IP
(initial point) between 1246-1250 hours, the squadron passed through heavy cloud banks and the
formation was completely broken up. Enemy fighters attacks were reported in this area.
The only information located for this aircraft is that from the MACR, which states, “Between
one and four minutes before bombs away, at 1238 hours, this formation flew into a cloud layer
formed by a junction of high and low clouds. This aircraft was last seen when the formation flew
into this cloud bank. Flak at this time was meager and inaccurate; enemy aircraft were seen in
the area, but attacked other units following this formation. The 44th did not have attacks on its
formation.”
Sgt. Don W. Montre was reported returned to military control on 27 March, 1945, but no record
of him returning to base.
Flight Officer Richfertig had only the notation of “EUS” beside his name on the MACR,
indicating that he survived and was returned to the US. There is no record of him having been a
POW.
Louis G. Montre, brother of Don, sent me the following information, “Don was on his seventh
mission and was flying as a gunner in the top turret. The pilot (Lt. Hobbs) pulled their plane up
when the formation ran into that high overcast to avoid any possible collision with other planes
in the formation. But when they broke into the clear at about 23,000 feet, they were attacked by
enemy fighters. These attacks caused major damage to their plane and fire erupted in the bomb
bay and probably injured or killed other crew members.
“Don made his evacuation from the flight deck after getting out of his turret. He said that he had
always kept his chute nearby, put it on quickly and then dove from the flight deck into that
burning inferno in the bomb bay. And that was the last he remembered until the cold air revived
him. When he regained consciousness, he felt like he was floating, and made a free fall to about
three thousand feet. Although badly burned, he managed to reach and pull his ripcord – and the
chute opened. BUT his chute had a large hole burned in it – it must have been smoldering as he
fell. Again, he was lucky because he came down in a forest, his chute caught on a tall tree,
breaking his fall or he surely would have been killed.
“An elderly German woman, her daughter, and a dog found him, helped get him to the ground,
and from there to their farmhouse nearby where they tried to give him first aid. He was taken
into custody by the Germans and spent five weeks at a German hospital near Wiesbaden where
he received treatment. At that time a German doctor, when examining his eyes, said ‘Kaput’.
Don also said that this hospital was full of young American men with grievous wounds, and that
he always was moved when he spoke of those young men. Don was 33 years old at that time.
“Eventually, he was moved to the Heppenheim prison camp near Koblenz where he remained
until he was liberated on 30 March 1945 by General Hodge’s Third Army. Then he went to a
hospital in Paris, still bandaged over his eyes and could not see. He arrived home in April, and
then went to a hospital in Palo Alto, California, for extensive plastic surgery and skin grafts.
Eventually he regained sight in one eye.
“The first word we heard from him was in March 1945, when he telephoned from New York.
Don was sent to California where he spent eighteen months for treatment for his burns. His face
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and his hands were terribly burned. But they did a wonderful job on him – new eyelids, new
eyebrows, and part of his nose. His hands were better, too.
“I’ve always suspected that Don was caught in the bomb bay section to received those burns.
The plane was afire and probably exploded.
“I’m sorry to tell you that Don passed away on May 12th, 1966, and I have no other information
about that mission.”
Don’s daughter, Edith (Montre) McBride, wrote: “On the day his plane was shot down, the plane
went into the cloudbank you described in the letter you sent to my uncle. My father said the pilot
was not comfortable flying by instruments, and wanted to get out of the clouds. Others on the
plane wanted to stay in the clouds, but the pilot chose to take the plane out, and they immediately
encountered 15 Messerschmitt German fighter planes and [the plane] was hit. My father said the
small door leading to the bomb bay was totally engulfed in flame, a wall of flame. The entire
plane was burning, and he dove to where he thought the small door opening probably was, and
miraculously fell clear of the plane, after hitting his head on the catwalk in the bomb bay area.
He was unconscious for some moments due to the blow on his head and the altitude of the plane.
When he regained consciousness, he was amazed that his chute was open, that somehow he had
pulled the ripcord. When he looked up he saw flaming holes in his parachute. When he looked
down, he saw forest and the Rhine River. He landed in a tree, and was severely burned – face
and hands. That is when the elderly German woman, her daughter, and their dog found him.”
506th SQUADRON:
506th Sq., #42-50766 Bar-D, Bayless
MACR #10848
506th Squadron Crew:
BAYLESS, HERBERT L.
ASN 0-768414
Pilot
KIA
lst Lt.
Bakersfield,
California
LOUISA, VICTOR P.
ASN 0-813186
Co-pilot
POW
lst Lt.
Carnegie,
Pennsylvania
JOLOVITZ, ALFRED W.
ASN 0-719085
Navigator
POW
1st Lt.
Canton,
Ohio
BRENNAN, FRANCIS W.
ASN 0-562611
Bombardier
POW
1st Lt.
Orlando,
Florida
MOORE, ROBERT L.
ASN 34407173
Engineer
KIA
T/Sgt.
Daytona Beach,
Florida
DOSMANN, JOSEPH B.
ASN 35542266
Radio Oper.
POW
T/Sgt.
Mishawaka,
Indiana
PASSANTINO, THOMAS J. Jr.
ASN 39537767
Nose Turret
KIA
S/Sgt.
Kansas City,
Missouri
McBRYDE, WILLIAM H.
ASN 34665208
LW Gunner
KIA
S/Sgt.
Red Springs,
North Carolina
BEGGS, WILLIAM A.
ASN 38345296
Tail Turret
S/Sgt.
KIA, buried Ardennes (C-34-5)
Chalk,
Texas
This aircraft (766), per the MACR, was leading the low, left squadron of the 392nd BG. Shortly
after having passed the IP, between 1246 and 1250 hours, the squadron passed through heavy
cloud banks and the formation was completely broken up. Enemy aircraft attacks were reported
in this area. Nothing specific on this aircraft as no one reported seeing it again.
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Although there were four survivors from this aircraft, only two of them, Lt. Brennan and radio
operator Joseph B. Dosmann, were still alive when this book was first published. Sgt. Dosmann
told me about his experiences that day.
Although this aircraft was leading an element of the formation, they did not have PFF
equipment. When their aircraft came out of the clouds, they were separated from the other planes
and were soon under attack by enemy aircraft. His first indication of the attack was hearing the
top turret firing, so he looked out of the small window in the radio compartment and saw Me
109’s attacking from about 4 o’clock, a bit high. One or more 20-mm shells exploded just under
the flight deck, hitting either the gasoline in the “putt-putt” or the hydraulic fluid reservoir,
(possibly both) as flames immediately erupted.
Joseph Dosmann said that his instructions were for him to leave his radio and go to the waist
position to man a gun there when and if they were attacked. Upon hearing the top turret firing, he
had snapped on his parachute and was on his way toward the bomb bay when the explosions and
fire occurred. The crew was one waist gunner short this day.
At this time, Robert L. Moore, engineer, seeing the fire and feeling the heat, dropped down out
of his top turret in order to determine the extent of damages and attempted to extinguish the fire.
Finding the situation hopeless, he opened the top hatch next to the top turret, but decided against
that exit, preferring to attempt to open the bomb bay doors. Sgt. Dosmann says that the last he
saw of Bob Moore was when Bob jumped down onto the catwalk in an attempt to open the
doors, and he was waist deep in flames.
At that moment, the pilots lost control of the ship and it flipped upside down and provided a
miraculous escape for Joseph. He was thrown completely out of the plane through that open top
hatch! It is believed that the co-pilot, Lt. Victor P. Louisa exited from this hatch, but for him it
was a real struggle as by then the plane was in a flat spin, upside down, so centrifugal force
made movement difficult. Every time he tried to push away, the falling plane would catch up to
him. But at about 2,000 feet, he finally managed to free himself and barely got his chute opened
before he hit the ground. This ended mission number 23 for him, but his first with this crew. He
had volunteered for this mission as this crew was short and his regular crew was not scheduled.
Lt. Louisa recalled that his hearing was damaged for several days while he took evasive
measures. He stripped himself of all identifications and began working his way back to Allied
lines. Along the way he was subjected to barrages of artillery, which he later learned was our
own. But he was captured on 12 December while hiding along a river bank trying to locate a
means of crossing it. Had he found a means to get across that river, there was a good possibility
that he may have made it to the nearby Allied lines. He was sent to Stalag I until liberated by the
Russians.
Bombardier Lt. Francis W. Brennan said that, “I never saw the planes attacking us, but when I
was coming down with my parachute, I saw radial-engine fighters, so they had to be FW 190s.
The cannon fire did hit the auxiliary power unit and the gasoline from it started the fire. With
that fire between us and the bomb bay, our only way out was through the nose wheel doors. I
opened the doors, then Alfred Jolovitz and I got ready to bail out. Jolovitz was first out, and I
was next. Just as I was about to jump, I looked back at the nose turret gunner, Thomas
Passantino, to see him snapping on his chest type chute. I jumped, but never saw Passantino
again and don’t know why he did not make it.
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“My understanding is that both the pilot, Herbert Bayless, and our co-pilot Victor Louisa,
managed to get out, and I think Louisa was last out. Bayless did not survive for reasons
unknown, although there were several rumors about what happened to him.”
Records show that Passantino was the right waist gunner on this mission, but he actually was the
nose gunner. So this could explain why the radio operator Dosmann was on his way to man a
waist gun – the crew was one man short. Lt. Brennan confirmed this, stating that Sgt. Robert
Crawford had been granted a leave about two weeks earlier and no replacement was made. Sgt.
Tom Passantino was moved up to the nose turret so that bombardier Lt. Brennan could handle
the bomb sight if need be – they were flying as deputy lead.
Frank Brennan wrote: “My recollection is that we, who were a lead crew, were flying lead for
the 392nd on this mission. We had not been on the battle order the preceding night and were less
than pleased to be awakened at 3:30 a.m. and told we were to lead the 392nd on this mission.
The reason we were given was that there was a possibility of bad weather over the target area
and a bombardier who had been checked out for G-H bombing was needed. I had been checked
out for G-H. We were told that no bombardier in the 392nd had been. I didn’t believe that then
and still don’t.”
4 December 1944
Kolschhausen or Wetzlar, Germany
Due to heavy traffic over the Primary target of Soest, and the necessity to bomb with the aid of
malfunctioning instruments, two targets are believed hit. Even though Allied fighters gave
excellent protection, one 66th Squadron plane did not return.
66th SQUADRON:
66th Sq., #42-95124 P+, Rogers
SAND BOMB SPECIAL
MACR #10835
ROGERS, WARREN
ASN 0-771541
Pilot
POW/Injured
2nd Lt.
Pasadena,
California
MOIR, ALEXANDER B.
ASN 0-2058239
Co-pilot
POW/Injured
2nd Lt.
Papaikou,
Hawaii
McCRACKEN, JOHN Jr.
ASN 0-1102377
Navigator
1st Lt.
KIA, buried Lorraine (A-11-39)
Oakland,
California
FRAZIER, JOHN S.
ASN 0-927690
Bombardier
POW
2nd Lt.
Oneonta,
New York
MILLER, FRANCIS J.
ASN 13114418
Engineer
POW
S/Sgt.
Bangor,
Pennsylvania
MISKIEWICZ, FRANK A.
ASN 11073501
Radio Oper.
POW
S/Sgt.
Jewett City,
Connecticut
SPEIR, ROBERT J.
ASN 16063102
Nose Turret
KIA
Sgt.
Detroit,
Michigan
HARKOVICH, MICHAEL
ASN 33353758
LW Gunner
POW
S/Sgt.
Boise,
Idaho
SPENCER, LEWIS D.
ASN 36763796
Tail Turret
POW/Injured
Sgt.
Roodhouse,
Illinois
66th Squadron Crew:
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Included in the information shown in the MACR is the statement that a Lt. Wilson saw P+ (124)
fall out of formation between the IP and the target. It appeared to be under control at that time.
Another crew saw a B-24 with two engines feathered going down at the same time (1245 hours)
and same place, but could not see the identification letter, but apparently it was the same one.
Left waist gunner Michael Harkovich, later wrote his account for this day, which was published
in “American Diaries Of World War II”. Information was abstracted from this book with his
consent: “We no sooner hit the target when #2 engine went KAPUT. Ten miles further, the
‘mate’ joined her (#1). We lost the formation, lost altitude, and before we knew it, we were all
by our lonesome. We tried to get fighter protection, but no soap. The transmitter was also Kaput.
We had to throw out most of our ammo, etc. It was 33 degrees below zero, but that was no sign it
was cold. I, for one, honestly sweated to beat hell. Nothing to do but pray.
“We went quite a way, then suddenly #1 got competition, as #3 decided to cut out. It was
smoking and giving trouble. Lt. Rogers gave warning to be set to hit the silk as we drifted down
to 12,000 feet. Bingo; hold your cards, out of nowhere 6 Jerrys – l09s – came at us. Ring! Ring!
sounded the emergency alarm to abandon ship. We left in the following order: B. Speir, F.
Miskiewicz, F. Miller, A. Moir, Red Spencer, myself, then last of all, the pilot, Rogers.
“When it came time for me to jump, I couldn’t think, completely forgot the procedure they gave
me at lectures, looked out the hatch, said to myself, ‘What am I waiting for?’ and then left. I
went head first, did a half somersault, and pulled the ripcord.
“I only counted eight chutes. Evidently our navigator, John McCracken, stayed with the plane, or
his chute failed to open. I hit the good old earth with an awful thud, fell backward and hit my
back and head soundly. Was slightly dazed, got up on my feet and had a time trying to unbuckle
due to the fierce wind blowing. Suddenly I heard a ‘Kachow’, turned my head to see a soldier
coming at me with a rifle. I threw my right hand in the air as high as I possibly could. But in so
doing, I had to release my grip on my chute roll, causing the wind to knock me for a loop. Before
I regained my feet, this character was upon me. He frisked me, yelling, ‘Pistul, pistul?’
“Out of nowhere I started to get hit from all sides, kicked in the head, kicked in the mouth,
punched in the nose and all parts of my face. Don’t know how I ever held consciousness. After
the bloody ordeal, I was picked up and was astonished to see a group of civilians gathered
around me. They had nothing but evil plans for me. Then three soldiers proceeded to march me
to their big wheels, over what seemed like three miles of dirt roads.
“They showed me Speir’s dog tags and asked me if I knew him. Then they led me to a large
room where I found Lt. Moir, co-pilot. He had two fingers on his right hand broken, claiming he
received them while protecting his head from being bashed in by an iron bar from a civvy. A
trickle of blood came from his chin, otherwise apparently unhurt. He told me Bob Speir was
dead.
“Later Red Spencer hobbled in on one leg. He had sprained his right ankle, which had ballooned
up – otherwise, unhurt. Frazier, our bombardier, didn’t have a scratch on him. But someone had
stolen his watch. Miskiewicz claimed that he had been hit a few times and his watch also was
stolen, but Warren Rogers was practically carried in. He couldn’t walk as both of his feet were
hurt. It was quite a time before Miller, engineer, came in. But Bob Speir and McCracken didn’t
show – ever.”
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Bombardier John Frazier sent this information, “This was pilot Rogers’ second mission, but the
first for the remainder of the crew. Although we arrived at Shipdham as a 10 member crew, the
pilot bumped one of the waist gunners to provide room for me on the mission as no bombardier
was required. I flew as right waist gunner, not in the nose with navigator Lt. McCracken and
nose turret gunner Speir – both of whom were lost.
“I seem to recall that the pilot had difficulty in getting the plane to lift at takeoff and we were
delayed in reaching our position in the Group formation. During the bomb run, the left waist
gunner, Sgt. Harkovich reported that the left engines were throwing oil. Ordered to check it by
the pilot, I could not identify the liquid and told Rogers to rely on his instruments to reach any
decision to feather. Although there was some flak, I am inclined to believe that we had suffered
engine failure rather than a hit. Shortly thereafter, Lt. Rogers feathered the prop on #1 engine;
then, on the second engine, too.
“Unfortunately, we could not keep up with the group. Fighter escort was radioed, but did not
respond. Later, it became known that the signal had been sent over air-sea rescue channel (I
think #4), rather than the fighter escort channel. As the formation and fighters continued to pull
further away, flares were fired from our plane and a fighter did return. However, inasmuch as
there was no radio communication, the fighter left and returned to the formation.
“There had been considerable cloud undercover up to that point and the navigator, Lt.
McCracken was unsure of our position. By consensus, it was decided to take a compass heading
of 270 degrees, believing that this would bring us to France. Lt. McCracken, upon receiving my
instructions, toggled the bombs singly, at timed intervals, and all gunners jettisoned all
ammunition except approximately 50 rounds each. With full trim and with the effort of Lt.
Rogers and co-pilot Moir, the plane stabilized and flew on the compass heading at an altitude of
somewhere around 7 to 8 thousand feet.
“After what seemed to be a considerable period of time, we encountered German fighter planes
within sight of what we believed was the Rhine River. Lt. Rogers ordered the crew to parachute
and sounded the bail out signal. I saw several crewmembers bail out through the bomb bay
before doing so myself. I do not recall their identities, but imagine they must have been engineer
Miller, radioman Miskiewicz. Am not sure whether nose turret gunner Speir was one of those
who preceded me or not. Tail gunner Spencer bailed from the rear hatch in the waist. I was
knocked unconscious upon impact with the ground in a ditch, and had been searched before
regaining consciousness.
“We were assembled and taken to a post in nearby Freiburg, in southwestern Germany, being
much further south than we had anticipated. At the German post, we were informed that Sgt.
Speir’s parachute had failed to billow and just trailed. He was dead, they reported. I heard
nothing about Lt. McCracken. The Germans asked about him, as he was missing. Lt. Moir had
an injured hand and was taken for treatment the following morning. The rest of us began our trip
to Frankfurt, then to POW camp Stalag Luft I at Barth.”
According to the MACR, the document ‘Reviews of War Crimes Trials at Dachau 1945-1948’
(Case 12-1934) confirms that Sgt. Speir landed near Freiburg in a railroad freight yard and was
bayonetted and then shot. He was buried in the Jewish Cemetery at Freiburg. One German got a
ten-year sentence.
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18 December 1944
18 December 1944
Mission recalled
One aircraft crashed on takeoff. Fog and cold contributed to this mission being recalled.
67th SQUADRON:
67th Sq., #42-51309 V-Bar, Collins
Crash on takeoff
COLLINS, ORELL
Pilot
2nd Lt.
POWELL, RAYMOND C.
Co-pilot
2nd Lt.
DUNWOODY, JAMES M.
Navigator
2nd Lt.
FISHER, DONALD
Bombardier
2nd Lt.
HOOPER, E. E.
Radio Oper.
S/Sgt.
WARPACK, E. H.
Eng./Top Turret
S/Sgt.
OURS, ELVIN D.
RW Gunner
Sgt.
WYSOCKI, EDMUND
LW Gunner
Sgt.
PETZOLDT, WILLARD
Tail Turret
S/Sgt.
Raymond Powell wrote: “We crashed the aircraft V-Bar [#42-51309] on takeoff in early
December. This was on our tenth or eleventh mission. According to my photos, the ship’s
fuselage was split 4’ to 5’ upward between the flight deck and forward part of the bomb bay. We
really never knew the cause other than we (the pilot and co-pilot) felt the left landing gear give
way as we were approaching lift off speed. I recall Fisher, the bombardier, calling out the air
speed. At 95 mph, Collins beginning to lift the nose wheel and suddenly the left main landing
gear folded causing the nose wheel to fold. From that moment on, some of the 500-lb. bombs
dropped from their shackles, sparks through the bomb bay, #1 engine ripped partly out of the
wing and smoking, propeller ripped off #2 engine and landed about 300 yards away and no fire.
After an eternity, we finally skidded to a halt about 150 yards from the end of the runway with
the crew scattering in all directions. The ship never exploded nor did we have any injuries. It was
a miracle to me. I was really surprised to read that it had been placed back into service and
finally flown home.
“As far as I can remember and looking at the photos I have, the weather was not a problem –
cloudy as usual that time of morning and cold as always, but I do not recall icing, however, this
is quite possible at high speed. There is one aspect of the crash that I have not been able to
reconcile and that is the bomb bay doors are opened in my photos and the doors are always
closed prior to takeoff!
“At any rate, it is amazing how quickly two large men (190 lb. myself and Collins about 200 lb.)
with flak suits, heavy flying suits and boots can get through a small hatch and run the 100 yards
under ten seconds. I recall as I ran down the wing past a smoking #1 engine, that I prayed to the
Almighty to allow me to touch the ground before it exploded – after touching the ground, I
asked, “Lord, please give me another ten yards. And I’ll hit the ground.” Needless to say, I didn’t
hit the ground until I had covered 75 to 100 yards.”
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44th Bomb Group Roll of Honor and Casualties
28 December 1944
Kaiserslautern, Germany
A road and rail junction at Kaiserslautern was the target for the bombs this date from our 36
aircraft. Results were considered excellent. Meager to moderate, fairly accurate flak was
encountered at the target, fighter support good, weather clear. But this was a bad day for the 68th
Squadron as they lost one aircraft in action, another was forced to land on the continent and a
third crashed while aborting, due to a malfunctioning engine.
68th SQUADRON:
68th Sq., #42-95260 P, Bledsoe
LILI MARLENE
MACR #15998
68th Squadron Crew:
Entire crew KIA (five buried at Cambridge)
BLEDSOE, JESSE W.
ASN 0-718848
Pilot
2nd Lt.
KIA, buried Cambridge (D-2-43)
Corpus Christi,
Texas
GRIFFITH, WARREN W.
ASN 0-828160
Co-pilot
KIA
Greenfield,
Indiana
WELLMAN, HARRISON W. IV
ASN 0-2065203
Navigator
2nd Lt.
KIA, buried Cambridge (F-6-129)
Battle Creek,
Michigan
FIDARES, NICHOLAS J.
ASN 42068546
Nose Turret
Sgt.
KIA, buried Cambridge (D-6-23)
New York City,
New York
ARNOLD, ERNEST F.
ASN 17035780
Engineer
Sgt.
KIA, buried Cambridge (F-2-82)
Watertown,
South Dakota
FRANGOS, THEODORE W.
ASN 12036607
Radio Oper.
S/Sgt.
KIA, buried Cambridge (F-2-66)
Bronx,
New York
STELL, CHARLES E.
ASN 18187261
Asst. Radio
KIA
Sgt.
Bay City,
Texas
BARTH, DAVID
ASN 42069644
RW Gunner
KIA
Sgt.
Brooklyn.
New York
GARRETT, JAMES J.
ASN 31388309
LW Gunner
KIA
Sgt.
Worcester,
Massachusetts
KISER, WILLARD
ASN 32836806
Tail Turret
KIA
Sgt.
Endicott,
New York
2nd Lt.
Reports state that this aircraft had to turn back from the mission because of engine trouble. As
the plane approached the field with #2 engine out, it was seen to lower to about 500 feet on
approach. It missed the runway and then began a right turn, when it stalled out and crashed. One
bomb exploded, demolishing the plane and killing the entire crew.
The second aircraft lost on the 28th was that piloted by Captain Gus Konstand, who was one of
the five lead crews brought in from the 492nd BG when it was disbanded in August 1944.
68th SQUADRON:
68th Sq., #44-10582 D, Konstand
MACR #11373
68th Squadron Crew:
(One Exception)
KONSTAND, GUS
ASN 0-794428
Pilot
KIA
Capt.
HENDERSON, JOHN L. (491st BG)
ASN 0-666173
Command Pilot
POW
Capt.
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Ohio
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OLIVER, GEORGE H. Jr.
ASN 0-819153
Co-pilot
lst Lt.
KIA, buried Lorraine (D-35-34)
Valdosta,
Georgia
PARKER, GEORGE J.
ASN 0-699237
Navigator
1st Lt.
KIA, buried Lorraine (D-33-34)
Houston,
Texas
COHEN, ROBERT M.
ASN 0-1998577
G-H Navig.
POW? Evaded?
Cincinnati,
Ohio
LOFLIN, WILLIAM E.
ASN 0-1996110
Bombardier
lst Lt.
KIA, buried Lorraine (E-34-36)
Huntington,
West Virginia
POVICH, GEORGE
ASN 33675477
Nose Turret
S/Sgt.
KIA, buried Lorraine (B-31-26)
Cannonsburg,
Pennsylvania
FIELDS, EDWIN D.
ASN 33522224
Engineer
T/Sgt.
KIA, buried Lorraine (E-35-36)
Richmond,
Virginia
LYBARGER, WILLIAM B.
ASN 39556559
Radio Oper.
POW
T/Sgt.
Miami,
Arizona
DAVIS, ADDISON C.
ASN 31312747
RW Gunner
POW, wounded
S/Sgt.
Canterbury,
Connecticut
GARRETT, HOWARD N.
ASN 18098718
LW Gunner
POW
S/Sgt.
Gladwater,
Texas
STEPHANOVIC, REUBEN J.
ASN 13169810
Tail Turret
S/Sgt.
KIA, buried Lorraine (D-30-41)
lst Lt.
McKeesport,
Pennsylvania
Note: Robert M. Cohen was never listed as a POW, but the MACR indicates that he survived and was returned
to the United States. Capt. Henderson, the Command Pilot, was from the 853rd Squadron of the 491st Bomb
Group.
The MACR states that, “Aircraft #44-10582 was the Gee-H lead of the 491st Bomb Group. At
1235 hours, on the bomb run, this aircraft received two direct flak hits in the bomb bay. Fire
broke out immediately and this aircraft’s bombs were dropped. The aircraft dropped below the
formation and seemed to stay under control for approximately 90 seconds before breaking in two
at the waist. Both sections of the aircraft were seen to crash into the ground.”
Right waist gunner Addison C. Davis, sent his recollections, “We were on the bomb run when
we took two direct hits. The first set off a box of flares on the flight deck and set us on fire. The
second one hit right under us in the waist and knocked us over. Edwin D. Fields, engineer, was
standing right beside me and was not injured. I picked up my parachute pack and put it on, then
started back to the tail to help Stephanovic, tail gunner, to get out.
“The next thing I knew, I was out in the air! I opened my chute and looked down. I could see
four chutes below me. The plane was completely gone! They were still shooting at us on the way
down. When I hit the ground, a bunch of German soldiers jumped on me. I had a broken leg, so
they put me in a wheelbarrow and pushed me up a hill into a town.
“Later that day, I saw Lybarger and Garrett. They were both all right. Lybarger said he landed
right near Captain Henderson, and he, too, was not seriously injured. But I never saw them after
that. They put me in a hospital train for four days. Later, I wound up in a military hospital where
they finally set my leg.
“About a month later, they sent me to a POW hospital where I stayed until we were liberated by
the American Armored Division in April, 1945.”
William Lybarger’s wife Phyllis, wrote about what Bill said about the day they were shot down:
“He said they were hit by flak and on fire, so three of them (probably Henderson, Garrett and
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44th Bomb Group Roll of Honor and Casualties
Bill) became lodged trying to escape out the top hatch. It was fortunate that the plane exploded
(broke in two?) as it released them into the air. Bill often complained of a shoulder injury as his
arm was locked above his head when he was trying to get out.
“The explosion knocked off his flight boots. He missed them until the Germans gave him
something to wear as it was very cold. I think he even may have said the ground was snowcovered. He got flash burns on his face, but luckily his goggles protected his eyes, his face
healed up well and he wasn't left with any scars.
“He said it was very scary when he was parachuting down as at first, he thought he'd land in a
big body of water he saw, then he thought he'd land on top of the many pointed trees! But, it
turned out he landed far from water and in a clearing. A group of cocky German SS officers in a
jeep picked him up right away and took him to camp. That was also a very scary experience as
they drove over a bumpy road with their cocked guns pointed at him all the way! Also, they had
neglected to search him and he was carrying a concealed gun! He was very relieved to turn it in
to someone else the first chance he got.
“He spent the next three days in solitary confinement, although he didn't exactly know why as it
appeared from the papers they got that they knew as much as he did about their mission. He was
first in camp 13D [Nurnberg-Langwasser] then, as the front lines were moving so fast, they had
to march them to camp 7A [Moosburg] as they were supposed to be 200 kilometers behind the
line. That march, too, was quite an experience. There was snow on the ground and they had only
one blanket each. Three would sleep together and they would take turns being in the middle.
They had little or no food. From that experience, he said he'd never be caught again without a
jack-knife, fishhook, and candy bar in his pocket! He continued to carry a knife the rest of his
life and ate loads of Hershey bars, but although he loved to go fishing, that's the only time I
knew him to carry a fishhook!
“He never felt any animosity toward the Germans for as on the whole, he got the best treatment
they could give. The older Germans knew they were losing the war and the people just didn't
have much themselves. He even wondered about what the poor German farmer would do the
next spring as he stole and ate his seed potatoes during their long march!”
A 68th Squadron aircraft made an emergency landing in Merville, France
68th SQUADRON:
68th Sq., #44-10553 L
Emergency landing
VAN DYKE, THURSTON E.
Pilot
2nd Lt.
HALL, JOHN R.
Co-pilot
2nd Lt.
HAFT, RICHARD A.
Navigator
2nd Lt.
RICHMAN, BENJAMIN
Bombardier
2nd Lt.
GROTHAUS, JOSEPH V.
Nose Gun./Togglier S/Sgt.
BLUE, FRED E.
Radio Oper.
T/Sgt.
ROSE, LAURENCE F.
Eng./Top Turret
T/Sgt.
MCLEAN, DONALD
RW Gunner
S/Sgt.
CRITES, F. L.
LW Gunner
S/Sgt.
STAPLES, CHARLES W.
Tail Turret
S/Sgt.
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28 December 1944
Thurston Van Dyke recalls: “Most other missions were without incident except the one when I
was flying back to England as a cripple and flew directly over Cherbourg at 5,000 feet. Needless
to say, the 105s didn’t allow that. Being badly damaged this necessitated a belly-landing on a
bombed-out runway in Merville, France. The plane was a wreck but luckily no one was hurt.
“I was a member of the 44th Bomb Group, 68th Squadron from June 1944 to May 1945, flying
back to the U.S. the last of May and arriving in the U.S. on May 31st. I flew SAN ANTONIO
ROSE back with crew and passengers via Wales, Iceland, Greenland, and Bradley Field, Conn.
“My first mission was as co-pilot on an orientation mission with Lt. Bonnet. We were shot up
over Munich, and eventually landed in the English Channel. The four survivors, all severely
injured, spent time in the hospital. The rest were lost, and their bodies never recovered (to my
knowledge). I flew two more missions as co-pilot as a favor to my friends, Lts. Washburn and
Kohler, on their last missions. They thought I was a good-luck charm. My remaining missions
were flown as first pilot with various crewmembers until I wound up with a semi-permanent
crew, which I flew home.”
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44th Bomb Group Roll of Honor and Casualties
1945
16 January 1945
Marshalling Yards, Dresden, Germany
Enemy resistance at this secondary target was nil, and the fighter support was very good. Yet
three aircraft were lost; all abandoned in flight. Others landed in France and three of these were
abandoned or left for repairs! Group Commander, Col. Eugene H. Snavely, was flying Command
Pilot on one of the MIA aircraft.
66th SQUADRON:
68th Sq., #42-50660 A, Testa
MACR #2863
Note: This was a 66th Squadron crew flying a 68th Squadron aircraft.
66th Squadron Crew:
TESTA, JOHN J.
ASN 0-659413
Pilot
Injured, returned
Capt.
Arlington
Massachusetts
SNAVELY, EUGENE H.
ASN 0-221364
Command Pilot
Returned
Col.
Harlingen,
Texas
DUBOWSKY, ROBERT
ASN 0-818128
Co-pilot
Injured, returned
lst Lt.
Mineola,
New York
ALBIN, CHARLES H.
Navigator
Returned
lst Lt.
JENSEN, ERNEST L.
ASN 0-694676
Navigator
Returned
lst Lt.
ARMS, LESTER A.
ASN 0-668696
Bombardier
Returned
Capt.
RICE, CHARLES F. Jr.
ASN 0-699530
Pilotage/Nav
Returned
1st Lt.
GEGENHEIMER, JAMES E.
ASN 14096114
Engineer
Returned
T/Sgt.
New Orleans,
Louisiana
STEDGHILL, EDWARD T.
ASN 37417267
Radio Oper.
Injured, returned
T/Sgt.
St. Louis,
Missouri
FRADY, ROBERT G.
ASN 34608949
Waist Gun
Injured, returned
S/Sgt.
DAVIES, GOMER B. Jr.
ASN 31326950
Waist Gun
Returned
S/Sgt.
SCHOTT, ANTHONY J.
ASN 33558662
Gunner
Returned
S/Sgt.
BRIDGE, RAYMOND E. Jr.
ASN 32750351
Tail Tur
Returned
S/Sgt.
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St. Louis,
Missouri
Mt. Holly,
New Jersey
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16 January 1945
Capt. Testa’s aircraft began this mission as Group and division lead but was forced to turn over
this lead shortly after crossing into Germany, as their H2X equipment malfunctioned. Subjected
to considerable ground fire, smoke and low clouds covered the Primary at Ruhland, so the
Secondary target at Dresden was bombed, with poor results.
Captain Testa’s aircraft had lost two engines from the accurate flak near Ruhland and dropped
from the formation, salvoed its bombs near Bernberg, and turned for home base. With the loss of
power, the plane lost altitude quickly, with all of the crew being forced to abandon ship. The
men came down safely in the Alsace-Lorraine area of northeastern France. Snavely landed in
Saarburg, with no one seriously injured, but four of the men sustained cuts and bruises. Capt.
Testa broke blood vessels in his ankle, and Sgt. Frady also with an ankle hurt. Lt. Dubowski’s
heel was injured, and Sgt. Stedghill cut his head while being assisted from the plane, requiring
five stitches.
Captain Testa’s crew, along with nine others from the 492nd BG, had been transferred into the
44th BG when it was disbanded in August, 1944. Col. Snavely had come with them. Capt.
Testa’s crew had completed 9 missions with the 492nd BG and went on to complete 20 more
with the 44th. They led the 44th BG as well as the entire 8th Air Force on the last mission of the
war to Hallien, Austria on 25 April 1945.
Captain Lester Arms stated that he was the group bombardier in the 492nd BG when they arrived
in England in April, 1944.
67th SQUADRON:
67th Sq., #42-52293 G, Hinman
JUDY’S BUGGY
Salvaged 4 February 1945
67th Squadron Crew:
HINMAN, HOWARD L.
Pilot
Injured
2nd Lt.
MUNRO, MILTON L.
Co-pilot
2nd Lt.
SPRAGUE, EDMUND K.
Navigator
2nd Lt.
WATKINS, HORACE L.
Nose Gun./Togglier Sgt.
JOHNSON, CALVIN F.
Radio Oper.
Sgt.
WOLFE, ADOLPH A.
Eng./Top Turret
S/Sgt.
ARTHURTON, LESLIE A.
RW Gunner
Injured
Sgt.
VANNESTE, ROBERT L.
LW Gunner
Injured
Sgt.
DOYLE, MARTIN E.
Tail Turret
Sgt.
The pilot, Howard L. (Lewie) Hinman, wrote: “Berlin was the primary target and this was a
target of opportunity. It had over 300 guns to protect the plant. As you know, a four-gun battery
is rough, but 300 is hell. I didn’t see any flak as the first flak up got our plane and apparently
John Testa’s plane. My co-pilot was Milton Monroe who later took over our crew. We followed
the bomb stream and finally had to bail out over Alsace Lorraine. In the jump, I got a broken
back and two of the other men were hurt. This was my last mission.
“Everything was going perfect till the old black stuff came up and took out the lead element,
which our plane was part of. Really, I was so busy that I didn’t know about the other planes.”
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The entire crew bailed out over Rimmely, France. Flak had hit and disabled #3, and #2’s prop
governor was out 10 degrees after #3 was lost. The aircraft left the formation at this time and
headed for France. The aircraft crashed 10 miles southeast of Metz, but did not burn. Lt.
Hinman, Sgt. Vanneste, and Sgt. Arthurton were injured. All three were awarded the Purple
Heart.
One 68th Squadron aircraft was abandoned over England – out of gas
68th SQUADRON:
68th Sq., #42-110095 G
HELLZA DROPPIN’
Abandoned due to fog
68th Squadron Crew:
LINDSAY, GERALD G.
GRANEY, DONALD H.
Pilot
Co-pilot
2nd Lt.
2nd Lt.
Injured
OLIVER, ARTHUR P.
Navigator
Flt. Off.
Injured
KING, ROBERT P.
Nose Gun./Togglier Sgt.
Injured
CARLSON, DONALD
Radio Oper.
Sgt.
Injured
MARQUEZ, WILLIAM E.
Eng./Top Turret
T/Sgt.
Injured
WOOLMAN, JOSEPH S.
RW Gunner
Sgt.
Injured
TYNDALL, THEODORE B.
LW Gunner
Sgt.
WOLF, HOWARD C.
Tail Turret
Sgt.
Injured
Note: Five of the crew members (Graney, Oliver, King, Carlson, and Marquez) were sent to the Station 231
hospital at Wymondham. Woolman and Wolf were treated at the base hospital at Shipdham.
On return to Shipdham, 2nd Lt. G. G. Lindsay found the airfield fogged in solid as were other
fields in the area. The crew bailed out, successfully (albeit with some injuries), approximately 7
miles east of Norwich. The aircraft, on autopilot, is believed to have crashed into the North Sea.
As an example of the many planes that landed in France, here are some comments by pilot Bill
A. Rosser: “We landed at Orly on 16 January. Had fields on the continent not been available, it
is doubtful that the mission could have been completed as flown because a great many planes
were low on fuel. I don’t remember how many landed at Orly, but there were a lot of them.
Someone ran off the taxi strip into deep mud and stranded several planes. Since there was no
equipment available to free him, we were ‘stuck’ in Paris for three days. I told you we were
lucky!”
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21 January 1945
21 January 1945
Pforzheim, Germany
Only eleven aircraft were dispatched on a limited operation to attack Heilbronn Marshalling
Yards. Equipment malfunctioned, so Pforzheim Marshalling Yards were hit visually, with
excellent results. Several aircraft left the formation, low on fuel, to land in France. One 68th
Squadron plane and crew failed to return.
68th SQUADRON:
68th Sq., #42-50725 M, Franks
Returned to base later
68th Squadron Crew:
FRANKS, WALTER O.
ASN 0-818784
Pilot
Returned to duty
1st Lt.
BURLINGAME, WILLIAM A.
ASN 0-1997881
Co-pilot
Returned to duty
2nd Lt.
DELONG, FRANKLIN
ASN 0-722285
Navigator
Returned to duty
lst Lt.
HUEY, WILLIAM E.
ASN 34601283
Engineer
Returned to duty
T/Sgt.
WALKER, DONALD E.
ASN 38468759
Radio Oper.
Returned to duty
T/Sgt.
POTTS, JAMES A.
ASN 14100400
RW Gunner
Returned to duty
S/Sgt.
GLANZ, CLARENCE I.
ASN 37706564
LW Gunner
Returned to duty
S/Sgt.
ENNIS, DONALD H.
ASN 33355461
Nose Gun./Togglier S/Sgt.
Returned to duty
STENSTROM, ROBERT W.
ASN 16129841
Tail Turret
S/Sgt.
Hospitalized due to parachuting injuries
Huntington Beach,
Illinois
This aircraft was MIA on the 21st, but the crew returned on the 29th. The #4 engine had a
runaway prop and the pilot, Walter Franks, could not feather it. This caused high fuel
consumption and they ran low on gasoline, with both #1 and #2 engines running dry. The
electrical system was out, and the aircraft also iced up, so the pilot ordered his crew to bail out.
Only one crewman was injured, and he was hospitalized in Station Army Hospital #067.
S/Sgt. Robert W. Stenstrom told me that he was the injured crewman. He stated that he thought
the plane had been hit by flak, causing the difficulty. When ordered to bail out, he and all the
others got out fine and they all landed unhurt except Stenstrom, who landed in a tree and was
injured when one of the limbs punctured his cheek. He also broke three ribs. Military personnel
from the First Tactical A.F. Provincial #374 took him to the 51st Station hospital for treatment.
He was there for three days and then joined the others from his crew at Hotel Francois and on the
24th, were flown back to London. A train brought them back to Norwich and they were back on
their next mission on 6 February. The crew completed their tour of 35 on 6 April 1945.
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44th Bomb Group Roll of Honor and Casualties
28 January 1945
Dortmund, Germany
The Coking Plant at Dortmund was attacked but results of the bombing were poor, due to several
circumstances. One 66th Squadron aircraft crash-landed on the continent, but with no injuries.
One 68th Squadron aircraft did not return.
68th SQUADRON:
68th Sq., #42-51101 H, Corwine
CORKY
MACR #12007
68th Squadron Crew:
CORWINE, MAURICE D.
ASN 0-771320
Pilot
POW
lst Lt.
Sedalia,
Missouri
LOUGH, ROBERT L.
ASN T-126827
Co-pilot
Flt Of.
KIA, buried Ardennes (D-16-13)
Mt. Clare,
West Virginia
SCOTT, WAYNE S.
ASN 0-206605
Navigator
KIA
2nd Lt.
West Palm Beach,
Florida
HOWSER, EARL P.
ASN 0-864127
Radar-Nav.
KIA
1st Lt.
Kansas City,
Missouri
WALKER, JOSEPH H.
ASN 14135751
Engineer
KIA
T/Sgt.
Sycamore,
Alabama
COLOSIMO, PATRICK N.
ASN 13061725
Radio Oper.
POW
T/Sgt.
Branchton,
Pennsylvania
KIRKEY, VERNON O.
ASN 31166867
Nose Turret
KIA
S/Sgt.
Plymouth,
Massachusetts
MACE, GLENN E. Jr.
ASN 17151925
RW Gunner
KIA
S/Sgt.
Washington,
Iowa
STEINMILLER, WILBERT R.
ASN 12239759
LW Gunner
S/Sgt.
KIA, buried Ardennes (D-4-5)
Rochester,
New York
WEINMAN, EDWARD I.
ASN 32828525
Tail Turret
S/Sgt.
KIA, buried Ardennes (B-23-16)
Long Island,
New York
The MACR briefly states that this aircraft was flying at 21,000 feet, encountering intense,
accurate flak. It was seen to take a direct hit in the bomb bay. At this time, 1200 hours, aircraft
was seen to fall out of formation with a fire in its bomb bay. Three chutes were observed coming
out. One was on fire. The aircraft staggered, continually losing altitude, and then blew up.
The following details come from a lengthier article that appeared in the Winter 1995 edition of 8
Ball Tails: “CORKY was hit by flak with a direct hit in the bomb bay shortly before 12:00 just
prior to bombs away. She pulled out of formation, losing altitude and exploded several thousand
feet below. Maurice Corwine, the pilot, and Patrick Colosimo, the radio operator, were the only
two survivors. Three parachutes had been reported from the plane.
“While on the bomb run, Patrick Colosimo had gone down off the flight deck to open the bomb
doors, as there apparently had been some technical problems with one of the doors which was
partly stuck open. Glenn Mace had also come forward from his mid-ship position and was
assisting him in opening the door. The gears were apparently stripped and the door on one side
was only open about a foot. Corwine had told them to leave it and they were going to salvo the
bombs later. Mace was returning to his waist position and Colosimo turned to go back up to the
flight deck. At that point, the ship shuddered and there was severe heat on his back and flames
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all around him. His clothes caught on fire, and as he was disconnected from the intercom, he
didn’t know what was said following this. Apparently he was pushed out by someone else
through the bomb bay. He was not aware of what happened for a period till he came around, his
parachute deployed, with no signs of any other parachutes, but a large fire on the ground. Patrick
indicated that he had been picked up by Germans and thrown into a village prison where the
news of his crew was variable and was told that six were dead and then later that they were all
alive. He was moved to several different prison camps following this, and on the 5th of May, his
prison camp was liberated coincidentally by the 82nd airborne to which his brother was attached.
Being injured, he was shipped out by ambulance to a hospital. His brother, Jim, only missed him
by 20 minutes. He returned to the U.S. in late May where he contacted the relatives of his crew.
Maurice Corwine returned home shortly after and his story was basically similar, having been
blown clear of the plane in the explosion and having been taken prisoner.
[According to] some copies of captured German documents…the story is that just before noon
on a clear and cold wintry day, the American bombers flew over Dortmund. The anti-aircraft
batteries hit a silver plane; the right wing, which went on fire, broke off, and the plane spun
down. The witnesses only saw one parachute, though later information indicated that there were
two survivors. The east wind blew the parachute towards Dortmund, suburb of Mengde, and the
remains of the plane came down in Dortmund-Derne. Colosimo landed on a street called Am
Ammerbaum. At this point, there was a flak unit 88mm crewed by members of the Arbeitsdienst
(young men too young for military service) and 105-mm battery of the Luftwaffe.
There was some argument as to who should take him prisoner and in the meantime, two police
officers arrived and lifted him up and carried him approximately 1.5 km. to the local police
station. He was wounded and bleeding from the head and his right leg was broken. On the way,
they passed a number of civilians who were standing on the street, screaming “murderer’ and
who spat and kicked him. One of them kicked his broken leg and Patrick screamed. At this point,
the police officers did not take any action and the witness said that the journey was like running
the gauntlet. One of the little boys grabbed a heated glove that he was carrying. When they
reached the police station, he was left on the steps and the police officers went inside. The two
young boys came up to Patrick and saw that he was covered in sweat and that there were tears
running down his face.
At that point, the local Ortsgruppen Leiter (local Nazi party official) Franz Land arrived on his
bicycle, ran up the stairs towards the prisoner. Patrick must have gotten a shock when he saw
this real Nazi in his brown uniform coming towards him after what had happened on his journey
from the street. However, Land entered the police station and there was a loud argument, the
basis of which was that the policemen had not carried out their duty to protect the prisoner who
had been abused. The police officers defended themselves saying that Dr. Goerbels had said (no
mercy for the terror flyers). Patrick was then carried inside and put in a detention cell in the
basement and the two boys saw him through a window. He was moaning, “Help me, help me.”
One of the police officers left the police station and fetched Dr. Hallermann, the local doctor,
who came and gave him medical treatment.”
66th SQUADRON:
66th Sq., #44-10542 G+, Perrault
TALLY HO II
66th Squadron Crew:
Entire crew returned
PERRAULT, ROBLEE A.
ASN 0-718741
Pilot
Returned
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2nd Lt.
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44th Bomb Group Roll of Honor and Casualties
HAGAN, JACK L.
ASN 0-829720
Co-pilot
Returned
2nd Lt.
Huntington,
West Virginia
PETERS, WADE D.
ASN T-132351
Navigator
Returned
Flt Of.
Pittsburgh,
Pennsylvania
LAROCCO, THOMAS C.
ASN 12093731
Engineer
Returned
T/Sgt.
East Bayonne,
New Jersey
HELLEIN, GAULT M. Jr.
ASN 33671241
Radio Oper.
Returned
T/Sgt.
Baltimore,
Maryland
VAN HORN, NORMAN E.
ASN 13188024
Nose Turret
Returned
S/Sgt.
New Castle,
Pennsylvania
FOSTER, VIRGIL L.
ASN 36900323
RW Gunner
Returned
S/Sgt.
Princeton,
Illinois
IHNACIK, JOHN J.
ASN 35061436
LW Gunner
Returned
S/Sgt.
Cleveland,
Ohio
CLARK, WILLIAM N. Jr.
ASN 35229520
Carpet Blk.
Returned
Sgt.
Toledo,
Ohio
DESCAMPS, JULES
ASN 36957756
Tail Turret
Returned
S/Sgt.
Detroit,
Michigan
Lt. Roblee A. Perrault, pilot, crash-landed this aircraft 20 miles from Brussels (BonneffGernblou). #2 engine ran away, #3 supercharger had failed. No field was in sight when #1 engine
started to go out, so he lowered wheels and landed in a field. The plane broke up, but the crew
was not injured.
Navigator Wade D. Peters added, “Yes, we did crash-land outside of Brussels and was this
crew’s first mission. We had just bombed over Dortmund when #2 engine had a runaway prop,
which was eventually feathered, I think. We lost considerable altitude, so headed south to avoid
the large concentration of flak. Then we turned west, and then north to the Brussels area.
“After letting down a bit, we made a 180 degree turn in order to turn back into Brussels, when
we just ran out of engines. It happened so fast that the wheels were only partially down and less
than l00 feet altitude, and the crew had no warning.
“We crash-landed in a large, open field which had about two feet of snow covering it – luckily,
thank God! The only injury that I can recall is that someone in the waist had a bruised knee.
Several of us made our way to a farmhouse where we spent the night. The next day an American
Railway outfit picked us up, and we were taken to a large Gym-type building in Brussels, which
housed crews and fighter pilots who had had accidents or emergency landings in Europe.
“The first plane assigned for us to fly back had only three propellers, so we took another to get
back to England. I do not recall where we landed.”
Pilot Roblee A. Perrault added, “Just at bombs away, a burst of flak just in front of #2 engine
caused the prop to run away. It would not feather, but kept windmilling until the crash. We had
lost the #3 supercharger, and with only two good engines, could not keep up with the formation.
We proceeded west bound, eventually crash-landing about 20 miles east of Brussels. At that
time, #2 was still windmilling, #1 was OK, #3 had power only at low altitude, but #4 was on fire.
“I don’t know if there was other battle damage as the aircraft broke up to some extent when the
nose gear collapsed and the right main gear did not lock and failed, too. The #4 engine was
burning and continued to burn, eventually cutting through the wing just inside of #4. Both
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outside props came off and we didn’t see them again. The bullet-proof windshield broke out and
away, providing a convenient exit route for the ‘front office’ crew members.”
Lt. Jack Hagan, co-pilot, remembered, “One ship in our squadron received heavy flak damage
and left the formation before we did. The briefed route was for us to turn east after bombing, into
Germany, then north to the North Sea. But after incurring our damages, Lt. Perrault decided we
were too badly hurt to follow those plans, so we turned west toward a possible emergency field.
We were having trouble maintaining our altitude, so all unnecessary equipment was jettisoned.
Radio contact was made with the emergency field and a heading was given to us.
“Overcast was from 10,000 feet to approximately 1500 feet. We were told we were over the field
at an altitude of approximately 4,000 feet and were directed to proceed on heading and turn back
to the airfield when we had visibility enough to do so. After breaking clear, we started a turn to
the right and lost another engine. I spotted an open area and directed our pilot to it. Our
windshield had frosted, making forward visibility very difficult, but being in the right seat and a
right turn I could see out the side window. I engaged the landing wheels due to habit, but by this
time, we were through some trees and very near to touchdown. Our crew in the waist area were
not alerted as we didn’t have the time.
“When the nose wheel, and then the right main collapsed, it put us in a slow ground loop – very
fortunate for us, as we were heading into a large drainage ditch and we missed it. “Luckily, too,
the fire burned through the wing without setting off an explosion. After getting out, three of us
left to find help. We were directed to a nearby farm, where a phone was available. Contact was
made with a railroad group, who picked us up the next day.”
Engineer Thomas C. LaRocco added that with the loss of #3 engine, all hydraulically operated
equipment failed – prop feathering, flaps, and landing gear. He had attempted to lower the
landing gear mechanically, but the right gear did not come all the way down and lock.
Lt. Perrault and the others stayed with the plane until 11 PM guarding it and waiting for the fire
to burn out. Sgt. Norman Van Horn said that the main landing gear melted from the heat, the
magnesium alloy running in a stream. Help arrived at 11 PM and all of the crew stayed overnight
at the farm. The railroad men failed to notify the base, so this crew was listed as MIA until they
returned almost a week later.
None of the crew could clearly remember Sgt. Clark, except Lt. Peters. He told me that he
thought that Clark was later KIA – and that is true. Sgt. Clark was killed on 19 March 1945 with
Lt. Podojil.
66th SQUADRON:
66th Sq., #42-52618 V+, Muldoon
CHIEF WAPELLO
66th Squadron Crew:
Entire crew returned
MULDOON, JOHN J.
Pilot
2nd Lt.
DUERKSEN, OLIVER E.
Co-pilot
2nd Lt.
GROSSMAN, KARL D. Jr.
Navigator
2nd Lt.
JACOB, WALTER A.
Nose Gun./Togglier Sgt.
Leg broken
HREBAR, ADOLPH J.
Radio Oper.
Sgt.
WILNER, EDWARD A.
Eng./Top Turret
Sgt.
WILLIS, GEORGE K. Jr.
RW Gunner
Sgt.
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44th Bomb Group Roll of Honor and Casualties
ALBERADO, JOHN A.
LW Gunner
Sgt.
SCHONFELD, EDWIN L.
Tail Turret
S/Sgt.
Note: Walter Jacob did not fly again.
On withdrawal, southwest of Majmegese, this aircraft lost its #3 engine and was breaking up, so
the crew bailed out. Ground witnesses (identified as 12th REA, 43rd battery, 3rd Canadian Div.)
reported that they observed nine chutes and noticed a formation of enemy aircraft diving on the
damaged aircraft, which crashed in woods near Berg-en-dal, Holland.
The co-pilot, Oliver Duerksen, told me a bit about the plane starting to break up in the air, so all
crewmembers were trying to get out. He did not know the sequence of the crewmen as they
jumped, but he was one of the last. He saw the plane crash and explode, so was happy that the
bombsight was destroyed. He said a few of the men landed in a pocket occupied by Canadian
Artillery Units close to the front line and in ‘no man’s land.’ These troops got them to safety.
Duerkson was wearing his Lt. bars on his shoulder, and upon landing, his chin came down on the
bars and cut his chin and part of his cheek. So he was bleeding a bit, and a Canadian military
man took him to a nearby village, possibly a church where a “Mother Superior” took him inside
for medical attention. He said she went to a locked medical cabinet, opened it, took out another
key and opened another door, took out a bottle of Schnapps for a drink. He said he needed that.
One of the crewmen, nose gunner and togglier Sgt. Walter A. Jacob, broke his leg when landing,
even though there was about a foot of snow on the ground. He did not fly more missions, but was
sent home for medical treatment. The other members of the crew continued on active combat
status.
Test Flight, Shipdham, England
One 68th Squadron aircraft was attempting a test flight on this date, presumably after the
operational formation had left for their mission. The runway was slushy from snow.
68th SQUADRON:
68th Sq., #42-50349 F, Almonia
FLAK MAGNET
Crashed on takeoff
68th Squadron Crewman:
ALMONIA, VINCENT
Pilot
2nd Lt.
CORNELY, WILLIAM F.
Co-pilot
Flt. Off.
FERRARA, MICHAEL J.
Navigator
2nd Lt.
SCOTT, LAYTON W.
ASN 39468984
Nose Gun./Togglier Sgt.
DIED, buried Cambridge (B-2-18)
KIRSCHLING, ROBERT J.
Radio Oper.
S/Sgt.
RICHARDSON, OSCAR A.
Eng./Top Turret
S/Sgt.
CHAMBERLAND, NORMAND H.
RW Gunner
S/Sgt.
WALTON, ELBERT B.
LW Gunner
S/Sgt.
MANKUS, MATTHEW
Tail Turret
S/Sgt.
Westfall,
Oregon
Note: This crew had been assigned as a 68th Squadron spare for this mission.
This aircraft was on takeoff in bad weather, severely cold. Ice built up on wings and fuselage
from mist thrown up by previous planes that had taken off, the spray froze on contact with this
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7 February 1945
aircraft, destroying lift. It mushed down after rising to about 50 feet of altitude, and crashed
approximately two miles east of field. It caught fire and burned completely.
Sgt. Scott was crushed when the top turret fell from its mounting. Though he was rescued and
was still alive, he died on 4 February from his injuries. The other crewmembers sustained minor
injuries as well.
7 February 1945
Aircraft Fire and Explosion, Shipdham, England
One 68th Squadron combat man was killed by a bomb explosion in the early morning hours
when a fully loaded aircraft accidentally caught fire and burned.
68th SQUADRON:
68th Sq., #42-50509 Y
WANA
Fire and explosion at base
68th Squadron Crewman: (Gunner from Lt. J. R. Collins’ crew)
DUCKI, STANLEY H.
Tail Turret
DIED
S/Sgt.
East Berlin,
Connecticut
An ordnance crew was loading this 68th Squadron aircraft for the planned operations, when one
of these workmen found it necessary to fill the gas tank on the aircraft’s auxiliary electrical
power unit (APU) which was providing power for their lights. In doing so, he spilled a bit of
gasoline and when he turned on the main line and battery switches in order to re-start this
auxiliary power unit located beneath the flight deck, the spilled fuel ignited. As the APU was
located under the flight deck, out of sight, the fire was not immediately apparent, and when
discovered, could not be extinguished.
There were ten 500-pound General Purpose bombs lined up beneath the aircraft in preparation
for loading. Seven of them were moved before the plane blew up. Two of the bombs detonated
while the fire fighting units were moving into position to fight the fire. A large part of one bomb
casing, three feet long and two feet wide, was hurtled over 300 yards, tearing through a line
shack in the 67th Squadron area, and killed Sgt. Ducki, who was warming himself during guard
duty.
Sgt. Frank Chowanski, a 67th Squadron crew chief, investigated the damaged shack and found
Sgt. Ducki still sitting on a bunk, but without a mark on him. The casing had nearly demolished
the shack, going completely through it, but there was no immediate evidence to indicate that it
had struck Sgt. Ducki.
Sgt. Ducki had completed his tour of duty of 29 missions as part of Lt. James R. Collins’ crew
and was assigned guard duty pending arrangements for him to be returned to the States, as was
the generally accepted procedure for most combat men. It was most ironic that this man could
complete 29 missions over Europe and then be killed by one of our own bombs and on our own
base.
23 February 1945
Rail Center, Weimar, Germany
67th SQUADRON:
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44th Bomb Group Roll of Honor and Casualties
67th Sq., #42-51552 F, Bakanic
Crash-landed
67th Squadron Crew:
BAKANIC, GEORGE Jr.
Pilot
2nd Lt.
BOUGHNER, JACK L.
Co-pilot
2nd Lt.
FLAHERTY, F. I.
Navigator
Flt. Off
ROBBINS, JEAN B.
Bombardier
Sgt.
LARAMORE, JAMES L.
Radio Oper.
Sgt.
LINDGREN, MORTON G.
Eng./Top Turret
Sgt.
WEBER, HERMAN P.
RW Gunner
Sgt.
BUHLER, THEO W.
LW Gunner
Sgt.
MANZER, CLYDE F.
Tail Turret
Sgt.
Clyde Manzer, the tail gunner, wrote: “That mission, I believe it was our fifth, scared the hell out
of me and I guess Robbins too. From a tail gunner’s point of view, this is what happened. I don’t
know where we were going, but it was a routine mission. We had turned on the IP and we were
on the bomb run when we lost the #2 engine. With the loss of power, we dropped under the
formation. The pilot and/or co-pilot tried to feather the prop. It wouldn’t feather, and started to
windmill. It windmilled the rest of the way.
“I am guessing that the pilot, George Bakanic, made a decision to fly to France, rather than try to
fly back to England because of the additional fuel demands of flying on three engines. While we
were under the formation, I happened to look up into the open bomb bays filled with what
looked like 1,000-pound bombs. I pressed my intercom button and said, ‘Bakanic, get the hell
out of here.’ He said, ‘Why?’ I said, ‘Look up.’ The next thing that I knew, the plane was
standing on its right wing and we were out of there.
“There was cloud cover under us and somehow we had picked up an escort of P-51s. The pilots
of the P-51s saw the windmilling prop and thought that we were flying normally. They stayed
with us until the cloud cover disappeared and we were over the twin cities of Mannheim and
Ludwigshaven on the Rhine River.
“They shot the hell out of things. We were their only target. They shot 88s, 105s, and 155-mm
anti-aircraft guns at us. They shot black flak, white flak, and red flak at us.
“I was still in my tail turret when the pilot started to take evasive action. I thought that we had
been hit and that we were going down. I pulled the ripcord on my flak suit. It fell off and I rolled
backward out of the tail turret and grabbed my parachute and tried to hook it to my parachute
harness. I was so nervous (scared) that I couldn’t hit the hooks. I was trembling from the tips of
my toenails to the ends of the hair on my head.
“I finally got the parachute hooked and headed for the escape hatch. Buhler and Weber pointed
out to me that we were still flying. There I stood with my flak suit on the floor in three pieces. (I
used to sit on the apron). I did wear my flak helmet though. Somehow we got through all of that
flak. They must have had their second string in.
“We flew on to St. Dizier. I remember looking down at crossed runways. One ran into a canal.
The other ran into a field. As the pilot prepared to land, he tried the flaps. They didn’t work. He
tried the landing gear. They didn’t work. The engineer, Morton Lindgren cranked down the flaps
and the landing gear. We knew that the hydraulics were damaged. The pilot didn’t want to test
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the brakes in case there was a little pressure left. The pilot and co-pilot put it down rather gently.
I don’t remember a big bump. We coasted smoothly for awhile until we went off on the end of
the runway, across the field, and hit a ditch. The ditch sheared off the landing gear and we were
on the belly for awhile. The brakes didn’t work. I set an unofficial record of the 100-yard dash
getting away from that airplane. B-24s had a reputation for blowing up. I was in full flying gear,
too.
“The whole crew was standing away from the plane, looking at it, when a column of Jeeps and
ambulances drove up. A medical officer looked us all over and asked if we were hurt. When we
all said no, he said, “What do you want, bourbon, scotch or cognac?” The navigator had a cut
over one of his eyes. He was offered a Purple Heart, but declined. We left the aircraft there, fully
armed, with only our personal belongings removed.”
25 February 1945
Marshalling Yards, Aschaffenburg, Germany
Thirty-five of the 44th BG aircraft attacked this target with excellent results. The weather was
clear, no flak in the target area, and our fighters offered excellent cover. Yet one aircraft did not
return – and it was not recorded in the official records of the Group.
66th SQUADRON:
66th Sq., #42-51258 J+, Derrick
BEVERLY JEAN
Low on fuel, parachuted
66th Squadron Crew:
DERRICK, JAMES V.
ASN 0-721660
Pilot
Returned
1st Lt.
Jacksboro,
Texas
MEYERS, JOSEPH G.
ASN T-128326
Co-pilot
Flt Of
Broken Back/Evacuated
Baltimore,
Maryland
THOMAS, ROGER J.
ASN 0-2066074
Navigator
Neck injury
2nd Lt.
Wheaton,
Illinois
ANTHONY, ROBERT I.
ASN 13141785
Nose Turret
Returned
S/Sgt.
Baltimore,
Maryland
BROWN, CLARENCE J.
ASN 32938216
Engineer
T/Sgt.
Broken Leg/Evacuated
Wallingford,
Vermont
BROWN, HARRY R.
ASN 19203793
Radio Oper.
Broken leg
T/Sgt.
Long Beach,
California
HORTON, STARR W.
ASN 34910189
Waist Gun.
Returned
S/Sgt.
Miami Shores,
Florida
STROH, DONALD E.
ASN 36822565
Waist Gun.
Minor injuries
S/Sgt.
Denver,
Colorado
ANDRES, ROBERT J.
ASN 36784563
Tail Turret
Returned
S/Sgt.
Kildier,
Illinois
Sgt. Donald E. Stroh wrote that, “I always was under the impression that we ran out of gas while
looking for an airfield at Charleroi in the fog, to set down in. But Lt. Meyers and navigator Lt.
Thomas told me that we had been hit, (probably by flak) and we had lost fuel out of one engine.
They had been transferring gas to the other three supply tanks in order not to lose all of it.”
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44th Bomb Group Roll of Honor and Casualties
Co-pilot Joseph Meyers added, “We were very close to an auxiliary landing field in Charleroi,
Belgium, but did not have time to locate the field. So Lt. Derrick and I took the plane back up to
3,000 feet and we all jumped.
“I landed in an open field after believing that I was going to hit a wire fence, pulled the shrouds
to miss the fence and landed hard. I was rescued from the very beautiful local girls by some GIs
from an AA Station. On the way to town, we picked up other crewmembers and we all met at a
local hospital where we were attended by American physicians.
“I carried Harry Brown’s parachute as he was limping – his leg was broken. Upon the insistence
of the physicians, I had to be X-rayed – walked into the X-ray room – and left on a stretcher and
spent the next three months flat on my back and six more recuperating. Ended up in Plattsburg,
New York, along with Clarence Brown and his badly broken leg.
“Most of the crew returned to duty but did not fly again as a crew until 19 March. I was finished
on this, my eighth one. Lt. Derrick continued flying till end of hostilities.”
25 February continued:
68th SQUADRON:
67th Sq., #42-110031 H-Bar, Warner
PHYLLIS
Crash-landed
Note: This was a 67th Squadron aircraft flying with a 68th Squadron crew.
68th Squadron Crew:
WARNER, WILLIAM L.
Pilot
2nd Lt.
DRAKE, DUDLEY D.
Co-pilot
2nd Lt.
KAY, ROBERT P.
Navigator
2nd Lt.
BENGSTON, CLIFFORD
Nose Gun./Togglier Sgt.
LEIBNER, AL
Radio Oper.
GRAU, BILLY E.
ASN 18194464
Eng./Top Turret
Sgt.
Shoulder injury, sent to U.S.A. 11 March 1945
SPRENGER, KEITH W.
RW Gunner
Sgt.
SCORPIO, ANTONIO
LW Gunner
Sgt.
SWEGEL, ROBERT V.
Tail Turret
Sgt.
S/Sgt.
Note: This crewman was originally identified as Graube [no first name] but it appears from later research that
this is Billy E. Grau, whose last mission is listed on 25 February 1945 in the database.
Lt. William Warner, low on fuel, headed toward an A-26 field near Laon, but he came up short
by about a half of a mile and crash-landed in an open field. Billy Grau, the Engineer, received a
broken shoulder when the top turret broke loose. Grau ended up in a field hospital and was
finally sent back to the States; his combat days were over. The balance of Warner’s crew had
only minor scratches and bruises.
The 67th Squadron war diary reports indicate that three of their planes landed on the continent
this mission. The pilots were: Lt. Bethel landed at Brussels due to gas shortage, while Lts.
Stephen C. Harris and Hildebrand landed at Verdun, in France. No further information can be
located. Six other 44th aircraft that were low on fuel landed on the continent. All returned later.
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1 March 1945
Marshaling Yards,Ingolstadt, Germany
This aircraft was abandoned over or near the French town of San Quentin.
67th SQUADRON:
67th Sq., #42-95049 O-Bar, Crandell
FEARLESS FOSDICK
Crew bailed out
67th Squadron Crew:
CRANDELL, LEONARD J.
Pilot
2nd Lt.
CROLL, WILLIAM B.
Co-pilot
2nd Lt.
CARLBERG, BERTIL
Navigator
2nd Lt.
ROACH, JAMES E.
Nose Gun./Togglier S/Sgt.
FEENEY, LARRY L.
Radio Oper.
T/Sgt.
OGILVIE, ROBERT. B. Jr.
Eng./Top Turret
T/Sgt.
GERMOLUS, IRWIN E.
RW Gunner
S/Sgt.
BATTENBERG, WALTER R.
LW Gunner
S/Sgt.
BROWN, JAMES M. Jr.
Tail Turret
S/Sgt.
Note: This aircraft went down at Vermand, France (Ingolstadt). It was salvaged 30 March 1945 on the
continent by five SAD. The entire Crandell crew, with the exceptionof Bertil Carlberg, was KIA on 24 March
1945.
The following account is by Bertil Carlberg, the navigator. “The mission was to bomb a target in
the vicinity of Munich – quite a long mission timewise in those days. The flight was uneventful
until we left the target area and headed home. After about an hour into the return trip the flight
engineer and co-pilot reported that our fuel gauges (sight gauges) were showing that we were or
had been using more fuel than anticipated. At the same time I reported that we were
encountering much stronger headwinds than we had been briefed on that morning. Another hour
passed and we dropped behind the formation to conserve fuel. By this time it was apparent that
we did not have enough fuel to make it back to Shipdham so Lieutenant Crandell asked me for a
course heading to a friendly alternate in France. Paris was the best alternate; but we decided
against it because, since liberation of that Capital, too many bomber crews had, on the slightest
pretext, landed there in order to have a brief fling with the French beauties. This had resulted in a
stern warning issued at briefings that Paris was more or less off limits. I selected an airfield 90
miles north of Paris near a town named San Quentin because it was located in an area, shown on
our topographical map, that was low countryside free of any high hills where a crash landing
would be more survivable.
“We descended into a solid cloud cover that we soon found out extended right to within 100 to
200 feet of the ground. The only means of navigation I had during the descent was the G box
(RADAR) and that only from one blip radiating from the master station giving me a course
reading. We became quite concerned when we were still in the clouds at 500 feet on the
altimeter; however, we broke out at about 300 feet flying in and out of some low scud clouds.
The course heading brought us over the portion of the airfield where there were parked B-26
aircraft, but the pilots could not line up for an approach to the runway due to the low clouds.
Finally we lost sight of the airfield altogether, so I asked Lieutenant Crandell to take a reciprocal
heading back towards the direction we had come from. After a few minutes I picked up the
course blip reading again on my G box, and we headed back to the airfield a second time. Again
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we experienced the same problem: crossing over a potion of the airfield but not being able to
make a visual approach to the runway. By this time our fuel indicators were hovering just above
the empty mark.
“While all of this maneuvering is going on the gunners were just sitting listening to our
conversation over the intercom realizing that we are running out of fuel and not able to land.
After we were not able to make our second approach, they pleaded with Lieutenant Crandell to
climb up to a safe altitude so that they could have the opportunity to bail out safely. At this point
he also felt that we probably did not have enough fuel to continue to circle the field any longer,
so he started an ascent north of this weather-bound alternate. We climbed to 11 or 12 thousand
feet where we finally broke out on top of all clouds. The aircraft was leveled off on a westerly
heading, and the evacuation began. The gunners and radio operator bailed out, then the flight
engineer was crouching on the catwalk ready to jump, and I to follow, when he looked up at me
and shook his head. I took this to mean that he did not want to jump, so I just pushed him out.
We were about 1,000 feet over the cloud layer, and I watched him tumble down and disappear
into the clouds without his chute opening. With this on my mind I jumped and pulled my ripcord
at the same time barely clearing the aircraft. I floated down into the clouds watching the aircraft
flying serenely on as if on a routine flight. I found out the next day that as soon both pilots bailed
out the engines stopped and the aircraft crashed into an open field.
“It was a thick cloud mass that we descended through. What fixed in my mind, even after 51
years, was the stillness and complete silence that I experienced as I floated to earth. When I was
able to see the ground, I attempted to stop pendulating, but the base of the clouds and the ground
itself were not far apart so when I hit, I was apparently on top of my swing coming down and hit
the ground with my entire body. I was knocked out for a short time, and on awakening my
parachute was lying limp because there was no ground wind blowing. It was early evening and
still light, but it must have been a rainy day because my impact on the wet ground left an entire
body imprint which was still there the next morning when I returned to look for a couple of lost
items. With my flight clothing I weighed about 230 pounds so the soft ground most likely saved
me from serious injury. Some days later the boys in the parachute shop voiced some concern that
I should have been issued a larger chute!
“This area of France had been taken from the Nazis some months earlier and, being an
agricultural region, it was being prepared for the spring planting. In the waning light I spotted a
farmhouse and out buildings about a half-mile away and walked to them carrying my silk
parachute. I knocked on the door of the farmhouse, and it was opened by a farmer’s wife who
registered some alarm upon seeing on her doorstep a large airman whom she could not
immediately identify as friend or foe. A couple of younger women, presumably daughters,
crowded around her and spoke to me in French. Not speaking the language, I kept repeating
“American” which finally registered. They indicated by sign language for me to come in and sit
down in the kitchen while one of the daughters went to the nearby village by the name of
Fresnoy-Griscourt, for assistance in communicating with me.
“While I waited they prepared for me a cup of ersatz coffee, at least it was hot and supposed to
taste like coffee. The daughter soon returned from the village with a man who spoke English
very well. We spoke briefly, and then he asked me to come with him to the village. Before we
left the farm house I told him that I appreciated the hospitality given to me by that particular
family and that I would like to leave the women my parachute as a token of appreciation. He told
me not to do it because that particular family had been quite friendly with the Germans during
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12 March 1945
the occupation, so they were not very popular with the rest of the villagers. This French
gentleman was truly a gentleman and, in addition, was a bonefide Count by the name of Comte
de Tacher de la Pagerie with a most beautiful home dominating the countryside.
“In the center of the village was a small café, which we entered. There I found the flight engineer
Bob Ogilvie who I had pushed off of the bomb bay catwalk about an hour earlier, wolfing down
a meal! He had been picked up earlier but none of the other crewmembers showed up. We
assumed that they found their way to the airfield that we had tried to land at but eventually had
to abort our attempts. Inasmuch as it was now dark and getting late our new friend invited us to
stay in his home overnight. He did however call the airfield and tell the authorities that he had us
under his wing and that he would bring us there in the morning. The evening was a memorable
one for Ogilvie and myself. Comte de Tacher brought out some of his food and drink that he was
saving for the war’s end celebration. We spent a wonderful evening with this fantastic person
and finally went to bed in goose down pillow and comforter covered beds.
“During our evening of relaxation Compte de la Pagerie told us about the conditions that they
lived under during the German occupation. He advised that his home, which we were enjoying at
the moment, had been requisitioned by the Germans and used as officers’ quarters. We certainly
agreed that they had good taste. In the morning we were taken to the airfield, rejoined with the
rest of the crew and, a few days later, flew a spare B-24 back to Shipdham, England.
“I am the sole survivor [of this incident] because three weeks later, on March 24, 1945,
Lieutenant Crandell’s crew flew on a low level supply dropping mission over the Rhine River in
support of Field Marshall Montgomery’s thrust across the Rhine. They received a fatal hit from
ground fire that caused the aircraft to go out of control and crash leaving no survivors. Two
weeks prior I had been transferred to Captain Ed Reynolds’ crew as a lead navigator, so my
replacement on Len’s crew [William M. Hummer] suffered the fate that I escaped. After all this
time the details of my experiences on that March day remain vivid in my mind, but time will
eventually wipe out this memory.”
12 March 1945
Marshaling yards, Wetzlar, Germany
Captain Mack led 33 ships from the Group to the marshaling yards at Wetzlar, Germany, on 12
March. Bombing was by H2X with unobserved results. Enemy opposition was nonexistent.
Fighter support was good. There were 33 ships in the formation.
506th SQUADRON:
67th Sq., #44-49323, Mack
Crewmember bailed out
Note: This was a 506th Squadron crew flying a 67th Squadron aircraft.
506th Squadron Crew:
MACK, FIRMAN B.
Pilot
Capt.
SAYLER, DAVID E.
Command Pilot
Capt.
FUSS, CLARENCE
Co-pilot
1st Lt.
MARGOLIES, MURRAY G.
Navigator
2nd Lt.
CODY, RICHARD E.
Navigator-PFF
1st Lt.
LINDSTROM, ALFRED Jr.
Bombardier
1st Lt.
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HESSELINK, GARRITT
Radio Oper.
T/Sgt.
TEWKSBURY, ROGER L.
Eng./Top Turret
T/Sgt.
RIGGAR, DEWEY Jr.
RW Gunner
S/Sgt.
ASSELTA, GEORGE A. Jr.
LW Gunner
Sgt.
LOGAN, GROVER C.
Tail Turret
Injured
S/Sgt.
In the August 1988 issue of the 44th Logbook, Firman Mack wrote: “Our mission to Wetzlar got
complicated almost at once. At some point on the way to the Group forming area, the airplane
suddenly filled with acrid smoke. Everyone except me was coughing and hacking and gasping,
trying to put on their oxygen masks. Fortunately, I had put on my oxygen mask before we left
the ground because I was usually pretty busy during form-up. After the people got their masks
on, someone in the waist told me that Logan had triggered a smoke bomb accidentally while
walking through the bomb bay. After a certain amount of confusion, we got the bomb bay doors
open and dropped the 100-pound smoke bomb into the 10/10-cloud cover below us. I never
could find out where that bomb landed. Either the people didn’t know or they didn’t want to tell
me.
“After we got rid of that bomb, the smoke cleared out of our drafty old B-24 pretty rapidly.
However, our troubles were not over. I received a call from the waist that the acid from the bomb
had sprayed Logan in the face and he was unable to wear an oxygen mask. If he continued on the
mission with us, he would surely die of anoxia. It shouldn’t happen to a nice guy like Logan. We
had a little pow-wow in the cockpit. The guy that was riding Command Pilot that day said, “You
can’t go back!” I guess we already knew that because we knew that we were expendable. On the
way to the target, you were working for the Government, but after you dropped your bombs, you
had the luxury of working for yourself.
“While I was still trying to figure out what to do about this situation, the waist called me and said
‘Logan wants to bail out!’ I had another short pow-wow with the navigator who said, ‘If he’s
going to do it, he had better hurry because we are approaching the coast.’ I called the waist and
told Logan to go ahead, but he shouldn’t open his chute until he hit the clouds below us, which
were at about 5,000 feet. (We were then about 13,000 feet.) The wind was behind us and if he
drifted too far, he might end up in the drink. Logan said, ‘Okay,’ and shortly after that he bailed
out. The guys in the waist said he opened his chute almost before he got out of the airplane. I
think he came down somewhere around Ipswich.
“I don’t remember much about the mission, but when we returned to Base, our revetment was
swarming with staff cars. I seem to remember that General Johnson was among those present. In
the uproar someone said, ‘We found one of the people who bailed out, but we can’t find the
other two!’
“It took a little while to figure that out, but it seems that someone in the formation had reported
that we bailed out three people. The ‘two people’ who were missing were Logan’s pants and
jacket, which had been thrown out because they were smoldering from the acid.
“Shortly after this mission, at a meeting, which Colonel Snavely was addressing, someone
commented that Capt. Mack and his crew were to be congratulated for the way they handled the
Logan incident. Colonel Snavely said, ‘I don’t know whether they should be congratulated or
whether Capt. Mack should be court-martialed.’ To which I responded, ‘I’m right here, Sir.’
Colonel Snavely and I never liked each other.”
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I spoke by telephone with Grover Logan and got the following information: This was Logan’s
24th mission. While gaining altitude, smoke bomb pins were being removed before reaching
high altitude. A bomb was activated when the arming pin was removed and Logan’s face was
badly burned. Smoke filled the bomb bay. Bomb was on the rear bomb racks.
To get Logan ready to parachute, his crew stripped him down, as his leg straps were too loose.
They got him ready to go out shortly before the plane was nearing Great Yarmouth, and as they
had taken off his Mae West gear, it was necessary that he got out before going out over the North
Sea. Finally ready, he bailed out and managed to come down on land. He was a mess upon
landing, face burned, clothes burned a bit, and was quite a sight when people came to his rescue,
got him to Yarmouth and called military help. He spent over two weeks in the hospital.
19 March 1945
Neuberg, Germany
A Jet Plane Assembly Factory was bombed this date by thirty-three of the 44th Bomb Group’s
planes, with excellent results. Enemy opposition was nil, while our fighters furnished very good
support. However, one of the 66th Squadron’s aircraft did not return.
66th SQUADRON:
66th Sq., #42-51907 B+, Podojil
MACR #13574
66th Squadron Crew:
PODOJIL, ROBERT J.
ASN 0-720346
Pilot
KIA
1st Lt.
Shaker Heights,
Ohio
RITTER, FREDERICK M. Jr.
ASN 0-719431
Co-pilot
KIA
1st Lt.
Springfld. Gdns,
Long Is., N.Y.
CHASE, DUDLEY S.
ASN 0-1051904
Navigator
KIA
lst Lt.
Cleveland,
Ohio
CRANE, WALTER W.
ASN 0-785168
Bombardier
KIA
1st Lt.
Santa Ana,
California
BAIL, BERNARD W.
ASN 0-807964
Radar-Nav.
POW, wounded
1st Lt.
Philadelphia,
Pennsylvania
REICHENBACK, THEODORE H.
ASN 6860263
Engineer
T/Sgt.
KIA, buried Margraten
Duluth,
Minnesota
VEITCH, MAX
ASN 15140229
Radio Oper.
POW
T/Sgt.
Toledo,
Ohio
CLARK, WILLIAM N. Jr.
ASN 35229520
Nose Turret
KIA
S/Sgt.
Toledo,
Ohio
WEST, JOHN W.
ASN 35917694
RW Gunner
KIA
S/Sgt.
Dennison,
Ohio
MOSEVICH, WALTER F.
ASN 16081757
LW Gunner
POW
S/Sgt.
Broadview,
Illinois
SCHMITZ, NORBERT J.
ASN 35224546
Tail Turret
S/Sgt.
Wounded, POW, died later
Miamisburg,
Ohio
Very little was learned at Headquarters as to exactly what happened to this crew. At 1503 hours,
this crew was heard from at a point approximately ten miles southwest of Stuttgart, Germany,
and 55 miles east of the bombline. At this time, the pilot thought he would be able to make it
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back to friendly territory. He was observed to have two feathered engines. No further word was
heard over VHF, and no additional information had been received at Headquarters.
Lt. Bernard Bail, radar navigator and survivor of another bail out in June 1944, stated, “On this,
my 25th mission, our plane was jumped by a couple of Me 109s. The entire crew, with the
exception of four of us, was killed over Germany, near Stuttgart. The tail gunner, S/Sgt. Norbert
J. Schmitz, sustained a leg injury that necessitated amputation, which I witnessed. This young
tail gunner later died of gangrene. I was present at his burial in the little town of Goppingen. The
following day, Easter, services were held by the Germans and the three of us were permitted to
attend.
“As for myself, I was wounded in my head and neck. I spent some time as a POW; later freed.
Max Veitch and Walter Mosevich were freed separately, but all three of us by the 10th Armored
Division.”
Max Veitch added: “We became a lead crew and were on our 18th mission when we were shot
down over Germany. We were flying B+ a PFF ship (#42-51907). We had an 11-man crew on
board. We were on the bomb run when we lost our #3 engine. After dropping our bombs on the
target, we lost our #1 engine and had to leave the formation as we were losing altitude rapidly.
“We called for fighter support, but none came. Our pilot ordered us to get rid of all the excess
weight that we could. We headed back towards our lines. I was in the bomb bay throwing out all
the excess stuff that I could, when I felt a large explosion and heat coming toward me from the
rear of the ship. I grabbed my chest chute to dive out as the ship started down. I was able to get
only one side hooked, but it carried me down okay.
“As I was floating down, I saw three German Me 109s following the ship down. I did not see it
crash. I also saw only three other chutes going down on the other side of a river. I did not know
who got out until that night when the German civilians got us together and took us to a town and
put us in a small jail cell.
“Our tail gunner’s leg [Schmitz] was shot up from his foot to his knee. Mosevich, our waist
gunner, was shot in the arm and I was hit below the eye and in the hand. The ‘G’ Navigator, Lt.
Bail, had minor injuries.
“After about a week in that jail cell with only a loaf of bread and some water, two German
soldiers came and escorted us to the railroad station in Stuggart. We got on a train and were
taken to the town of Goppengen where there were four German hospitals. Sgt. Schmitz was
operated on April 1, 1945 and died shortly afterwards. He was buried in a cemetery near the
hospital.
“We were liberated on 21 April 1945 by the 44th infantry. Sgt. Mosevich died a few years ago.
As a side note, our navigator, Lt. James Haney, was in the 44th base hospital at that time and did
not fly with us on this mission. Lt. Dudley Chase was his replacement. It was the first time for
Lt. Bail to fly with our crew also.”
The following statement was made on 2 October 1947 by Willi Wagner, a lumberjack from
Neubaerenthal: “On 19 March 1945 while working in the Hagenschiess forest, I observed an
American bomber pursued and fired on by three German fighter planes. Thereupon the planes
disappeared. Several minutes later, however, the bomber returned flying upside down at an
altitude of approximately 40 meters only. As far as I could see a piece of the right wing with one
motor had broken off. When the plane was just over the road leading from Wurmberg to
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24 March 1945
Pforzheim-east I saw one crewmember falling out of the plane. On visiting the place where he
crashed I discovered one deceased American whose parachute had failed to open. The plane
itself continued its flight for approximately 2,000 meters and then crashed into the so-called
‘Hartheimer Rain.’ I heard a strong detonation and saw a dark smoke cloud at the place
concerned.
“On the next day I found the charred remains of five or six bodies of the place of crash. The
crewmember who had fallen out of the bomber was buried at the spot where he had crashed by
Rudolf Sigricht, former postman and two other men from Neubaerenthal three or four days later
as I have learned.
“Nothing is known to me with regard to the burial of the five or six bodies found among the
plane wreckage.
“In June 1945 the deceased American who fell out of the plane was disinterred, examined and
evacuated on a truck most probably to Pforzheim by a French team. I believe no identification
was possible.”
Note: This statement’s identification number is AGRC case #4785, Evacuation #1F-1750.
Rob Fisk, a navigator who flew thirty missions with Howard Hinshaw’s crew, believes that
Dudley Chase was killed by German civilians. Fisk’s son, Bradley Fisk, wrote: “Dudley Chase
and my father were good friends at Shipdham. They had adjacent bunks in the same Quonset hut.
Mrs. Chase would occasionally send cookies. To keep her son honest she would frost them with
a D for Dudley or an R for Robert. Around the time my father rotated home, he received word
that Dudley Chase had been shot down. Parachutes were seen, and my father held out hope for
his friend. However, after Dad came home, he heard that when that section of Germany was
occupied by the Allies, the locals pointed out the location of the graves of several Allied airmen.
One of these turned out to be Dudley Chase…Dad had heard that Chase had landed safely near
another crewmember but that they had separated for safety. My Mom and Dad were told at
Cambridge cemetery [during a 1983 visit] that Chase was captured and killed by civilians. His
body was exhumed after the war and Dad was told that he bore the marks of multiple pitchfork
wounds.”
24 March 1945
Low-level supply on Rhine River, Wesel, Germany
This day’s effort was one of the most important since the invasion of France. It was imperative
that the ground forces gain a crossing of the Rhine and our support to them came in the form of
supplies that were dropped in an area west-northwest of Wesel, on the east bank of the Rhine. To
assure accuracy, this drop was made at rooftop height – and without machine guns for protection.
The decision was made not to shoot at opposition on the ground as we might hit our own troops.
The crews were unable to protect themselves from heavy ground fire. Two aircraft and crews did
not return – one each from the 67th and 506th. One other 506th crewman died, as well, in a
related accident.
67th SQUADRON:
67th Sq., #42-100314 G+, Crandell
67th Squadron Crew:
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CRANDELL, LEONARD J.
ASN 0-720197
Pilot
1st Lt.
KIA, buried Netherlands (H-16-26)
Peoria,
Illinois
CROLL, WILLIAM B.
ASN 0-2058627
Co-pilot
KIA
Larchmont,
New York
HUMMER, WILLIAM M.
ASN 0-783265
Navigator
2nd Lt.
KIA, buried Netherlands (C-15-4)
Dover,
New Jersey
ROACH, JAMES E.
ASN 17147154
Nose Turret
KIA
S/Sgt.
Denver,
Colorado
OGILVIE, ROBERT B. Jr.
ASN 32736724
Engineer
KIA
T/Sgt.
Auburn,
New York
FEENEY, LARRY L.
ASN 39466210
Radio Oper.
T/Sgt.
KIA, buried Netherlands (H-17-27)
Spokane,
Washington
GERMOLUS, IRWIN E.
ASN 39047565
RW Gunner
KIA
S/Sgt.
Albany,
New York
BATTENBERG, WALTER R.
ASN 36832427
LW Gunner
KIA
S/Sgt.
Milwaukee,
Wisconsin
BROWN, JAMES M. Jr.
ASN 34316177
Tail Turret
KIA
S/Sgt.
Rosehill,
North Carolina
2nd Lt.
The MACR states that this aircraft was in #11 position in the second squadron, high on the low
lead squadron. At 1314 hours, after supplies had been dropped, this aircraft took a sudden,
climbing attitude, nose high, and at the same time, number one engine was smoking. This aircraft
then stalled out and nosed directly into the ground, exploded immediately. The 44th BG’s film of
this mission includes the view of this aircraft going down and crashing.
The second aircraft lost on the 24th was that from the 506th Squadron and piloted by 2nd Lt.
Max E. Chandler.
506th SQUADRON:
506th Sq., #42-50896 Bar-R, Chandler
SOUTHERN COMFORT IV
MACR #13600
Note: This was the fourth SOUTHERN COMFORT, but it had “III” painted on the aircraft.
506th Squadron Crew:
CHANDLER, MAX E.
ASN 0-2059456
Pilot
KIA
2nd Lt.
Monticello,
Indiana
O’DONNELL, HUGH X.
ASN T-65165
Co-pilot
KIA
Flt Off.
Brooklyn,
New York
DANTZLER, ROBERT T.
ASN 0-207275
Navigator
KIA
2nd Lt.
Birmingham,
Alabama
CORDES, THOMAS H.
ASN 12100258
Nose Turret
Sgt.
KIA, buried Netherlands (K-7-15)
Oradell,
New Jersey
NEDDER, SARKICE T.
ASN 31360823
Engineer
KIA
Hyde Park,
Massachusetts
ELLIOTT, EUGENE L.
ASN 31378866
Radio Oper.
Sgt.
KIA, buried Netherlands (K-7-14)
Hartford,
Connecticut
DEBLASIO, LOUIS J.
ASN 12145683
RW Gunner
Sgt.
POW, severe injuries
Brooklyn,
New York
CLARK, THOMAS W.
ASN 12100209
LW Gunner
KIA
Hutley,
New Jersey
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VANCE, ROBERT D.
ASN 35605905
Tail Turret
POW/Injured
24 March 1945
Sgt.
Empire,
Ohio
The MACR states that, “This aircraft was flying as number three in second squadron of a force
re-supplying paratroopers, at very low altitude, in an area over 2 miles west-northwest of Wesel.
At 1314 hours, this aircraft was observed to lose control momentarily. It struck the ground and
came back up to about 100 feet, under control. It flew along for about 90 seconds, then the right
wing dipped and struck the ground, causing it to pinwheel and hit the ground again. It
disintegrated as it started to burn.”
Sgt. Richard V. Lynch stated, “I was flying nose gunner on Lt. Lee’s aircraft, I-Bar 193. We
were flying at approximately 300 feet and dropped our supplies at 1314 hours. Immediately after
this, I noticed number four engine on R-Bar 896, Lt. Chandler’s ship, begin to smoke and then
noticed the plane hit the ground with its belly and bottom part of the rudders, then bounce up
into the air and maintain level, controlled flight at approximately 100 feet – for about a minute
and a half.
“The plane, then apparently out of control, banked sharply to the right with the right wing hitting
the ground and continued to revolve to the right in a clockwise direction, pivoting on the right
wing tip and ending up skidding along on its belly, 180 degrees to our path of flight. The plane
started to burn immediately as it hit the ground and I was unable to determine whether or not
there were any survivors.”
One cannot imagine anyone escaping from that terrible scene, but two of them did! Sgt. Robert
Vance stated in his interrogation later, “Immediately after dropping our supplies, we were under
intense small arms fire. Sgt. DeBlasio, Sgt. Clark and myself were in the waist section. Sgt.
Clark was standing between the ball turret well and the bomb bay, while DeBlasio and myself
were standing at the waist windows. Shortly after this, we heard a rather large explosion and
right after that, we noticed flames in the bomb bay. We heard nothing over the interphone nor
did we call the pilot. Sgt. DeBlasio and myself laid down on the flak suits lying on the floor in
the waist of the ship. I don’t remember anything after this until I woke up some time later. (It
was determined the time to be several hours later near 1730 hours) ”
The plane split at the waist, and DeBlasio and Vance found themselves partially thrown clear.
DeBlasio’s arm was badly injured and his left eye was bloody and beginning to swell. Vance had
a deep head laceration, a fractured clavicle, and had lost one tooth. Bleeding and in semi-shock,
they crawled away from the plane, minutes before it exploded.
Louis DeBlasio recalled, “Knowing the Germans would be watching to see if anyone got out of
the plane, we crawled across a field, and hid under a wagon. I bandaged Bob’s bleeding head and
he bandaged my eye. I never lost consciousness, but due to his head wound, Bob was incoherent
for some time.”
They tried to take off their parachute harness, but weren’t able. Vance’s right clavicle was
fractured, and DeBlasio’s left arm was practically non-functional. Neither had the strength nor
coordination to open the buckle.
German soldiers were hiding in the woods nearby, but they would not come out for fear of being
strafed by our fighters. Instead, they sent civilians to find the survivors.
Louis DeBlasio wrote: “Immediately, they took our guns. One ordered me to take mine apart. I
took out the clip and field stripped it. Then they told me to put it back together. I pretended that I
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didn’t know how. I decided that if they were going to shoot me, it would not be with my own
weapon. They carefully wrapped the parts in a handkerchief, creating a little sack. They studied
our escape kits, taking the pain pills, chocolate and other candy. I had five English Pound notes,
which they took out. To my amazement, they returned them to me.
“Actually, they were surprised to learn that we were Americans. They kept asking us if we were
Canadians, knowing that the British were operating in that area.”
A German officer who had been hiding in the woods, took command of the two, along with a
pilot from a P-47 that had crashed nearby. The officer spoke a little English, and was able to
provide some first aid to their wounds. The fighter pilot had managed to bail out of his upward
spiraling craft, but had a badly injured leg. The three prisoners were kept hidden in the woods,
presumably to avoid the continuous strafing. When night fell, they were put on a horse-drawn
wagon to be transported to where? They had no idea. Both recall the driver’s commands to his
horse, shouted out in the darkness, “Hooh hot.”
They woke up the next morning on the kitchen floor of a farmhouse, with German guards
standing by. Louis DeBlasio’s strongest memory was of suffering from overwhelming thirst; and
with his multiple contusions, could hardly walk. From there, they were moved to a First Aid
Station where a German doctor ordered a tetanus shot for both. Because they were wearing so
many clothes, the injection was placed in the pectoral muscle in their chests. DeBlasio had a
grossly abnormal reaction, tremendous swelling at the needle site and a case of hives that lasted
five days. The misery of the itch kept him awake for five nights without relief. Next, they were
marched across a field and into the woods to an artillery unit. Fully expecting to be shot, they
were relieved that their luck continued to hold. Once again darkness brought another move. The
next morning, they woke up on the straw-covered floor of a dance hall, along with other
wounded soldiers, German and Allied side by side. Bob Vance’s memory upon waking up was
seeing a Coca-Cola sign on the wall. It took him a minute to remember he was a POW.
After eight days of being a POW, the two men were liberated by the 2nd U.S. Armored Division.
DeBlasio remained at the hospital on the continent for treatment, while Vance, who had received
head wounds and a fractured arm, was soon returned to Shipdham.
The 506th Squadron suffered yet another casualty on the 24th when one of their combat men was
killed on this low-level mission.
506th SQUADRON:
506th Sq., #42-50535 Bar-O, Pyle
JOPLIN JALOPY
Returned to base
506th Squadron Crew:
PYLE, LEONARD G.
Pilot
2nd Lt.
SCHAKE, DONALD M.
Co-pilot
2nd Lt.
SOLOMAN, ED. M.
Navigator
2nd Lt.
GOHL, HARRY G.
Nose Gun.Togglier
Sgt.
WOLFSON, MURRAY R.
Radio Oper.
Sgt.
WEISS, PAUL
Eng./Top Turret
Sgt.
CLARK, PAUL J.
RW Gunner
Sgt.
DIAZ, ANIBAL C.
ASN 34530358
LW Gunner
KIA
Sgt.
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ALLEN, DONALD B.
Tail Turret
5 April 1945
Sgt.
Note: Sgt. Diaz was on his fourth mission.
Sgt. Diaz was flying as left waist gunner on Lt. Pyle’s aircraft Bar-O. The supplies were dropped
at 1314 hours, at approximately 300 feet. Sgt. Diaz was standing between the open ball turret
well and the bomb bay, facing the rear of the ship. He was hauling in the static lines that had
been attached to the parachute-packed supplies. Sgt. Diaz was wearing a chest pack type
parachute at the time and it is unknown in what manner, but his parachute was spilled open and
went out the open ball turret well. The force of the air in the open chute pulled him down into the
well and out of the plane. The low altitude and excessive speed at which all aircraft were flying,
made it impossible to ascertain the effectiveness of the spilled chute in breaking Sgt. Diaz’s fall
or of his actually hitting the ground.
The Germans later reported him as dead.
5 April 1945
Transportation Network, Plauen, Germany
Thirty eight of the Group’s aircraft bombed this secondary target via H2X method as extremely
adverse weather conditions were encountered at the Primary, Plauen Marshalling Yards; and one
aircraft bombed visually. Enemy opposition was nil, so it was surprising that one 506th aircraft
did not return. It crashed near Wipperfurst.
506th SQUADRON:
506th Sq., #44-40158 Bar-Q, Brown
TINKER BELLE
MACR #14110
506th Squadron Crew:
BROWN, GEORGE F. Jr.
ASN 0-831104
Pilot
Wounded, KIA
2nd Lt.
FLOWERS, HARL N.
ASN 0-834782
Co-pilot
Returned
2nd Lt.
THOMAS, ROBERT S.
ASN T-133888
Navigator
Returned
Flt Of.
BARRY, JAMES J. Jr.
ASN 0-727299
Bombardier
Returned
1st Lt.
Flushing, L.I.,
New York
OTTO, JAMES E.
ASN 13200898
Nose Turret
Returned
Sgt.
Philadelphia,
Pennsylvania
BURKHART, HOWARD M.
ASN 37347802
Engineer
Returned
S/Sgt.
Denver,
Colorado
NASH, TRAVIS E.
ASN 36851997
Radio Oper.
KIA
S/Sgt.
SAMPLEY, ROBERT E.
ASN 35299849
Waist Gun.
Returned
Sgt.
Marion,
Ohio
McALPINE, EARNEST E.
ASN 38608646
Tail Turret
Returned
Sgt.
Earth,
Texas
Quoting the MACR, “Aircraft Bar-Q (158) was last seen at 1217 hours, 5 April 1945 at 14,000
feet, 11 miles northeast of Frankfurt. The aircraft was in radio contact with the formation which
was flying at 18,000 feet and approximately three miles ahead of this aircraft. He was reported to
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be under control with number one engine feathered and was letting down through the 8/10 to
10/10 undercast, so as to land at an airdrome in friendly territory. He was observed to have a
fighter escort of three P-51s and under complete control. Weather at this time was 8/10 to 10/10
cumulus tops, generally 10-12,000 with CAVU conditions above the undercast. No other word
has been heard from this aircraft nor its occupants since 1217 hours on 5 April 1945.”
No word was heard from these men until 10 days later, when Lt. Barry, bombardier, telephoned
the 44th Base and asked for a plane to come and pick up the returnees. Lt. Barry reported that,
“We let down through the overcast to about 3,000 feet. We were over the Ruhr pocket, and they
opened up on us with machine gun and small arms fire. Our gunners fired back, and we could
see the Germans running for cover. Right after that they really opened up on us.”
The engineer, Howard M. Burkhart, continued, “We had lost one engine before arriving at the
target – mechanical failure was the reason. Losing power and altitude after target, we were soon
on our own as the formation pulled ahead. #1 engine was feathered, #2 was on fire and the pilot,
Lt. Brown, was wounded. #3 and #4 engines were smoking, and the radio operator, Travis E.
Nash was killed by flak. The decision was made to try to land at Brussels, Belgium. We didn’t
make it! Flak, along with small arms fire, got us about sixty miles east of Koln. I was busy
transferring gasoline when the pilot rang the bail-out signal, and we all hit the silk.”
“George F. Brown and Travis E. Nash both had been hit in the head. Brown was hit just above
the ear, and he was never heard from after he parachuted. Travis went down with the plane,
which crashed near Wipperfurth.”
One man did not take to his parachute immediately, however. He was Sgt. James E. Otto, who
was busily strafing enemy troops from his nose turret position. This 19 year old gunner had not
heard the bail out signal, and when he turned around to look, he found he was all alone in the
Liberator except for the dead radio operator. He bailed out immediately, with his chute opening
at about five hundred feet. He landed in a tree, and was hanging in mid-air for about five minutes
until a German soldier climbed up to cut his straps, so that he could fall to the ground.
While Otto was immediately taken in hand by the German soldiers, his fellow crewmates were
going through a series of adventures that kept them well occupied. Lt. Barry had three bullet
holes put in his parachute by a German soldier. Sgt. Robert E. Sampley had been caught in a tree
also. When he tried to unharness his parachute, he lost his balance and suddenly found himself
hanging upside down from a branch some twenty feet in the air, precariously suspended by one
foot caught in the straps of his chute. Gingerly, he pulled himself upright and slid down the tree
to momentary safety. Within thirty seconds, he had his hands in the air and a number of
bayonetted rifles were pointed at him.
The fifth member of the group landed in the midst of a band of Hitler’s Youth. Sgt. Ernest
McAlpine, 19 years old and a tail gunner, reported that he had never thought much of that Nazi
organization, but that he owed them a debt of gratitude now. “They kept a bunch of angry
civilians away from me and brought me to the military authorities. These civilians were all for
taking care of me right then and there.”
All five crewmen eventually ended up in a large prison camp that had French and Russian slave
laborers in it. “The Russians and French were wonderful to us,” said Lt. Barry.
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11 May 1945
“They couldn’t do enough for us. Some of the Frenchmen had been there for five years and when
we arrived, they broke out food they had been saving all that time and gave us a party. They
even told the Germans that they wouldn’t work the next day, either.”
On the morning of the ninth day, the first platoon of American soldiers, members of the 78th
Division, arrived in camp and set them free. Two days later, the men were in Paris; shortly after
that, back in England.
Sgt. Burkhart said that the pilot, Lt. Brown, had bailed out with the rest of the crew, but no one
saw him again. No other information has been found to clear up the mystery of what happened to
him. He eventually was determined KIA, so it is possible that he was killed while parachuting, or
was killed by civilians or soldiers trying to avoid capture, or even died from his head wound.
The other two crew members, co-pilot Flowers and navigator Thomas, also returned to military
control – Flowers on the 18th, and Thomas on the 14th of April.
Lt. George F. Brown’s plane and crew were the last recorded combat casualties of the war in
Europe so far as the 44th Bombardment Group’s Operations were concerned, and for the men
shown in the Roll Of Honour Book located in the American room, central library, Norwich,
England. But there were further casualties sustained, and they are included in the following
pages.
11 May 1945
Air Transport Command Practice Flight, Watton, England
With the European phase of the war completed, efforts were begun to get our planes and crew
readied for their return flights back to the States. On this date, a 506th Squadron crew had made
a four to five hour practice flight in preparation for the over-water return to the U.S. and were
then returning to base when the plane crashed.
506th SQUADRON:
506th SQUADRON:
506th Sq., #44-50698 Bar-C, Edkins
Crashed
506th Squadron Crew:
EDKINS, DONALD
Pilot
Badly injured
Capt.
Johnstown,
Pennsylvania
WHITTLE, JAMES L. Jr.
Co-pilot
Badly injured
1st Lt.
Sacramento,
California
SMITH, EDWARD
Navigator
Injured
1st Lt.
Lansdowne,
Pennsylvania
JONES, CHARLES K.
Engineer
Badly Shaken
T/Sgt.
Los Angeles,
California
HEYBURN, WILLIAM
Radio Oper
Badly Shaken
T/Sgt.
Louisville,
Kentucky
CZARNECKI, VICTOR
Asst. Eng.
Badly Shaken
S/Sgt.
Dover,
New Jersey
(Now) Lt. Colonel James L. Whittle Jr. wrote, “Although I was a regular 1st pilot, this day I was
in the co-pilot seat as we were returning from southern England fulfilling certain ATC (Air
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Transport Command) requirements. I had completed 28 missions as had most of my crew and
was preparing for our flight home.
“One of the drills was to practice feathering procedure to test the pilot’s reaction to engine
failure and the subsequent change in flying characteristics, etc. We were probably near 5,000
feet, with lots of airspeed, since we were descending to our base at Shipdham, so the loss of one
engine would create no danger at all. One outboard engine was feathered, with nothing more
than a slight drop in airspeed.
“As soon as that simulated emergency was under control, the opposite outboard engine was
feathered. That simulated emergency, too, was handled with no difficulty because of the
experience of the pilot and the higher than normal airspeed. But from that point on, things get a
little vague, but I believe that a pretense was made of feathering one of the two remaining
engines, and in fact, I think that feathering button was momentarily depressed, but without any
intent of actually feathering it.
“Unfortunately, at that time, everything began to happen very quickly and very unexpectedly.
When that feathering button was pulled out, which should have either stopped the feathering and
returned it to normal, or if it had actually feathered, it should have immediately unfeathered. For
some reason or reasons still unknown, neither of those things happened. Both of us reached for
an outboard button to unfeather them immediately. But neither of those worked, either
(Murphy’s Law), and after a few very rapid, but futile, attempts to unfeather any of them, our
attention turned to finding the nearest airfield.
“From the co-pilot’s seat, I remember seeing an airfield off of our right wing, and took over the
controls since I was in the better position to see the field. By this time, we were rapidly losing
both airspeed and altitude, and in a matter of minutes, we would be on the ground – airfield or
not!
“The events happened so fast that there was no time to alert the three airmen in the rear of the
aircraft, nor did we even have the time to broadcast MAYDAY. Fortunately, our men in the rear
realized that there was an emergency and took up the appropriate positions for a crash-landing.
We now had emergency military power on the one remaining engine (#3) but it was a constant
fight to keep from stalling.
“By now I had managed to get lined up with the runway, and since the field had been off the
right wing, it meant having to make two turns into the one good engine. Although we were lined
up with the runway, it was now a question of whether we would make it to the runway before
our altitude and airspeed ran out.
“One of the last things I remember was wondering whether we would be able to top the big trees
which loomed between us and the field. The airspeed was now just slightly above stalling speed
and my last conscious thought was that if I hauled back on the yoke at the very last moment, we
could zoom over the tree tops and I then would be able to get the nose back down quickly
enough to keep from stalling. None of us remember exactly what happened, but we obviously
had not gotten over the trees because my very next recollection was that we were on the ground.
“Through the haze, I can remember the navigator walking – or trying to walk – and complaining
about his back. He had been standing between the two pilot’s seats and never had a chance to
move before we impacted, and was propelled through the bulletproof glass that surrounded the
cockpit.
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“Next hazy recollection was opening my eyes in a hospital bed and feeling like every bone in my
body was broken. Luckily, that wasn’t the case, as the only broken things were a rib and a tooth.
Next to me was our navigator who had broken his back and was encased in plaster of paris from
his neck to his hips.
“Don Edkins had sustained the most severe injuries of any of us which included the shattering of
most of the bones in his face, and head injuries which were life-threatening. The three men in the
rear were limited to cuts and bruises that did not require hospitalization.
“It hardly seems possible that any of us survived, especially since the trees had sheered off our
outer wings between #1 & 2 on the left and between #3 and 4 on the right. This “short wing”
modification has a tendency to be very unstable! Best of all, the very volatile fuel did not ignite
when the fuel cells were torn open, and probably should have been ignited by the hot engines or
superchargers.
“To this day, no one has been able to explain why none of the props would unfeather…”
“Although the three of us eventually recovered from our injuries to the extent that we were able
to carry on a normal life, we all suffered various degrees of physical incapacity. I remained in
the Air Force and retired in 1966.”
Although Capt. Whittle thought the crash occurred on the approach to the Shipdham runway,
they actually were approaching Watton, several miles to the south of Shipdham, according to
records found at Watton.
13 June 1945
Scottish Highlands (Non-Operational), Gairloch, Scotland
Unfortunately, the end of the war in Europe was not the end of death and loss of aircraft for the
44th BG. A writer of fiction could not have conceived a scenario with a situation any worse than
this one. This event involved one combat crew of nine that had, at last, completed their long tour
of combat duty exceeding 30 missions and covering a period of more than six months. The other
passengers were all “old” veterans who had served heroically in the dangerous air over Europe
with Troop Carrier units and Bomber Units. Each of these men had accumulated many combat
experiences that he could not divulge to anyone due to the strict censoring of all correspondence.
For the few days that these men were held at the Redistribution Center awaiting passage on ship
they had written letters home with the super news that they were alive, had survived the war,
would soon be home, and could then tell everyone about their dangerous experiences. Likewise,
the families were so thankful that their loved one had survived the war, were just fine, and very
soon would be together again. What a truly crushing blow it was to these families to then receive
a telegram telling them he had been killed!
All fifteen of them had been assigned to slow surface transport back to the US, but orders were
changed when a B-24 from the 93rd BG that had just been repaired at a Sub Depot, was then
available for a fast trip back to the U.S. and home. Combat men were given top transportation
priority as the war with Japan still existed, and all combat units (ground personnel included)
were scheduled for a month leave and then return for assignment to the Pacific War Zone.
Official records for the 44th BG do not extend beyond the month of April 1945, and
consequently, they did not contain information about the loss of this 66th Squadron Air Crew
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when returning to the States. I did not learn about it until nearly 40 years later when Ian
Shuttleworth from Yorkshire, England contacted me for data to help him in his research
concerning an aircraft and the fifteen men that had crashed on their way back to the U.S. All
fifteen men had perished.
The Shuttleworth family, from Eastern Yorkshire, England, had discovered the crash site while
on “holiday,” had “adopted” it and wanted to place a memorial marker there. Ian was a teenager
at that time, wanted to contact the next of kin to obtain personal data about each of these
veterans and to share with them the data that he had collected about this accident. The
Shuttleworth family even offered to guide anyone who was interested to visit the remote crash
site.
Irene and I met Ian and his father in Yorkshire to get acquainted the next time that we visited
Norwich, and each of us shared the data that we had acquired independently. That was the
beginning of our joint efforts to learn as much as possible about the crash, the combat crew, and
the passengers. Since then we have visited Gairloch and the crash site several times, including
twice with the entire Shuttleworth family on their summer vacations.
On one of these visits, both Ian and his father, David, took me a few miles from the site and
showed me several pieces of the stricken aircraft that had come off from it a few miles from the
actual point of impact. We spent considerable time examining these large pieces, searching for
any clue that might indicate a possible reason for the crash. These parts were in remarkably good
shape and condition for having withstood the many cold winters they had been exposed.
All three of the bomb bay doors had no evidence of a glancing contact with any high ground, as
some had speculated, when the airplane circled Gairloch and the surrounding mountain tops. The
front portions of the tops of the two vertical stabilizers had no marks or dents that any of the
three bomb bay doors would have made had they been the cause of those stabilizers breaking
loose. But whatever the cause for those tops to break off, the crash was inevitable as nearly all
control was then lost, the pilots helpless in their desperate fight to seek a safe landing area.
Ian has compiled a booklet about these facts and has placed it near the crash site at the Shieldaig
Lodge Hotel south of Gairloch. His purpose was to make all possible data about this incident
readily available to guests, any hikers or others who might want to learn more about the men, the
airplane, or the circumstances.
Ian also designed, paid for and installed a memorial plaque on a rock wall facing the site in 1987,
replaced it with a larger, more durable one in 1991. At that same time he organized an official
Gairloch Memorial Service to make it an official Memorial Site. As a result, Ian recently advised
that now many people now visit it, bring flowers, American flags, etc., in honor of these heroes.
66th SQUADRON:
93rd Bomb Group, #42-95095, Ketchum
SLEEPY TIME GAL
Crashed
Note: The crash site is near Gairloch, Scotland.
66th Squadron Crew:
Entire crew perished
KETCHUM, JACK B.
ASN 0-720263
Pilot
1st Lt.
DIED, buried Topeka, Kansas
Topeka,
Kansas
SPENCER, JACK H.
ASN 0-777858
Co-pilot
1st Lt.
DIED, buried Ionia, Michigan
Ionia,
Michigan
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ROBAK, RICHARD J.
ASN 0-2015143
Navigator
2nd Lt.
DIED, buried Milwaukee, Wisconsin
Milwaukee,
Wisconsin
CHEEK, HILLBURN L.
ASN 39333461
Engineer
T/Sgt.
DIED, buried Cambridge, England (E-0-78)
STAMMER, JAMES C.
ASN 17152057
Radio Oper.
T/Sgt.
DIED, buried Casey, Iowa
Casey,
Iowa
GILLES, ELDON J.
ASN 36275004
Gunner
S/Sgt.
DIED, buried Cambridge (E-0-56)
Plum City,
Wisconsin
RIEFEN, HERMAN
ASN 16028870
Gunner
T/Sgt.
DIED, buried Cambridge (D-2-26)
Bronx,
New York
DAVIS, RAYMOND E.
ASN 35151144
Gunner
S/Sgt
DIED, buried Washington, Indiana
Oak Grove,
Indiana
NATKIN, ALBERT L.
ASN 38558214
Gunner
S/Sgt.
DIED, buried Cambridge, England
San Antonio,
Texas
This aircraft was on a redeployment ferry flight from Prestwick, Scotland to Meeks Field,
Iceland, when it went off course and crashed into the ground in the highlands of western
Scotland. The pilots had been flying in heavy clouds, probably on instruments, had mechanical
equipment or severe weather problems that took them off course.
The weather in this area often was subject to severe up and down drafts, radio transmission very
poor. In this instance, there was no radio contact, and very severe damage was done to the
aircraft while in the air. It will never be known how or why the aircraft itself was disintegrating
when it arrived over Gairloch, but the pilots could not have had any possibility of gaining
enough control to land safely.
This combat crew was assigned to the 66th Squadron in November 1944. Lt. Ketchum, being the
first pilot, flew his first mission as a co-pilot for experience, then with the full crew flying as a
unit on 10 December 1944. Their last mission was dated 25 April 1945, and also was the last
mission of the war in Europe for the 44th Bomb Group. Lt. Ketchum completed 34, while most
of his crew received credits for 33. Several of these missions proved difficult, with two of them
ending with emergency landings on the Continent due to battle damage or other problems.
In late April, four entirely new B-24s equipped with the super secret Loran radar were assigned
to the 66th Squadron. The Ketchum crew was selected to train in one of them. These new aircraft
required careful handling due to the addition of a small wing-like platform near the nose wheel
in which this new equipment was housed. During the last of their several test flights with their
new aircraft, a “hard” landing occurred that damaged this airplane, and it had to be taken off
flying status. That is the reason that the Ketchum crew did not have a plane with which to fly
back to the U.S. They were then transferred to the Redeployment Base to return to the U.S. via a
boat.
Lt. Leo D. Crooks, 66th Sq. pilot, said, “I knew Jack (Ketchum) well enough to shoot the breeze
with him frequently, but not well enough to have any real background information about him.
Since his crew and mine were two of the “older” crews, we were not shipped back to the States
for delay-in-route to the Pacific. I do not remember how many missions Jack had, but he left
earlier than I to fly a ship back to the States. I remember Jack Spencer as being an officer who
came up through the ranks.
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“I knew Jack Ketchum as a good pilot. He wore a mustache, always smiling, quick-witted and
ready with a one-liner remark most of the time. He was always well groomed and I always
thought, a credit to the uniform.”
Passengers:
All passengers perished
HALLISEY, JOHN H.
ASN 12046305
Passenger
S/Sgt.
DIED, buried Framingham, Mass.
FRANCIS, ROBERT J.
ASN 31309090
Passenger
S/Sgt.
323rd Bomb Group
DIED, buried Cambridge, England (E-0-88)
EINARSEN, EMIL
ASN 32455476
Passenger
S/Sgt.
314th TC Grp.
DIED, buried Cambridge, England (G-7-7)
ELLIS, JOHN B. Jr.
ASN 34038466
Passenger
S/Sgt.
DIED, buried Cambridge, England
HARVEY, JAMES D.
ASN 32433806
Passenger
S/Sgt.
314th TC Grp.
DIED, buried at Calvary Cemetery, New York City, NY
HASTINGS, ALEXANDER W.
ASN 12153113
Passenger
S/Sgt
314th TC Grp.
DIED, buried at Cyprus Hills, St. Albans, Kings County, NY
93rd Bomb Group
314th TC Grp.
Note: Casualties included members of the 314th Troop Carrier Group.
Sgt. John Hallissey had flown combat missions with the 93rd Bomb Group. He and his crew had
completed their tour of duty of 50 missions. His crew had received their orders to return to the
U.S. earlier but Sgt. Hallissey’s papers were missing, not in order, so he could not leave with his
crew when they flew home.
Sgt. Hallissey flew his combat missions in the period between 24 July 1944 to 9 April 1945. He
was waiting at the same Replacement Depot waiting his assignment on a ship to return to the
U.S. when he learned plans were changed and he would be flying back to the U.S. after all.
Earlier, he had written to his sister that one of his crew was very good playing an accordion, and
another was a good singer, so they kept everyone pleasantly entertained, morale high.
Sgt. Robert Francis was a member of the 323rd Bomb Group. He was born 14 July 1924 in North
Plymouth, MA. He was raised in a Portuguese/Italian/German neighborhood where most of the
people worked for the Plymouth Cordage Co. After high school, he worked as a delivery truck
driver for Danforth’s Bakery in Plymouth. Later, he worked at the Fore River shipyards in
Quincy, Massachusetts.
He was drafted into the Army Air Force in 1942. “Chipper” received training at Fort Meyers,
Florida, and also in Texas. He was sent overseas as a replacement to join the 455th Bomb
Squadron of the 323rd Bomb Group, which operated with the US Ninth Air Force from bases in
France and Belgium. Sgt. Francis served as a Tail Gunner flying on B-26 Marauders. He had
completed over 65 missions by the time the war in Europe was won.
S/Sgt. Emil Einarsen was 49 years old! He had a most unique situation, having served nine
months in WW I, with six months overseas in France. He was again drafted for WW II, in error,
but after reaching his induction center he decided to again serve his country. He was a member
of the 61st Squadron of the 314th Troop Carrier Group.
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His last letter to his sister Evelyn was dated 26 May 1945 when he told her “that after his last
infrequent letter he had spent several days on the Riviera (Nice); also a bit at Cannes. Must come
back again as a civilian. Now, I’ve been in England for more than a week. Needless to say, I’ve
seen quite a bit of Germany from the air. Unfortunately, my duties did not take me further than
the airstrips, so did not get into their towns. The mills of the Gods grind slowly, you see. I have a
furlough home, but how soon I will see you, I don’t know. It looks discouraging and we have
plenty to do in the meanwhile. Guard duty and K.P. are with me again. Regards to all. P.S. Don’t
write (Will be home soon)”
John Ellis was a member of the 32nd Squadron of the 314th Troop Carrier Group. One of Ellis’
colleagues had this to say about him: “John acted as our radio operator several times and
occasionally as our radar operator. He was very competent, friendly, and a true gentleman. On
the second day of the Normandy invasion, my plane was being flown by our Squadron
Commander, Col. Wilson. We were the lead aircraft in the lead squadron. We took off in dense
fog and lost the other 35 planes that were to be following us. Thanks to ‘Red’ Ellis, we were able
to fly the course which took us out over the Atlantic Ocean and then across the English Channel.
We actually made a one-plane invasion of Normandy.
“By that time we had reached Normandy it was early in the morning. The sun was just coming
up and everything looked peaceful. We pushed out the parachute-equipped load and triggered off
the parapacks attached to the underside of the plane. Col. Wilson began a climb to get a better
view of the territory, but then dove for the ground just as a German machine gun nest opened up
on us. Because we were so low, the Germans could not use their anti-aircraft guns. So they got
only a few shots at us. Just then a .30 cal. Bullet struck the piece of armor plate I was sitting on
and passed through the radar compartment where Red Ellis was, and buried itself in a parachute
right behind the pilot. An inch or two one way or the other, the bullet would have hit me, Art
Roberts or Red Ellis.”
John was an only child. After graduating from high school, he went on to Mars Hill College, and
earned a degree in accounting from the University of North Carolina. He enlisted in the U.S.
Army Air Corps in 1942, became a Radio Operator on a glider-towing C-47 aircraft. His
hometown was Greyer, North Carolina.
S/Sgt. James Harvey was born 30 September 1914. His home address was: 5406 Tibbit Avenue,
Bronx, New York. Sgt. Harvey served with the 9th Troop Carrier Command as a member of the
314th Troop Carrier Group. He had the honor of spearheading the invasions of North Africa,
Sicily, Normandy, Holland and the invasion of the Rhineland. His chief work was dropping
paratroopers behind enemy lines, towing gliders, and evacuating wounded from battle areas.
S/Sgt. Alexander Hastings was born on 5 April 1922. His home address was: 514-201 P 1, St.
Albans, Long Island, New York. He was a member of the 314th Troop Carrier Group.
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Died in Service But Not KIA
In 1987 when this book was first printed, it was researched to provide answers basically for our
men who were listed as KIA on the official Roll of Honor in the Memorial Room in the new
Central Library in Norwich, England. However, as the years passed and searches for data
continued, other deaths were identified which were not caused by enemy action, and so had not
been shown on the official listing except in error.
The Jack Ketchum crew was lost while returning to the US (the war had ended in Europe) so the
crew and the six passengers were not shown, either. Consequently, it now seems appropriate that
we honor their sacrifice, their loss of lives, whatever the cause.
Now, these men who died in incidents other than action against the enemy are being included in
this new section. Their names will appear in date of death order.
Lt. Ben Collier, 68th Squadron, 17 January 1943
COLLIER, BEN V.
ASN 0-727317
Bombardier
2nd Lt.
Died of pneumonia, 17 January 1943
Lt. Collier was a member of the Robert A. Norsen crew, 68th Squadron that arrived in England
in early October 1942. They were one of the 27 original 44th BG crews that flew to England that
month.
Lt. Collier was a member of the Norsen crew that flew the second mission of the war on 9
November 1942, were one of the six crews to bomb a target in Europe. Unfortunately, Lt. Collier
later became ill, never flew again due to health reasons, and died from pneumonia on 17 January
1943.
Sgt. Earl Hancock, 66th Squadron, 19 April 1943
HANCOCK, EARL W.
ASN 32254108
Ground crew
Sgt.
Died of cancer on 19 April 1943
Buffalo,
New York
Note: Hancock is buried in the American Cemetery at Cambridge (F-5-48)
Sgt. Hancock was a member of the Ground Echelon that crossed the Atlantic on the HMS Queen
Mary in early September 1942. Records do not provide any data as to his job classification.
Lt. George Blumanthaler, 68th Squadron, October 1943
BLUMANTHALER, GEORGE W.
ASN 0-801154
Navigator
2nd Lt.
Killed in a collision with truck in October 1943
Lt. Blumanthaler was a member of the 2nd Lt. Robert E. Rose crew, 68th Squadron that had
been assigned to the 44th BG but had not yet reported. They were staying at an airfield at
Cheddington, England. On the first day there, Lt. Blumanthaler decided to try to ride the bicycle
provided him for transportation on that large base. Evidently, he forgot or did not know that
traffic travels on the left side, opposite side from the US, was struck by an Army truck and
killed.
The Lt. Rose crew finally arrived at Shipdham on 8 December 1943.
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Pvt. Floyd Maynard, 66th Squadron, 28 April 1944
MAYNARD, FLOYD H.
ASN 13028712
Ground Personnel
Killed in fight
Pvt.
Springvale,
Pennsylvania
Sgt. Maynard was with the ground echelon that went overseas to England in early September
1942 on board the HMS Queen Mary. Apparently, he had Air Gunner training so he flew four
combat missions between 6 December 1942 to March 13, 1943. Following that assignment, he
again was assigned to activities on the ground.
On 28 April 1944, at 2345 hours, Pvt. Maynard lost his life. Investigation as to the cause of his
death eventually disclosed that an unidentified 392nd BG man was involved in an argument and
attempted to hit another man with a large piece of wood. Unfortunately, his aim was bad and he
accidentally hit Sgt. Maynard on the head, fractured his skull, and death was almost immediate.
T/Sgt. Daniel Mattis, 66th/506th Squadrons, 16 July 1944
MATTIS, DANIEL A.
ASN 32453451
Radio Operator
T/Sgt.
Died in automobile accident 16 July 1944
Note: Mattis is buried in Mt. Calvary Cemetery, Linden, NJ.
Sgt. Mattis’ combat record shows that he flew a total of 14 missions overall. Available records
do not show when Sgt. Mattis arrived in the 66th Squadron or with which crew he was assigned
but they do show that his first few combat missions flown were with the 66th Squadron. The first
mission was flown on 13 August 1943 with the Flaherty crew, apparently as a replacement radio
operator. Three days later, he was again a replacement radio operator on Lt. Comey’s crew.
The Group returned to Shipdham after the 1 October 1943 mission, and Sgt. Mattis did not fly
another mission until 11 December, then again on 30 January 1944. He flew more often in
February, but then transferred to the 506th Sq. for reasons unknown. All of his combat missions
were with different crews apparently filling in for an absent radio operator. Then, his last
mission flown was completed on June 23, 1944. Unfortunately, on the night of 16 July, he was
involved in a vehicle accident off the base and was killed.
1st Lt. Robert B. Weatherwax, a 67th Sq. Navigator who had completed his tour had received
orders to supervise the transportation of some young women to a dance at a base nearby. Their
vehicle was a large canvass covered truck, and they were on a country road when they collided
with a “recon” vehicle. The severe collision knocked the recon into a ditch, and Lt. Weatherwax
was knocked unconscious. When he recovered, he checked the passengers, two of the women
were cut a bit, but not serious.
However, T/Sgt. Daniel Mattis had suffered a broken back, and did not recover. Two of his
friends were cut and bruised, but not life-threatening.
S/Sgt. Kenneth James, Finance Section, 30 August 1944
JAMES, KENNETH D.
Gunner
S/Sgt.
Died after collision with truck 30August 1944
On the evening of 29 August, S/Sgt. James was riding his bicycle near the base. He was involved
in an accident with a large truck and was so seriously injured that he died the next day, 30
August 1944.
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Sgt. Cecil Stone, 68th Squadron, December 1944
STONE, CECIL F.
ASN 18179190
Gunner
Sgt.
Died of cardiac arrest in December 1944
Sgt. Stone joined the 68th Squadron as a gunner on the Robert A. Edmonson crew 18 April
1944. He flew his four missions between 26 April and 1 May 1944. Apparently, he was then
removed from combat status, was assigned to groundwork. It is possible that he was transferred
to the 464th Sub Depot at Shipdham, but no further details could be located. He died of a cardiac
arrest in December of 1944.
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Summaries
Summary of Crewmen Casualties
66th
KIA
67th
Other
KIA
68th
Other
KIA
506th
Other
KIA
Other
1942-3
125
83
162
110
98
59
35
43
1944
70
93
79
116
137
173
96
228
1945
23
22
9
1
10
23
10
15
Totals
218
198
250
227
245
255
141
186
Total KIA
859
Includes other than 44th personnel.
Total Other
866
Includes WIA, POW, Internees, etc.
Total Casualties
1725
Summary of Aircraft Incidents
66th
67th
68th
506th
Total
1942-3
24
29
14
8
75
1944
17
18
30
33
98
1945
4
1
5
3
13
Total
45
48
49
44
186
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Detail of Aircraft Incidents
66th
67th
68th
506th
Total
Ditched
1
6
2
2
11
Collided
1
3
1
1
6
Crashed
6
0
4
2
12
Crash landed
7
4
5
4
20
Interned
3
4
7
3
17
Shot down
27
31
30
32
120
Total
45
48
49
44
186
Note: Statistics based upon subjective classification of elements.
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Index of Names
This index includes all of the names mentioned in the loss tables in this book.
ABAD, ANTHONY J. ..........................................254
ABESHOUSE, HOWARD L................................303
ABEYTA, ISAAC.................................................126
ACKERMAN, EDWARD J. (KIA) ......................202
ACKERMAN, LONNIE L....................................120
ACKLEY, GORDON E. .......................................133
ACUFF, COYLE J. ...............................................319
ADAMS, CARL E. (KIA) ....................................378
ADAMS, HOWARD F. (KIA) ...............................52
ADAMS, LEWIS C. .............................................364
ADAMS, RICHARD W. (KIA)..............................68
ADAMS, VICTOR J. (KIA) .................................186
AGER, ROBERT L.........................................33, 195
AGUIRRE, ADOLPH P. (KIA)............................108
AHO, AUGUSTUS (KIA) ....................................166
AIROLDI, JOHN A. (KIA) ..................................346
AKINS, JAMES C. ...............................................160
ALBERADO, JOHN A. ........................................405
ALBERT, FRANK L. (KIA).................................240
ALBERT, RICHARD L........................................270
ALBERTS, DONALD H. .....................................342
ALBIN, CHARLES H. .........................................397
ALBINE, ROBERT L. (KIA) .........................91, 213
ALBRIGHT, LLOYD V. ......................................150
ALCOTT, RUSSELL J. ........................................254
ALLEN, DONALD B. ..........................................420
ALLEN, JOHN W.................................................343
ALLEN, LEON J. .................................................358
ALLEN, NORBERT G. (KIA) .............................162
ALLEN, RICHARD E. .........................................186
ALLEN, RONALD S. Jr. ......................................136
ALMLIE, HARLAN C. (KIA)..............................145
ALMONIA, VINCENT ........................................405
ALTEMUS, WILLIAM B. (KIA).........133, 210, 258
AMBLER, JAMES S. ...........................................220
ANDELLO, DAVID F. (KIA) ..............................240
ANDERSON, ARTHUR R. ..................................150
ANDERSON, ELDON B......................................297
ANDERSON, EVERETT P. (KIA) ........................93
ANDERSON, JOHN R. ........................................340
ANDERSON, WILLIAM N. (KIA)......................195
ANDRES, ROBERT J...........................................408
ANDREWS, STANLEY C. (KIA) .........................31
ANDRIS, EUGENE E. (KIA)...............................140
ANTHONY, ROBERT I. ......................................408
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APPLEDORN, THOMAS J. (KIA) ......................158
APPLEGATE, EDWARD J..................................267
ARBON, ERNEST W. ..........................................229
ARCAMONE, FRANK (KIA)..............................199
ARCHAMBAULT, WILLIAM S. (KIA) .............128
ARMS, LESTER A. ..............................................397
ARMSTRONG, CHARLES L. .............................143
ARMSTRONG, HAROLD A. ..............................366
ARNOLD, CHARLES A. .......................................46
ARNOLD, ERNEST F. (KIA) ..............................393
ARTERBURN, ROLEY .......................................318
ARTHUR, WILLIAM D.......................................286
ARTHURTON, LESLIE A. ..................................398
ARTYM, FRANK Jr. (KIA) .................................328
ASSELTA, GEORGE A. ......................................413
ASWELL, HAROLD L. (KIA)...............................51
ATCHLEY, MONROE A. (DIED).......................304
AUGENSTENE, JACOB A. Jr. (KIA) ...................56
AUSTIN, HORACE W.........................................114
AUSTON, WILLIAM T. ..................................38, 82
AUTRY, HERMAN J. ..........................................139
AYERS, JOHN T. (KIA) ........................................89
BABBITT, BERTRAM T. ....................................220
BABICH, ANDREW F. ........................................274
BABIN, LESLIE J. Jr............................................340
BAGGE, WALTER B...........................................132
BAGGETT, CARNEY W. Jr. ...............................371
BAIER, EDWARD A. ..........................................374
BAIL, BERNARD W....................................306, 414
BAILEY, CLARK G.............................................249
BAKALO, MICHAEL (KIA) ...............................375
BAKANIC, GEORGE Jr. .....................................407
BAKER, BOYD B. ...............................................146
BAKER, LANNING C. ................................133, 258
BAKER, WALLACE P. (KIA).............................108
BALAZOVICH, MICHAEL J. ...............................77
BALCA, MICHAEL J. (KIA).......................147, 213
BALES, JAMES H. (KIA)....................................202
BALL, WILLIAM F. Jr. .......................................264
BALLANGRUD, NORRIS S. (KIA)....................186
BALSLEY, LUCIUS M. (KIA) ........................36, 59
BANK, SIDNEY W. ...............................................74
BANNING, CHARLES E. (KIA) .........................338
BARBER, THOMAS G. Jr. (DIED) .....................225
BAREFOOT, CHESTER L. (KIA).......................381
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BARKER, WILLIAM H....................................... 150
BARLOW, ARCHIE R......................................... 182
BARLOW, DAVID A. ......................................... 315
BARNETT, EDWARD (KIA)................................ 94
BARNETT, THOMAS J................................. 63, 147
BARNETT, THOMAS P. Jr. ................................ 295
BARRY, JAMES J. Jr........................................... 420
BARRY, WARREN H. ................................ 246, 259
BARTAY, FORREST E. ...................................... 277
BARTH, DAVID (KIA) ....................................... 393
BARTLEY, FOUNT B. ........................................ 287
BARTLEY, THOMAS L...................................... 287
BARTMESS, THOMAS E. (KIA) ......................... 68
BARTOL, STOCKTON R. (KIA)................ 150, 271
BASS, JOHN F..................................................... 245
BATEMAN, WALTER R. (KIA)......................... 108
BATTENBERG, WALTER R. (KIA) .......... 410, 417
BAUDER, WARREN F. ...................................... 294
BAUM, PAUL F. (KIA) ....................................... 247
BAUMAN, FRANCIS A. (KIA) .......................... 135
BAUMAN, MORTON ......................................... 371
BAUMANN, ROBERT J. .................................... 265
BAXTER, ORUS Jr. (KIA) .................................. 337
BAXTER, ROBERT C. ........................................ 364
BAYER, ARTHUR T. .......................................... 160
BAYLESS, HERBERT L. (KIA) ......................... 387
BEAMAN, HOWARD W. ..................................... 54
BEAN, LORAN M. Jr. (KIA)............................... 232
BEAVERS, JOHN R. ........................................... 382
BECKER, HERMAN ........................................... 196
BECKER, ROBERT H. .......................................... 96
BECKWITH, KENNETH E. ................................ 357
BEDNAR, ADAM B. ........................................... 249
BEGGS, WILLIAM A. (KIA).............................. 387
BEHNKE, GEORGE C. (KIA)............................. 347
BEIRNE, MILTON R. (KIA) ............................... 346
BELL, J. R. ........................................................... 136
BELL, PHILLIP W............................................... 222
BELL, ROBERT J. (KIA) .................................... 353
BELLARD, HAROLD W. (KIA)......... 194, 210, 258
BELSKY, GEORGE (KIA).................................. 338
BENADOM, DALE F. ................................. 203, 209
BENGSTON, CLIFFORD.................................... 409
BENNETT, MICHAEL J. .................................... 132
BENNETT, RAVELLE A. ..................................... 63
BENOIT, JOSEPH G............................................ 247
BENTCLIFF, CLIFFORD J. (KIA) ..................... 381
BERG, ALBERT H. (DIED) .................................. 51
BERGMAN, HAROLD F..................................... 318
BERKOWITZ, SAMUEL I. ................................. 299
BERKSTRESSER, GEORGE B. (KIA)............... 128
BERNARD, ALBERT F......................................... 96
BERNSTEIN, DAVID G. (KIA)............................ 84
BERTOLI, ROBERT J. ........................................ 357
BERTOLIO, PERVIS J. ....................................... 367
BESSE, WILSON P. (KIA).................................. 165
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BESSEN, THEODORE (DIED)........................... 225
BETHKE, ELMER J. (KIA)......................... 147, 213
BETTLEY, CONRAD R. Jr. (KIA) ..................... 377
BEUOY, JAMES L. ............................................. 244
BEVERLY, PAUL E. (KIA) .................................. 32
BICKERSTAFF, ROBERT G. ............................. 147
BILLINGS, FRED M. Jr. (KIA)............................. 50
BILLINGS, JAMES R. (KIA) .............................. 174
BILLMAN, ROBERT J.......................................... 43
BINIENDA, WALTER (DIED) ............................. 52
BINKLEY, FRANKLIN W.................................. 315
BINSWANGER, WALTER MAX....................... 248
BIRGE. EDWARD E. (KIA)................................ 170
BISHOP, ROBERT H............................................. 65
BISONS, GINO F................................................. 361
BITTNER, HARRY H. (KIA).............................. 129
BLACK, PETER E. .............................................. 249
BLAGG, SHELDON N. ......................................... 91
BLAINE, ROBERT W. (KIA) ............................... 58
BLAKE, FOSTER A. (KIA)................................. 275
BLAKENEY, ROBERT W. ................................. 109
BLAKLEY, CHARLES W........................... 164, 182
BLANCHARD, EUCLID F.................................. 286
BLEDSOE, JESSE W. (KIA) ............................... 393
BLEDSOE, JOHN D. ............................................. 70
BLITZ, AULIS L. (KIA) ...................................... 174
BLOOMFIELD, PHILIP J. (KIA).......................... 42
BLOTCHER, MALVIN N. .................................. 354
BLUE, FRED E. ................................................... 395
BLUMANTHALER, GEORGE W. (DIED) ........ 429
BOATMAN, GEORGE ........................................ 244
BOGART, CLOMAN D....................................... 241
BOGGESS, BOYD Jr. (KIA) ............................... 162
BOGGS, EARL E. ........................................ 164, 182
BOHENKO, WALTER E..................................... 350
BOHNISCH, CARL A. (KIA).............................. 205
BOLICK, CARL C. .............................................. 240
BOLICK, SIDNEY R. .......................................... 238
BOLIN, JAMES O. (KIA).................................... 202
BOLSTER, HARRY T. (KIA) ............................. 128
BONHAM, ROBERT W. (KIA) .......................... 116
BONNET, ALFRED D......................................... 338
BOOMER, DONALD S. ...................................... 200
BORGSTROM, ROLON D. (KIA) ...................... 353
BOUGHNER, JACK L......................................... 407
BOULANGER, CLEMENT C.L.......................... 168
BOUTIN, ALBERT L. Jr. (KIA)............................ 48
BOWDEN, EDWARD F. ......................... 33, 77, 102
BOWIE, DONALD R. (KIA) ................................. 53
BOWMAN, SAM. H. ........................................... 228
BOYD, WALTER E. ............................................ 196
BRADSHAW, EUGENE T. (KIA) ...................... 375
BRADY, LLOYD J. (KIA) .................................. 240
BRADY, WILLIAM R. Jr. ................................... 129
BRAMAN, DONALD S....................................... 361
BRANCH, WELDON P. ...................................... 290
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BRANDON, WILLIAM H ...................................156
BRASWELL, HOMER H. (KIA) .........................359
BRAY, ROBERT S...............................................262
BREAKEY, KARL D. (KIA) .......................321, 353
BREEDLOVE, PAUL L. Jr. .................................100
BRENAN, JOSEPH R. .........................................159
BRENISER, NORMAN A. (KIA) ..........................58
BRENN VERN A. ................................................233
BRENNAN, EDWARD C. .....................................36
BRENNAN, FRANCIS W....................................387
BRENNER, JOSEPH L. (KIA)...............................61
BREWER, SCOTT E. (KIA) ..................................53
BRICE, DOUGLAS D ..........................................245
BRIDGE, RAYMOND E. Jr. ................................397
BRIDGES, CHARLES T. .......................................89
BRIDGES, DONALD O. ......................................123
BRIDGES, RICHARD W. ....................................123
BRITT, JOHN O. ..................................................218
BRITT, WILLIAM B............................................142
BRITTAIN, JAMES A..........................................100
BROCKMAN, VERNIE R. ..................................266
BRONSTEIN, GEORGE (KIA) ...........................128
BROOME, GARLAND R. (KIA).........................346
BROSE, WILLIAM F. ..........................................297
BROTT, NELSON E. ...........................................350
BROWN, CHARLES J. ........................................322
BROWN, CLARENCE J. .....................................408
BROWN, DELLAS A...........................................155
BROWN, GEORGE F. Jr. (KIA)..........................420
BROWN, HARRY H. Jr. (KIA) ...................383, 385
BROWN, HARRY R. ...........................................408
BROWN, JAMES M. Jr. (KIA) ....................410, 417
BROWN, JOHN C. (DIED)....................................51
BROWN, JOHN J. Jr. ...........................................264
BROWN, RICHARD C. (KIA)...............................60
BROWN, ROBERT A. .........................................299
BROWN, ROBERT I..............................................65
BROWN, WALTER L. (KIA) ................................95
BROWNING, ALBERT E. Jr. ..............................342
BRUCE, JAMES C. Jr. (KIA)...............................337
BRUCE, W. B. Jr. (KIA) ......................................251
BRUMAGIN, DELOROS R. ..................................98
BRYANT, CHARLES W. (KIA)............................47
BRYL, EDWARD B. (KIA) .................................129
BRYSON, FRANK R. ..........................................159
BRZOZOWY, ADOLPH E. .............................44, 84
BUCKHOLTS, JOHN J. (KIA) ............................165
BUCKLEY, FRANCIS X. (KIA) .........................371
BUECHSENSTEIN, JOHN L. (KIA) ...................219
BUGYIE, STEVE F. .............................................136
BUHL, VERNON (KIA) ......................................372
BUHLER, THEO W. ............................................407
BULLINGER, WILLIAM M................................370
BUNALSKI, TED R. (DIED) ...............................304
BURCE, HAROLD L. (KIA)................................336
BURK, WILLIAM J. (KIA)..................................252
Page 436
BURKE, ROBERT A. (KIA)................................384
BURKHART, HOWARD M. ...............................420
BURKS, MILO B..................................................293
BURLINGAME, WILLIAM A.............................400
BURNS, HARRY B. (KIA) ....................................47
BURNS, ROBERT C. ...........................................303
BURROUGHS, SIDNEY M. (KIA) .....................152
BUTLER, FREDERICK C. ..................................192
BUTLER, JOHN M. .............................................249
BUTLER, MYRON H...........................................344
BUTLER, RICHARD D .......................................168
BUTLER, RICHARD J. (KIA) .......................73, 338
BYERS, CLIFFORD L. (KIA) .............................346
BYERS, EDGAR M. Jr.........................................236
BYERS, JOHN F. .........................................126, 172
BYRNE, AUSTIN P., 492nd BG (KIA) ...............348
CALDWELL, PAUL D. (KIA)...............................46
CALLAHAN, ARTHUR W..................................125
CALLAHAN, CORNELIUS J. (KIA) ..................337
CALLAWAY, JAMES P. .....................................201
CALVIN, WILLIAM A. (KIA) ..............................84
CAMPBELL, DONALD G. (KIA) .......................139
CAMPBELL, FRANKLIN A. ..............................195
CANFIELD, DALE K. (KIA).................................38
CANNON, THOMAS M. Jr. ................................242
CAPELLA, BERNARD J. ....................................245
CAPIZZI, THOMAS F. (KIA)......................150, 192
CAPO, JOSEPH A. ...............................................179
CAPPS, RALPH W...............................................381
CAPUTO, ANTHONY .........................................155
CARDENAS, ROBERT L. ...................................236
CARGILE, NOLAN B. (KIA) ................................41
CARGILL, LAWRENCE E. (KIA) ......................291
CARLBERG, BERTIL..........................................410
CARLSON, DONALD .........................................399
CARLSON, EDWIN L. ..................................77, 135
CARLTON, CLYDE W. (KIA) ............................101
CARNELL, WILLIAM F. ....................................299
CAROON, KENNETH C. ....................................126
CARPENTER, REGINALD L........................95, 129
CARPER, EARL L. ..............................................306
CARROLL, WILLIAM E. ....................................235
CARROLL, WILLIAM F. ....................................226
CARSON, JOHN B.................................................82
CARSON, JOSEPH ..............................................298
CARSON, KENNETH G......................................126
CARSTENS, JOHN H. .........................................195
CARTER, WILBUR D. ........................................318
CARVOUR, GEORGE W. ...................................236
CARY, JAMES G. ........................................158, 210
CASKEY, JAMES W. Jr. .....................................150
CASTELLOTTI, JULIO G. ....................................98
CASTELLOTTI, PAUL E. (KIA).........................240
CASTILLO, RICHARD M. ..............................48, 70
CASTRO, LADISLAO C. ....................................241
CATE, RICHARD E. (KIA) ...................................66
www.44thbombgroup.com
July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
CELENTANO, LOUIS S. (KIA).......................... 381
CHAGNON, PAUL L. ......................................... 280
CHALAN, ANDY (KIA) ..................................... 178
CHAMBERLAIN, DONALD H. ......................... 168
CHAMBERLAND, NORMAND H. .................... 405
CHAMBERS, HAROLD R. ................................. 301
CHANDLER, LAWRENCE W............................ 193
CHANDLER, MAX E. (KIA) .............................. 417
CHAPMAN, ROBERT D. (KIA) ......................... 108
CHARLESON, NORMAN (KIA)........................ 152
CHARLETTA, HENRY (KIA) .............................. 51
CHAROCHAK, JOSEPH..................................... 236
CHASE, DUDLEY S. (KIA)................................ 414
CHEEK, HILLBURN L. (DIED) ......................... 426
CHILDERS, JAMES C. (KIA)............................. 170
CHISMAN, ALBERT .......................................... 361
CHOMA, JOSEPH ....................................... 246, 259
CHOPP, VICTOR J. ............................................. 201
CHORZELSKI, MICHEL (KIA) ........................... 89
CHRISTENSEN, GEORGE E. (KIA) .................... 75
CHRISTIAN, CHARLES M. (KIA)..................... 332
CHRISTIAN, JAMES W. Jr. (KIA) ..................... 172
CHRISTOPHER, ANTHONY J........................... 249
CHURCHILL, DOUGLAS E. (KIA) ................... 262
CIANCIOLO, MICHAEL A. (KIA)..................... 108
CICON, MICHAEL J. ............................................ 94
CIEPLY, EUGENE B. Jr. (KIA) .......................... 194
CLAREY, HOWARD A. Jr. (KIA)...................... 280
CLARK, CLETUS C. ........................................... 286
CLARK, FORREST S. ......................... 154, 168, 277
CLARK, FREDERICK W. (KIA) .......................... 42
CLARK, PAUL J.................................................. 419
CLARK, RAYMOND C. (KIA)........................... 178
CLARK, THOMAS W. (KIA) ............................. 417
CLARK, WARREN J. .................................. 158, 211
CLARK, WILLIAM N. Jr. (KIA)................. 403, 414
CLAUSEN, GEORGE A...................................... 216
CLAUSEN, LEMOINE H. ........................... 216, 229
CLEARY, JOHN J................................................ 186
CLEMONS, ARCHIE D. (KIA)........................... 262
CLICK, GEORGE (KIA) ..................................... 128
CLIFFORD, THOMAS A. ................................... 110
CLOSSON, WILLIAM E. (KIA) ........................... 84
COBANE, WILLIAM E. (KIA) ........................... 247
CODDINGTON, JAMES W. ............................... 384
CODY, RICHARD E............................................ 412
COFFEE, JOHN E................................................ 143
COHEN, JACOB.................................................. 128
COHEN, ROBERT M. ......................................... 394
COHN, WALTER M............................................ 355
COINER, MAYO L.............................................. 168
COLE, EDWARD A. (KIA)................................. 278
COLE, MELVIN J.................................................. 84
COLE, WOODROW W. (KIA)............................ 195
COLELLA, FRANK J. ......................................... 382
COLEMAN, UNDERWOOD .............................. 327
July 2005 edition
COLL, WILLIAM F. (KIA) ............................. 36, 93
COLLIE, DAVID T................................................ 98
COLLIER, BEN V. (DIED) ................................. 429
COLLINS, ELWOOD E....................................... 112
COLLINS, J. R. .................................................... 354
COLLINS, ORELL............................................... 392
COLLINS, RICHARD K. (KIA).......................... 171
COLOSIMO, PATRICK N................................... 401
COMEY, RICHARD J. ........................................ 163
COMMISA, PATRICK J.............................. 228, 303
CONFER, CHARLIE H. (KIA)............................ 131
CONNELLY, JOHN J. ......................................... 345
CONNER, CHARLES R. ..................................... 301
CONNORS, EDMUND F............................. 158, 211
CONRAD, JAMES D. .......................................... 336
CONROY, H. A.................................................... 364
CONZONER, THOMAS C. ................................. 327
COOK, HAROLD C. (KIA) ................................... 50
COOKUS, KEITH................................................ 195
COONELLY, JOSEPH M .................................... 166
COONEY, WOODROW J. (KIA).......................... 85
COOPER, HAROLD E. (KIA)............................. 131
COOPER, PAUL .......................................... 303, 314
COOPER, WARREN H. (KIA).................... 383, 385
CORCORAN, JAMES A........................................ 87
CORDES, THOMAS H. (KIA) ............................ 417
CORLEW, PAUL M. ........................................... 303
CORNELY, WILLIAM F..................................... 405
CORRIGAN, JAMES L ....................................... 166
CORSILLI, GENE (KIA) ..................................... 219
CORVELIERA, SAMUEL M. ............................. 322
CORWINE, MAURICE D. .................................. 401
COSTELLO, GEORGE B. ................................... 298
COTTINGTON, ORNA E. (KIA) .......................... 50
COUNÉ, FRANCIS L. ......................................... 235
COUNTS, GEORGE E......................................... 238
COURTAWAY, ROBERT M. ............................. 151
COUVILLION, WILBERT L. (KIA)................... 366
COUVILLION. WILBERT L. (KIA)................... 377
COVONE, JOSEPH T. ......................................... 144
COWAN, HENRY Jr. (KIA)........................ 383, 385
COX, GEORGE G................................................ 282
COX, JOHN F. ..................................................... 141
CRABTREE, MANSFIELD (KIA) ........................ 31
CRACOLICI, JOSEPH Jr............................. 246, 259
CRAMER, THOMAS R. (KIA) ....................... 48, 85
CRANDELL, LEONARD J. (KIA).............. 410, 417
CRANE, JAMES J................................................ 247
CRANE, PAUL M. (KIA) ...................................... 42
CRANE, WALTER W. (KIA).............................. 414
CRANTZ, CHESTER F. .............................. 158, 211
CRAWFORD, GEORGE A. (KIA)........................ 32
CRAWFORD, MICHAEL S. (KIA)..................... 156
CRAWFORD, PETER G...................................... 355
CREEDON, BERNARD D................................... 228
CREGGER, CHARLES W................................... 174
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�44th Bomb Group Roll of Honor and Casualties
CRESENTI, DIEGO F. .........................................380
CRIGGER, WILLIAM C. (KIA) ......................41, 50
CRISAN, NORIUS .................................................70
CRITES, F. L. .......................................................395
CROCKER, JOHN L. Jr. (KIA)............................213
CROLL, WILLIAM B. (KIA).......................410, 417
CROOK, THOMAS W. Jr. (KIA) ..........................42
CROSS, FINIS G. .................................................361
CROSS, FRANK E. ................................................33
CROSS, SGT. (DIED) ..........................................209
CROUSE, MARVIN L. ........................................333
CROWDER, J. A. .........................................203, 209
CROWL, WAYNE D. (KIA)........................164, 182
CRUMP, JOHN W. (KIA) ......................................49
CULBERTSON, EARL W. ..................................237
CULLEN, ARTHUR V...........................................46
CULLER, DANIEL L. ..........................................235
CULLINANE, JOHN C. .......................................355
CUMBIA, JOSEPH L. ..........................................238
CUNNINGHAM, CHARLES E. ....................36, 147
CURELLI, ROCCO A. (KIA)...............................106
CURRY, FRANCIS X. (KIA)...............................109
CURTIS, HERMAN M. (KIA) .....................164, 182
CUTSHALL, EARNEST J ...................................125
CZARNECKI, VICTOR .......................................422
DAHLIN, JOHN K. ..............................................372
DAMICO, ANTHONY (KIA) ..............................135
DAMICO, RAYMOND J. ....................................274
DAMRON, ALFRED C..........................................82
DANIELS, CARL E. (KIA)..................................355
DANTZLER, ROBERT T. (KIA).........................417
DAVENPORT, LYLE S. ......................................120
DAVES, JAMES F........................................204, 209
DAVIDO, FRANK .......................................195, 246
DAVIDOWITZ, EDWARD (KIA).......................295
DAVIDSON, ANDREW C. Jr..............................296
DAVIES, GOMER B. Jr. ......................................397
DAVIES, HUGH J. ...............................................353
DAVIS, ADDISON C...................................364, 394
DAVIS, BYRON C. (KIA) ...................................377
DAVIS, DONALD A. (KIA) ................................145
DAVIS, JACK.......................................................327
DAVIS, JAY LARRY...........................................282
DAVIS, MILTON H. (KIA) .................................251
DAVIS, RAYMOND E. (DIED) ..........................426
DAVIS, RICHARD H. (KIA) .......................366, 377
DAVIS, WAYNE R. .............................................359
DAY, RUSSEL A. ........................................246, 259
DAYBALL, JULIAN H. (KIA) ....................366, 377
DAYBERRY, JOHN J. .........................................131
DE LUCA, SALVATORE J. ................................237
DEAL, JOSEPH C. ...............................................218
DEAL, MANFORD S. (KIA) .................................43
DEAVENPORT, THOMAS G. (KIA)....................39
DEBERRY, SAM H..........................................33, 77
DEBLASIO, LOUIS J...........................................417
Page 438
DECKER, DONALD R. (KIA).......................98, 213
DECREVEL, CHARLES P.....................................91
DEIFER, LOUIS W. .............................................345
DEL GRANDE, LEON L. ....................................278
DELACY, GEORGE W..........................................36
DELONG, FRANKLIN ........................................400
DENISUK, ALEXANDER...................................326
DENNISON, JAMES T. .......................................385
DENNY, MICHAEL J. ...........................................68
DENT, FREDERICK R. .......................................143
DENTON, FRANKFORD G. ...............................326
DERR, MERRITT E. ............................................322
DERRICK, JAMES V...........................................408
DESCAMPS, JULES ............................................403
DESOTELLE, GEORGE A. .................................155
DEVARS, DEANE J...............................................57
DEVICH, JOHN E. ...............................................359
DEVINNEY, JAMES F. .......................................110
DEWALD, GEORGE M. (KIA) ...........................202
DEWATERS, EUGENE J. ...................................315
DEWITT, DELBERT J. ........................................370
DIAZ, ANIBAL C. (KIA).....................................419
DICK, CHARLES S. (KIA)....................................32
DICKINSON, JOHN L. (KIA) .............................186
DIEHL, JOHN H. Jr..............................................101
DILLAHUNTY, JACK C. (KIA) .........................152
DISALVIO, ROBERT L.......................................123
DITTMER, ARTHUR H. (KIA) ...........................359
DOBBINS, MAURICE H. (KIA) ...........................61
DOBSON, EDWARD M. (KIA) ..........................152
DOBSON, GROVER L. .......................................359
DOHERTY, ROBERT L. (KIA)...........................371
DOLAN, CHARLES Jr. (KIA) .............................377
DOLGIN, WILLIAM J. ........................................160
DOMOGALA, JOHN W. .....................................359
DONES, ISABELINO ..........................................109
DONNELLY, EDMUND H..................................240
DORIA, FRANK N. (KIA).....................................58
DORRISEY, WILLIAM .......................................370
DOSMANN, JOSEPH B.......................................387
DOUTHIT, WILLIAM E. (KIA) ............................47
DOVEY, ARNOLD J............................................290
DOWD, JOHN F...................................................342
DOWNEY, JOHN J. III (KIA) .............................381
DOYLE, MARTIN E. ...........................................398
DRAKE, DUDLEY D...........................................409
DRESSLER, TED W. ...........................................355
DROPEK, KENNETH S.......................................228
DRUMEL, WILLIAM E.......................................201
DRYSDALE, THOMAS T. ..................................163
DU BARD, JAMES D. Jr. (KIA)............................32
DUBAIL, ARTHUR W. .......................................245
DUBOSE, FRED A...............................................328
DUBOWSKY, ROBERT ......................................397
DUCKI, STANLEY H. (DIED)............................406
DUCOTE, CLARENCE J. ........................38, 59, 102
www.44thbombgroup.com
July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
DUDRICH, JOHN (KIA) ..................................... 140
DUDZIK, LEON R............................................... 313
DUERKSEN, OLIVER E. .................................... 404
DUFFY, WILLIAM M. Jr. ................................... 201
DUKATE, ELBERT L. Jr ...................................... 96
DUKE, BENJAMIN F. (KIA) ................................ 42
DUNAJECZ, HUGO Jr. (KIA) ............................ 116
DUNCAN, JOSEPH B. (KIA)................................ 75
DUNDA, ANDREW ............................................ 330
DUNKERLY, GAYLE J. ..................................... 264
DUNLOP, WALTER E. ............................... 211, 301
DUNN, EDWARD K. (KIA)................................ 332
DUNN, ROBERT F. (KIA) .................................. 125
DUNWOODY, JAMES M. .................................. 392
DUPONT, ROBERT P. ........................................ 365
DURAND, FREDERICK W. (KIA)....................... 95
DYE, NORMAN L. .............................................. 242
DYER, EUGENE N.............................................. 237
DZWONKOWSKI, HENRY J. .................... 132, 160
EBERHARDT, BERNARD J. Jr. (KIA) .............. 346
EBLER, JOSEPH A.............................................. 211
ECCLESTON, CHARLES R. .............................. 272
EDE, HUBERT J. (KIA) ...................................... 205
EDGERTON, EUGENE C. (KIA) ....................... 205
EDKINS, DONALD............................................. 422
EDMONDS, DAVID (KIA) ................................. 232
EDMONSON, ROGER W. (KIA)........................ 279
EDWARDS, ROBERT L. ............................ 102, 126
EINARSEN, EMIL, 314th TCG (DIED).............. 427
ELA, DEFOREST L. (KIA) ................................. 107
ELIAS, JACOB .................................................... 315
ELKIN, ALTON M. (KIA) .......................... 147, 213
ELLIOTT, EUGENE L. (KIA)............................. 417
ELLIOTT, RICHARD R. ..................................... 341
ELLIS, JOHN B. Jr., 314th TCG (DIED) ............ 427
ELLIS, JOHN T. (KIA) ........................................ 108
EMCH, HAROLD D. ........................................... 272
EMERSON, JOHN F............................................ 281
EMERY, ALBERT W. (KIA) ................................ 46
ENCIMER, GEORGE J........................................ 376
ENNIS, DON........................................................ 228
ENNIS, DONALD H............................................ 400
ERAMO, LEONARD A. ...................................... 345
ERHARD, KENNETH L........................................ 57
ERICKSON, CHARLES R. (KIA)....................... 128
ERNST, RALPH C. .......................................... 38, 70
ERWIN, ROY B. Jr. (KIA) .................................... 39
ETHERIDGE, HAROLD E.................................. 219
EURE, WILLIAM H. ................................... 246, 259
EVANS, DAVIS J. Jr. .......................................... 306
EVANS, EARL A................................................. 218
EVANS, LUCIUS R. ............................................ 141
EVERHART, JAMES H. (KIA)............................. 31
FABINY, ANDREW T. ....................................... 114
FAHEY, DONALD F........................................... 333
FAIRALL, ALFRED V. ....................................... 238
July 2005 edition
FALLER, HENRY D............................................ 315
FALLON, EDWARD J. ....................................... 155
FALLS, CHARLES E. (KIA)................................. 60
FANARA, THOMAS J. ....................................... 294
FANN, IRWIN (KIA)........................................... 153
FANNING, PHILLIP J. Jr. ................................... 299
FARLEY, HENRY R. .......................................... 109
FARRELL, JOHN A. (KIA)................................. 319
FAULKNER, JAMES L. (KIA) ........................... 385
FAUST, DAVID F. (KIA).................................... 152
FAVORS, ALVA F. ............................................. 347
FAY, RAYMOND C. ........................................... 384
FEENEY, JOHN E. .............................................. 258
FEENEY, LARRY L. (KIA) ........................ 410, 417
FEICHTER, HERSCHEL H (KIA) ...................... 152
FEINSTEIN, JACK H. ......................................... 274
FELLER, ROBERT J. .......................................... 326
FELSECKER, ROBERT E..................................... 82
FENNER, ROSS W. ............................................. 315
FERGUSON, REGINALD L. .............................. 293
FERKAUFF, OSCAR........................................... 136
FERRARA, HAROLD M..................................... 313
FERRARA, MICHAEL J. .................................... 405
FICK, KENNETH M............................................ 299
FIDARES, NICHOLAS J. (KIA) ......................... 393
FIELDS, EDWIN D. (KIA).......................... 364, 394
FIELDS, LEE H.................................................... 247
FILLBACH, VIRGIL W. ..................................... 263
FINDER, SHELDON (KIA) ................................ 115
FINESMITH, MAX.............................................. 269
FINK, IVAN W. (KIA) ................................ 366, 377
FISH, GEORGE E. (KIA) .................................... 218
FISHBONE, HENRY ........................................... 382
FISHER, ALBERT R. Jr....................................... 249
FISHER, BERNARD............................................ 362
FISHER, DONALD.............................................. 392
FISKUM, LOWELL A. (KIA) ............................. 381
FITZSIMMONS, WILLIAM D............................ 301
FLAHERTY, F. I.................................................. 407
FLAHERTY, THOMAS A................................... 120
FLAUGH, HAROLD E. (KIA) ............................ 218
FLEISCHMAN, ABEL ........................................ 172
FLEMING, LEMUEL D....................................... 120
FLESHER, ISAAC A. .................................... 76, 102
FLESHMAN, LEWIS J. (KIA) .............................. 57
FLISTER, HENRY O. .................................... 98, 236
FLORA, ORVILLE E. Jr...................................... 343
FLOWERS, HARL N. .......................................... 420
FLUGMAN, HERMAN G. .................................. 322
FLYNN, ROBERT K. (KIA).................................. 49
FOARD, JACK D................................................. 160
FOGELSTROM, EUGENE B. ..................... 353, 359
FOLEY, MATHEW J. .......................................... 226
FOLSOM, GLENN R. (DIED)............................. 225
FONG, THOMAS................................................. 196
FOREHAND, CHARLES C................................... 68
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Page 439
�44th Bomb Group Roll of Honor and Casualties
FOREST, RICHARD P. (KIA) .............................178
FORREST, GEORGE W. (KIA)...........................280
FORREST, ROBERT E. (KIA) ..............................56
FORSETH, VERNON E. ......................................348
FOSTER, EVERETTE E. .............................287, 339
FOSTER, VIRGIL L. ............................................403
FOUST, ROBERT M............................................322
FOUTS, VIRGIL R. (KIA) .....................................61
FOWLS, RALPH A. (KIA) ..................................375
FOY, FRANK L....................................................299
FRADY, ROBERT G............................................397
FRANCIS, ROBERT J., 162nd RC (DIED) .........427
FRANGOS, THEODORE W. (KIA) ....................393
FRANKLIN, CHARLES B. (KIA) .........................47
FRANKLIN, ROBERT C. ....................................267
FRANKS, WALTER O. .......................................400
FRANSON, QUINTEN A. (KIA).........................297
FRANTZEN, FRANK C.......................................314
FRAWLEY, HERBERT W. (KIA).........................31
FRAZEE, WINTHROP T. (KIA) .....................41, 50
FRAZIER, JOHN S...............................................389
FRAZIER, LEO O. ...........................................41, 58
FREDRICKS, ADRIAN E. (KIA) ........................140
FREEBURGH, CHARLES H. ..............................222
FREEMAN, JACK B. ...........................................268
FRETWELL, LLOYD G. .....................................120
FRIES, LOUIS A. ...................................................38
FRIES, PATRICK J. .............................................165
FRYE, RICHARD E. (KIA) ...................................48
FULLER, CLINT J. Jr. .........................................381
FUNKHOUSER, EUGENE H. (KIA) ..................140
FUSS, CLARENCE ..............................................412
FUXA, ERNEST C. (KIA) ...................................378
GAFFNEY, WILLIAM J. (KIA) ..........................258
GALLAGHER, JOSEPH W. (KIA)......................152
GANDY, GUY E. (KIA) ........................................60
GARISTINA, UMBERT.......................................380
GARMON, ROBERT P. .........................................54
GARRARD, JAMES M. (KIA) ..............................84
GARRETT, FRANK D. ..........................................98
GARRETT, HOWARD N. ...........................364, 394
GARRETT, JAMES J. (KIA) ...............................393
GARRETT, KENNETH O. (KIA)........................123
GARRETT, WAYNE D. (KIA)............................347
GARRETT, WILMER J..........................................84
GARVEY, JAMES T. ...................................330, 338
GARZA, NICK E..................................................168
GARZA, RAUL (KIA) .................................374, 381
GASPERETTI, RAYMOND (KIA) .....................359
GASPERONI, RICHARD O.................................208
GASSER, HERMAN C.................................216, 230
GATENS, FREDERICK B. (KIA) .......................213
GATES, JACK A. (KIA) ......................................158
GATES, W. J. .........................................................48
GAUDIN, PERCY J..............................................348
GAUTREAUX, LIONEL E. .................................313
Page 440
GAVIN, FRANK W..............................................156
GAVIN, JOHN J. ....................................................39
GAZIUKEVICZUS, ALBERT (KIA) ..................155
GEGENHEIMER, JAMES E................................397
GEMPEL, CHARLES L. (KIA) ...........................381
GENGLER, JAMES N..........................................355
GENTRY, ROWLAND M. (KIA)..........................89
GENTRY, WILLIAM H. (KIA) ...........................156
GERASIMCZYK, STANLEY J. ..........................361
GERBE, FRANK ..................................................362
GERIOK, MICHAEL (KIA)...................................42
GERMANN, OLIVER R. .....................................120
GERMOLUS, IRWIN E. (KIA)....................410, 417
GIBBONEY, JOHN W. ........................................154
GIBBY, GOLA G. (KIA)......................................110
GIBSON, CHESTER C...........................................82
GIFFIN, JOHN S. (KIA).......................................205
GILBERT, JOSEPH D. (KIA) ..............................152
GILBERT, LLOYD W..........................................314
GILBERT, ROBERT N. (KIA).....................210, 258
GILLE, GERALD G. ............................................254
GILLES, ELDON J. (DIED).................................426
GILLESPIE, JAMES ............................................274
GILLEY, JAMES A..............................................326
GILLIGAN, EUGENE G. (DIED)........................225
GIPPERT, WINFIELD S. .....................................350
GIRARD, LOUIS V. (KIA) ............................72, 100
GIVENS, ARTHUR M. ........................................354
GLANZ, CLARENCE I........................................400
GLASS, ALBERT W..............................................42
GLASSCOCK, KENNETH J. (KIA)....................153
GLAUBITZ, DALE A. ...........................................68
GLEASON, ROBERT J. (KIA) ............................223
GLEICHENHAUS, SEYMOUR (KIA)................346
GLEMBOSKI, STANLEY W. (KIA).....................75
GLICKMAN, NATHANIEL ................................306
GNIADEK, JOSEPH S. ........................................333
GODDARD, CECIL D. (KIA)................................48
GOERNDT, WILLIAM W. ..................................326
GOFF, MAURICE L.....................................154, 208
GOHL, HARRY G................................................419
GOLDBERG, SIDNEY I. .....................................270
GOLDMAN, ARTHUR (KIA) .....................216, 229
GOLDMAN, CARL S. (KIA).................................51
GOLDMAN, MARTIN R. ....................................265
GOLUBOCK, RALPH .................................211, 301
GOO, WILLIAM L. Y. (KIA) ..............................348
GOODE, ARMEL M. (KIA).................................153
GOODEN, RAY C. (KIA) ....................................180
GOODFELLOW, GEORGE E. (KIA)..................152
GOODMAN, EARL E. (KIA) ................................89
GOODNOW, EDWARD W. (KIA)................90, 180
GOODSON, WALTER N.....................................136
GOODWIN, HENRY C. Jr. (KIA) .......................178
GOOLSBY, RAY K. (KIA)..................................251
GORDON, CHARLES S. .....................................228
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July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
GORDON, RHODES C. (KIA)............................ 165
GOSLINE, ROY E. (KIA)...................................... 56
GOTKE, WAYNE G. ............................................. 52
GOTTS, HOWARD F. (KIA) ................................ 94
GOZA, JAMES M. ............................................... 157
GRABOWSKI, BARNEY J. (KIA) ....................... 68
GRADWOHL, JACOB (KIA)................................ 94
GRAFF, ANDREW C. (KIA) .............................. 276
GRAHAM, SIDNEY W. (KIA) ............................. 68
GRANEY, DONALD H. ...................................... 399
GRANT, REGINALD D. (KIA)............................. 43
GRAU, BILLY E.................................................. 409
GRAY, ARNOLD L. ............................................ 166
GREATTINGER, GORDON J. (KIA) ................... 87
GREEN, DONALD (KIA) ................................... 140
GREEN, GEORGE L. .............................. 33, 77, 102
GREEN, MILAS L. .............................................. 200
GREEN, WILLIAM F. (KIA) .............................. 346
GREEN, WILLIAM T.......................................... 382
GREENBERG, ALBERT ..................................... 163
GREENE, FLOYD H. Jr. ..................................... 285
GREENLEE, WILLIAM J. .................................. 301
GREGORY, CHARLES C. .................................... 63
GREGORY, COLLIN .......................................... 318
GRELL, GERALD C............................................ 168
GRENO, PAUL J. (KIA)...................................... 348
GRETT, GERALD L. (KIA) ................................ 110
GREYHOSKY, ALBERT .................................... 131
GRIFFIN, CURTIS S. (KIA).................................. 86
GRIFFIN, DENNIS P................................... 203, 209
GRIFFIN, JOHN W.............................................. 165
GRIFFIN, LESTER A. ......................................... 381
GRIFFITH, ROCKFORD C. ........................ 154, 277
GRIFFITH, WARREN W. (KIA) ........................ 393
GRIMES, ARTHUR V. ................................ 203, 209
GRIMES, EDWIN R. ........................................... 380
GRIMES, GEORGE G. (KIA) ............................. 162
GRINDE, JOHN H. (KIA) ................................... 106
GRITSONIS, NICKOLAS C. (KIA)...................... 60
GROGG, EMIL L. (KIA) ..................................... 353
GRONO, LAWRENCE W. .......................... 154, 200
GROSS, GALE H. (KIA) ..................................... 347
GROSS, MORTON P. (KIA) ................................. 56
GROSSMAN, KARL D. Jr................................... 404
GROTHAUS, JOSEPH V. ................................... 395
GRUEBER, ARNOLD A. H. ............................... 359
GRUSHKEVICH, ARON (KIA).......................... 153
GUEBARD, VIRGIL R........................................ 358
GUILFORD, GEORGE W. ...................... 43, 72, 135
GUNNELL, JOHN E............................................ 166
GUNTER, NOAH (KIA)...................................... 378
GURMAN, IRVING S. ........................................ 298
GURRY, THOMAS P. ......................................... 228
GURT, WILLIAM A............................................ 272
GUTIERREZ, TRINADAD ................................. 271
GUTKNECHT, ROBERT E................................. 271
July 2005 edition
GUZIK, EDWARD P. .......................................... 227
HAAF, HOWARD S. (KIA) ................................ 121
HAAS, VERNON DALE ..................................... 120
HABEDANK, RICHARD H. ............................... 365
HACKER, WILLIAM E. (KIA) ........................... 145
HADDOCH, SAMMY ................................. 216, 230
HAFT, RICHARD A. ........................................... 395
HAGAN, JACK L. ............................................... 403
HAGE, MITRY K. ............................................... 374
HAGER, CARL S................................................. 108
HAGGARD, ROBERT G..................................... 374
HAGMANN, PAUL A. (KIA) ............................. 162
HALL, CLIFTON C. (KIA) ................................... 85
HALL, EARL W. ................................................. 200
HALL, FRANKLIN P. (KIA) .............................. 180
HALL, GEORGE W............................................. 222
HALL, JOHN R.................................................... 395
HALL, KENNETH E. (KIA)................................ 205
HALL, KENNETH H. (KIA) ............................... 180
HALL, KENNETH R. .......................................... 220
HALL, MAURICE G. .......................................... 271
HALL, QUENTINE J. .......................................... 163
HALLISEY, JOHN H., 93rd BG (DIED)............. 427
HAMEL, EDGAR O. ........................................... 120
HAMLYN, RAYMOND E................................... 210
HAMMER, LLOYD W. ....................................... 245
HAMMOND, CHARLES P. (KIA).................. 41, 60
HAMMONTREE, JAMES A. (KIA) ................... 223
HANCOCK, EARL W. (DIED) ........................... 429
HANCOCK, JAMES H. ....................................... 235
HANDWRIGHT, CHARLES B. .......................... 326
HANNAN, WILLIAM J. (KIA) ............................. 52
HANSEN, JAMES E. (KIA) ................................ 156
HANSEN, JOSEPH L. ......................................... 355
HANSEN, LEROY M. ......................................... 146
HANSON, CHESTER B. ..................................... 136
HANSON, JOHN D.............................................. 146
HANTOBER, MANUEL (DIED) ........................ 204
HARDWICK, MACK Jr. ..................................... 144
HARDWICK, ROBERT E. (KIA) ....................... 156
HARKOVICH, MICHAEL .................................. 389
HARLEMAN, RICHARD E. (KIA)..................... 247
HARMEYER, CHARLES H. ............................... 256
HARMON, HAROLD P....................................... 277
HARMON, HOWARD K. (KIA) ......................... 352
HARPER, JAMES A. (KIA) ................................ 157
HARRINGTON, DAVID G ................................... 87
HARRIS, DAVID MILTON ................................ 315
HARRIS, STEPHEN C......................................... 370
HART, WILLIAM H............................................ 151
HARTMAN, URIAH G........................................ 243
HARVEY, JAMES D., 314th TCG (DIED) ......... 427
HASTINGS, ALEXANDER W., 314th TCG (DIED)
......................................................................... 427
HAUSE, MAURICE E. .......................................... 90
HAVENS, FORREST C. ...................................... 278
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�44th Bomb Group Roll of Honor and Casualties
HAWKES, HAZEN E. (DIED) ............................225
HAWKINS, SIDNEY E. Jr...................................220
HAWLEY, EUGENE H........................................301
HAYNAM, RICHARD D. (KIA) .........................378
HAYNES, WILEY W. Jr. (KIA) ..........................223
HAYWOOD, HOLDEN R......................................66
HAZELTON, WALTER L. ..............................36, 59
HEALY, DANIEL J..............................................343
HEARNE, ALLIE T. Jr.........................................136
HEDGELON, ROBERT P. ...................................236
HEITER, NICHOLAS M..............................164, 182
HELLEIN, GAULT M. Jr. ....................................403
HELLER, CLAYTON E. (KIA) ...........................112
HELPHREY, AARON L. (KIA)...........................152
HENDERSON, CHARLIE P. Jr. (KIA) ...............131
HENDERSON, DAN S.........................................146
HENDERSON, GORDON W. (KIA) ...................315
HENDERSON, JOHN L. ......................................393
HEPLER, LEWIS J. (KIA) .....................................31
HERMAN, BERNARD L. (KIA) .................362, 375
HERSH, GEORGE P. (KIA) ................................112
HERSHEY, RICHARD ........................................201
HERZING, ERNEST A. .......................................263
HESKETT, DONALD J........................................174
HESS, HAROLD F. ..............................................248
HESS, JOHN M. ...................................................109
HESS, WILLIAM H. (KIA)..................................156
HESSELINK, GARRITT......................................413
HESTER, MILTON Jr. (KIA)...............................156
HEWLETT, JAMES A. ........................................340
HEYBURN, WILLIAM........................................422
HIBBS, LEO R. (KIA)..........................................372
HICKERSON, GLENN C.....................................115
HICKMAN, ROBERT J. ......................................265
HICKS, JEANE M. ...............................................268
HIGGINS, HARTWELL J. (KIA) ........................279
HIGLEY,GLENN O. ............................................236
HILL, ALBERT E...................................................33
HILL, DONALD R. ..............................................355
HILL, HERBERT S. Jr. (KIA)..............................276
HILL, WILLIAM E. ...............................................68
HILLEY, JAMES A. (KIA) ....................................46
HILLIARD, RAY L. .........................................38, 82
HINE, THOMAS L. (KIA) ...................................328
HINELY, JESSE L................................................100
HINKLE, GLENN E. (KIA) .................................280
HINMAN, HOWARD L.......................................398
HIRSCH, MOREN................................................264
HITES, HAROLD B. (KIA) .................................180
HOBBS, DOUGLAS U. .......................................348
HOBBS, HERBERT J. Jr. (KIA) ............................68
HOBBS, JOHN C. (KIA)..............................383, 385
HOBSON, THOMAS B. Jr. ..................................125
HOCK, FRANK....................................................258
HOCKMAN, ROBERT O.....................................296
HODGE, DEXTER L......................................59, 102
Page 442
HOELTKE, DONALD R......................................186
HOERL, NORBERT A. ........................................277
HOFFMAN, JOHN B. ..........................................214
HOFFMAN, LEO J. (KIA) ...................................340
HOFFMAN, WALTER G. Jr. (DIED)..................177
HOFKIN, JOSEPH ...............................................330
HOGAN, HARRY C. (KIA) .............................48, 83
HOLABAUGH, JOHN W. (KIA).........................375
HOLCOMB, JAMES C.........................................362
HOLCOMBE, CLEMENT R.C. ...........................374
HOLENBECK, JOHN A. .............................159, 195
HOLLADAY, FRED R.........................................249
HOLLADAY, HOWARD K.................................195
HOLLAND, EARL M. (KIA)...............................153
HOLMES, TOM W. Jr....................................76, 103
HOLMES, WALTER T. .........................................33
HOLT, NATHAN J...............................................296
HOLTZMAN, JACK ............................................147
HOM, JIM Y. ................................................293, 335
HOOD, CLARENCE C.........................................103
HOOK, ROBERT D. (DIED) .................................51
HOOPER, E. E......................................................392
HOOPER, ROBERT L. Jr.......................................82
HOPKINS, HENRY A..........................................340
HOPPIE, EARL L.................................................306
HOREY, JOHN J. .................................................151
HORTON, STARR W. .........................................408
HOUCHINS, GEORGE B. Jr. (KIA)....................279
HOUGHTBY, RAYMOND C. .............................241
HOULE, JOSEPH L. (KIA)..................................152
HOUSTON, ROWLAND B. (KIA)......................100
HOVEY, GLENN C. (DIED) ...............................177
HOWE, NORMAN E............................................315
HOWELL, MALCOLM C. (KIA) ..........................70
HOWINGTON, HARTWELL R. (KIA).......164, 182
HOWLEY, ROBERT M. (KIA) ...........................233
HOWSER, EARL P. (KIA) ..................................401
HREBAR, ADOLPH J..........................................404
HRUBY, RICHARD J. .........................................286
HUBBARD, GAYLORD F. (KIA).........................68
HUDDLE, JOHN R. ...............................................98
HUENERBERG, VINCENT E. ..............................95
HUEY, WILLIAM E. ...........................................400
HUFF, CORWIN C.................................................72
HUGHES, CHARLES E. ........................................90
HUGHES, JOHN J................................................235
HUGHES, JOHN R. (KIA)...................................107
HUGHES, W. D......................................................48
HULEWICZ, STANLEY J. Jr. .............................351
HUMMER, WILLIAM M. (KIA).........................417
HUMPHRIES, PAUL C. Jr...................................345
HUNN, SPENCER S. .............................................90
HUNT, ROBERT E. .............................................132
HUNTER, JAMES ................................................244
HUNTLEY, RUSSELL D.......................................98
HURST, CLIFFORD C. Jr. (KIA) ........................151
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July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
HUSSELTON, JOHN W. ....................................... 70
HUTCHINSON, AMOS (KIA) .............................. 51
HYBARGER, TOM P. (KIA)............................... 332
HYDE, THOMAS I. ............................................. 125
IDEN, DONALD B. ............................................. 371
IDLET, PHILLIP D. (KIA) .................................. 140
IHNACIK, JOHN J............................................... 403
IORGOV, GEORGE W. (KIA) ............................ 145
IRBY, SHELBY L................................................ 141
IRWIN, JOHN F. (KIA) ....................................... 129
IRWIN, WINSTON C. ......................................... 243
ISAACS, LEON PRESTON................................. 270
JACKSON, MYRON G........................................ 218
JACKSON, RALPH B.......................................... 277
JACOB, WALTER A. .......................................... 404
JACOBS, JOHN R. Jr........................................... 343
JACOBS, MYRON G. (KIA) ............................... 352
JAMES, KENNETH D. (DIED)........................... 430
JANSEN, GEORGE R............................................ 72
JAQUIS, JOHN R................................................. 342
JARRETT, DANIEL D. (KIA)............................. 153
JEDLOWSKI, HAROLD F. ................................. 370
JEFFS, ROBERT H. (KIA) .................................. 219
JEFSON, HAROLD E. (KIA) ................................ 51
JENNINGS, JOHN T............................................ 340
JENSEN, ERNEST L. .......................................... 397
JESSEN, MAX M. (KIA) ..................................... 337
JESTER, DONALD E. (KIA)................................. 56
JETT, JOSEPH W. ............................................... 115
JEWELL, KENNETH G. ..................................... 226
JIPSON, ROBERT F. ........................................... 298
JOHN, GLENN G. (KIA)..................................... 212
JOHNSON, ALVIN D.......................................... 254
JOHNSON, CALVIN F........................................ 398
JOHNSON, CARL E. ............................................. 84
JOHNSON, DEAN F............................................ 267
JOHNSON, DONALD ......................................... 380
JOHNSON, EARL T. (KIA) ................................ 153
JOHNSON, FARMER A. Jr. (KIA) ..................... 152
JOHNSON, GUY W. (KIA)................................. 265
JOHNSON, MELVIN J. (KIA) ............................ 247
JOHNSON, NORMAN B..................................... 274
JOHNSTON, DAVID W. Jr. (DIED) ..................... 51
JOHNSTON, FREDERICK V. (KIA).................. 140
JOHNSTON, WILLIAM P. (KIA) ....................... 214
JOLOVITZ, ALFRED W. .................................... 387
JONES, CHARLES K. ......................................... 422
JONES, CLARENCE R........................................ 342
JONES, FRED H. ................................................... 96
JONES, JOHN W. ................................................ 373
JONES, LINWOOD F. (KIA) ................................ 53
JONES, NORMAN H. (KIA) ................................. 60
JONES, PARKE H. Jr. (KIA)............................... 165
JONES, PAUL A. ................................................. 262
JONES, PHILIP G. (KIA) .................................... 332
JONES, ROBERT G............................................. 256
July 2005 edition
JONES, SHIRLEY A. (KIA)................................ 353
JONES, STEPHEN E. .......................................... 301
JONES, WILLIAM C. .......................................... 193
JOPE, F. L............................................................. 147
JORDAN, JOHN R............................................... 156
JORGENSEN, ROY G. (KIA) ............................. 213
KAHL, JAMES W.......................................... 36, 141
KAITALA, HENRY B. (KIA) ............................... 32
KALLAL, LAWRENCE B. (KIA)....................... 125
KASLASKAS,EDWARD A. ............................... 194
KASTEN, RICHARD J. (KIA) .................... 164, 182
KATZ, ERVIN (KIA)........................................... 297
KAULBACH, ANDREW J. Jr. ............................ 298
KAY, ROBERT P................................................. 409
KEARNEY, JACK L............................................ 339
KEILMAN, PAUL H. (KIA).................................. 41
KELLEHER, MICHAEL J. .................................. 353
KELLER, RICHARD I......................................... 313
KELLEY, GEORGE J. Jr. .................................... 156
KELLY, ABSOLAM H........................................ 293
KELSEY, GEORGE L. ............................ 40, 87, 156
KEMPOWICZ, JOHN J. Jr. (KIA)....................... 343
KENDLE, JACK F. .............................................. 361
KENNEDY, ROBERT W..................................... 354
KENNELLY, HERMAN J. .................................. 326
KENNER, JAMES D. Jr. (KIA) ........................... 346
KENNON, DANIEL (KIA).................................. 162
KENNON, WYATT S. (KIA) ................................ 67
KENYON, FREDERICK A. ................................ 195
KERR, JESS F. ..................................................... 318
KESSLER, JOSEPH D. ........................................ 133
KESSLER, JOSEPH P.......................................... 160
KETCHUM, JACK B. (DIED)............................. 425
KEY, ALGENE E................................................... 36
KHOURY, RAYMOND....................................... 321
KILGORE, JOHN R. ............................................ 306
KILL, JOSEPH F.................................................... 91
KILLIAN, JACK L............................................... 301
KINCAID, JACK A.............................................. 344
KING, GERALD K. ............................................. 292
KING, JAMES L. (KIA) ...................................... 222
KING, ROBERT P. .............................................. 399
KIPPLE, JAMES E......................................... 98, 163
KIRCHNER, DONALD E.................................... 245
KIRK, VERNON E. Jr.......................................... 383
KIRKEY, VERNON O. (KIA) ............................. 401
KIRKLAND, ROBERT E. ................................... 374
KIRSCHLING, ROBERT J.................................. 405
KIRSCHNER, WALLACE E............................... 276
KISER, WILLARD (KIA).................................... 393
KISSINGER, LOUIS L. ......................................... 67
KLEIN, ALFRED M. ........................................... 182
KLEIN, WARREN E............................................ 205
KLEKAR, HOWARD R. ......................... 33, 76, 102
KLINGLER, ROY L. (KIA)................................... 66
KLOSE, KENNETH A. (KIA) ............................... 61
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Page 443
�44th Bomb Group Roll of Honor and Casualties
KLUG, LESTER G. ................................................60
KNIGHT, EARL B. ..............................................151
KNOLL, ROBERT S. ...........................................160
KNOTTS, LOYES H. ...........................................254
KNOX, RALPH B. ...............................................116
KOEHLER, HAROLD F. (KIA)...........................285
KOMASINSKI, BERNARD J. .............................350
KONSTAND, GUS (KIA) ............................364, 393
KOOKEN, WARREN K.......................................168
KOONTZ, HAROLD L. .......................................226
KOPKO, EDWARD E. .........................................150
KOSCH, EMIL M. (KIA) .....................................116
KOSTOCKA, PHILIP...........................................385
KOVACH, RAYMOND J. ...................................348
KOWALSKI, ANDREW A. .................139, 195, 254
KOZLOSKY, ZIGGIE L. .....................................299
KRAMER, EDWARD ..........................................355
KRAUSS, CHARLES E. (KIA)............................158
KRAYNIK, DANIEL J. (KIA) .....................383, 386
KREBS, ANDREW J....................................246, 259
KREISSIG, OSCAR (KIA).....................................58
KRETZER, HAROLD (KIA) .................................94
KRUSE, PAUL J...................................................274
KRUTSCH, HENRY (DIED) .................................44
KRZYZEWSKI, IGNATIUS P.............................330
KUBAN, WILLIAM T. ........................................154
KULLMAN, MARTIN L........................................95
KUSHINSKI, EDWARD W. (KIA) .....................338
LACOMBE, RAYMOND J. .................................236
LAFLEUR, ROBERT A. (KIA) .............................84
LAFORM, JOE J...................................................353
LAIN, CHARLES H. ............................................350
LAIRD, JOHN C...................................................236
LAMBERT, LEONARD P. Jr. (KIA)...................279
LANDAHL, HOWARD K. (KIA)........................326
LANDELLS, CHARLES ......................................233
LANDRETH, CALVIN F. (KIA) ...........................68
LANDRY, HENRY C. (KIA) ...............................346
LANGCASKEY, STANLEY G............................174
LAPLACE, ROBERT B. ........................................59
LARAMORE, JAMES L. .....................................407
LARKIN, MORRIS WILLIAM............................357
LAROCCO, THOMAS C. ....................................403
LARSEN, DARRELL E. ......................................357
LARSEN, GEORGE N. (KIA) .............................140
LARSON, ARNOLD V ........................................292
LARSON, GAIL W. .............................................211
LARSON, JOHN H. (KIA)...................................170
LASCO, HENRY A. Jr. ..........................................91
LASKOWSKI, THOMAS A. .................................40
LATIMER, BYRON H. (KIA) .............................152
LAUCAMP, ROBERT L. (KIA) ..........................200
LAUGHLIN, WILLIAM E. ..................................365
LAURENCE, RALPH C. (KIA) .......................41, 50
LAUX, PAUL M...................................................244
LAWLEY, WOODROW (KIA) .............................48
Page 444
LAWRENCE, WALTER V. .................................328
LAWSON, GERALD G..........................................48
LAWSON, GROVER R........................................244
LAWYER, DONALD A. (KIA) ...........................247
LE VAKE, JOHN W. (KIA) .................................285
LEBLANC, ALBERT A. ......................................264
LEDFORD, ARTHUR S.......................................366
LEE, DALE V.......................................................115
LEE, ROBERT L. .........................................158, 210
LEHNHAUSEN, EDWARD C. (KIA) .................377
LEHNHAUSEN, ROBERT J..................................84
LEIBNER, AL.......................................................409
LEISINGER, WILLIAM L. Jr. (KIA) ....................89
LENTZ, HERBERT B. (KIA)...............................346
LEROUX, VINCENT W. .....................................348
LESTER, JULIAN V. (KIA) ................................162
LEVERICH, WILLIAM F. (KIA) ........................205
LEVINSON, SAMUEL E. ......................................86
LEWIS, CARL R. (KIA) ........................................68
LEWIS, JAMES E. Jr. (KIA)................................179
LEWIS, JAMES R. ...............................................214
LEWIS, JAMES W. ..............................................241
LEWIS, WARD B.................................................219
LIBELL, ROBERT W...........................................243
LIDDELL, JAMES M. (KIA) ...............................213
LIECK, DAVID L.................................................143
LIGHT, EDWIN C. (KIA) ................................59, 89
LIGHTCAP, HAROLD E. ....................................272
LILLEY, ROBERT F. (KIA) ..................................33
LINDAU, EDWARD W. (KIA) .............................61
LINDGREN, MORTON G. ..................................407
LINDSAY, GERALD G. ......................................399
LINDSTROM, ALFRED Jr. .................................412
LIPPERT, REXFORD W. (KIA)............................54
LISS, MICHAEL J................................................166
LITTELL, CLYDE (KIA).................................41, 47
LOFLIN, WILLIAM E. (KIA)......................364, 394
LOGAN, DONALD J. (KIA)................................252
LOGAN, GROVER C...........................................413
LONDO, MILFORD E. ........................................208
LONG, J. B. (KIA)............................................41, 50
LONG, RAYMOND J. .........................................274
LONGAN, MYRON H. Jr. ...........................158, 211
LOOKER, ROLLIN C. ...................................95, 236
LOPEZ, CHARLES R. (KIA)...............................376
LOPEZ, VICTOR A. (KIA)..................................258
LOPEZ, VICTOR R..............................................133
LORD, JOHN B. ...................................................372
LOUGH, ROBERT L. (KIA)................................401
LOUISA, VICTOR P. ...........................................387
LUCAS, HOWARD M. ..........................................90
LUCAS, ROBERT R. ...........................................245
LUND, HILMER G. (KIA).....................................36
LUND, PHILMORE H. ........................................195
LUNDSTROM, JOHN V. (KIA) ..........................146
LUNDY, EMERY R. ............................................294
www.44thbombgroup.com
July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
LUNENFELD, RAYMOND C. (KIA)................... 42
LUTHER, ERNEST C.......................................... 245
LYBARGER, WILLIAM B. ........................ 364, 394
LYMAN, JOHN M. .............................................. 262
LYTLE, LESLIE L. (KIA) ................................... 280
MacCAMMOND, JAMES A. .......................... 48, 70
MacDONALD, DONALD W. (KIA) ..................... 46
MACE, GLENN E. Jr. (KIA) ............................... 401
MACK, FIRMAN B. ............................................ 412
MACKEY, JOHN L. (KIA).................................... 46
MAHANEY, FRANCIS X. .................................. 264
MAIKO, ANDREW (KIA) .................................... 51
MALINOWYCZ, JEROME F.............................. 332
MALONE, HUGH J. (KIA) ............................. 38, 94
MALOY, AUBREY J. (KIA) ............................... 202
MANAK, PAUL................................................... 265
MANEVAL, WELDON H. (KIA) ....................... 193
MANIERRE, WILLIAM R. ................................. 357
MANKUS, MATTHEW....................................... 405
MANN, ROBERT E. ............................................ 345
MANNING, FRANK A. Jr................................... 293
MANQUEN, JOSEPH F. ....................................... 95
MANSFIELD, JOE (KIA).................................... 128
MANSIR, EVERETT W. ..................................... 362
MANZER, CLYDE F. .......................................... 407
MARCOUILLER, GORDON L. (KIA) ............... 157
MARCOULLIER, ARTHUR S. ........................... 159
MARGOLIES, MURRAY G........................ 365, 412
MARION, SID T. ......................................... 132, 277
MARKUS, EDWARD R. (KIA) .......................... 158
MARQUEZ, GABRIEL A. (KIA).......................... 60
MARQUEZ, WILLIAM E. .................................. 399
MARTIN, CHESTER A. ...................................... 165
MARTIN, DONALD R. ....................................... 294
MARUSZEWSKI, FRANK A. (KIA).................. 110
MARX, ROBERT H............................................. 266
MASCHMEYER, GENE E. (KIA) ...................... 381
MASCI, PETER J. Jr. (KIA) ................................ 219
MASCOLA, LEON A. ......................................... 267
MASH, ALFRED A. .............................................. 99
MASON, GERALD D.......................................... 168
MATHISEN, GARY M. (KIA) ............................ 186
MATTER, ELWOOD A....................................... 365
MATTHEWS, ALLEN T. .................................... 270
MATTIS, DANIEL A. (DIED)............................. 430
MAUK, CHARLES N. (DIED)............................ 225
MAULE, DONALD A. ........................................ 318
MAY, CHARLES A. ............................................ 326
MAY, GORDON L. (KIA)................................... 219
MAY, ROY P. ...................................................... 210
MAYEN, THOMAS C. (KIA) ............................... 58
MAYES, ROBERT A. (KIA) ............................... 252
MAYHEW, RICHARD A. ................................... 180
MAYNARD, FLOYD H. (DIED) ........................ 430
MAYNARD, GEORGE H. (KIA)........................ 198
MAYNOR, WILLIAM M. ................................... 166
July 2005 edition
MAZER, EDWARD............................................. 256
MAZURE, LOUIS A. (KIA) ................................ 306
MAZZA, BEN K. ................................................. 272
McADAMS, ROBERT C. .............................. 98, 162
McALISTER, GEORGE E. .................................. 195
McALPINE, EARNEST E. .................................. 420
McANDREWS, LEO J. ........................................ 154
McARTHUR, EARL R. (KIA)............................. 346
McARTOR, JOHN L. (KIA) .................................. 51
McBRYDE, WILLIAM H. (KIA) ........................ 387
McCABE, ERNEST G. (KIA).............................. 110
McCABE, KENNETH C........................................ 70
McCANDLESS, DONALD G. (KIA).................. 338
McCARTY, LANVILLE O.................................... 40
McCASLIN, JOHN M. Jr. ............................ 201, 271
McCLENDON, SAMUEL L. ............................... 211
McCLOSKEY, JOHN S. ...................................... 227
McCLOUD, MERWIN K. (KIA) ........................... 51
McCONNAUGHHAY, Wm L. ............................ 316
McCONNELL, DONALD H. Jr........................... 235
McCORD, GERALD D (KIA) ............................. 170
McCORMICK, JOHN F. (KIA) ....................... 41, 50
McCORMICK, RAYMOND A. ........................... 319
McCOY, BILL (DIED)........................................... 51
McCOY, RICHARD J. (KIA) .............................. 214
McCRACKEN, JOHN Jr. (KIA) .......................... 389
McCRADY, LEO V. Jr. (KIA)............................... 73
McCUE, MILES J................................................. 160
McDARIS, FREDERICK F. (KIA) ...................... 352
McDONALD, JAMES R.............................. 143, 224
McDONNELL, MARTIN J............................ 59, 102
McEACHIN, EUGENE M. .................................... 62
McEVER, JAMES H. ........................................... 269
McFARLAND, JOHN W. .................................... 237
McGEARY, MEREDYTH F. (KIA) .................... 240
McGINNIS, DONALD C. (KIA) ..................... 41, 50
McGOLDRICK, WILLIAM E. ............................ 238
McGUIRE, THOMAS J. (KIA)............................ 355
McJUNKINS, RUDOLPH (KIA)........................... 31
McKAY, JOHN E................................................. 345
McKEE, JOHN H. ................................................ 350
McKENNA, JAMES P. (KIA) ............................. 348
McKENNA, RAYMOND H. (KIA)............. 246, 259
McKENNEY, ELWIN J. ...................................... 126
McKINNEY, DONALD W. ................................. 132
McKINSEY, THOMAS E. (KIA) .......................... 46
MCLEAN, DONALD........................................... 395
McLEOD, STANLEY W. (KIA)............................ 52
McMACKIN, CHARLES G. (KIA) ............... 48, 101
McMASTER, JAMES H. ..................................... 298
McMENAMIN, VICTOR A................................. 136
McMULLEN, JAMES C. ..................................... 326
McNAMARA, JOHN S........................................ 238
McNUTTY, JOSEPH W. ..................................... 330
McPHILLAMEY, ROBERT H. ............................. 54
McWHORTER, LAMER (KIA)........................... 285
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�44th Bomb Group Roll of Honor and Casualties
MEARS, WILLIAM G. (KIA)................................32
MEARS, WILLIAM J. (KIA) .................................74
MEINKE, HARVEY H.........................................254
MELSON, HOWARD E. ......................................235
MERCER, GEORGE W. (KIA)............................123
MERCER, JAMES D............................................211
MERCER, JAMES W. ..........................................158
MERISOTIS, PETER E. .......................................244
MERRIGAN, JOHN (KIA) ..................................157
MESKINIS, JOSEPH M. (KIA) ...........................256
METSA, TAUNO I.........................................33, 102
METTS, HOWARD W.........................................139
MEYERS, JOSEPH F. ..........................................321
MEYERS, JOSEPH G. .........................................408
MICHAELS, EDGAR W......................................350
MICKEY, JAMES D. (KIA).........................210, 258
MICKEY, MARVIN R. (KIA) ...............................93
MIFFLIN, JAMES W. ............................................53
MIKOLOSKI, EDWARD K. ..................................36
MILILLO, ANTONIO (KIA) ...............................222
MILLER, ARTHUR L. (KIA) ..............................251
MILLER, C. M......................................................365
MILLER, DONALD R. ................................340, 348
MILLER, FRANCIS J...........................................389
MILLER, GEORGE R. .........................................174
MILLER, JOHN D................................................155
MILLER, KENT F. (KIA) ....................................170
MILLER, RAY E. .................................................296
MILLER, ROBERT E.....................................59, 102
MILLER, SAMUEL H..........................................156
MILLERBIS, CALVIN A.....................................139
MILLHOUSEN, GEORGE R. (KIA) .....................66
MILLICAN, IVAN C............................................321
MILLIKEN, JOHN L............................................357
MILLINER, JOSEPH S. .......................................109
MILLINER, WALKER T. ............................203, 209
MILLS, JOHN D. (KIA).......................................108
MILLWARD, WARREN F. (KIA).......................125
MILOJEVICH, JOHN H.......................................237
MINDELSOHN, JOSEPH (KIA) .........................178
MISKIEWICZ, FRANK A. ..................................389
MITCHELL, DUANE E. ......................................332
MITCHELL, EDWARD R. (KIA)..................98, 155
MITCHELL, ROBERT A. ....................................194
MITH, BEAUFORD, R. ...............................203, 209
MITSCHE, MICHAEL P......................................164
MOCKLEY, JAMES H.........................................159
MOIR, ALEXANDER B. .....................................389
MOLLEN, MILTON.............................................337
MONAHAN, EUGENE R. (KIA)...........................85
MONEY, JOHN D. ...............................................275
MONKS, JOHN C. ...............................................178
MONTELEONE, EDWARD G. (KIA) ................240
MONTRE, DON W. .....................................383, 385
MOONEY, JOHN T................................................54
MOORE, DAVID .................................................365
Page 446
MOORE, KENNETH H. (KIA)..............................41
MOORE, KENNETH J. ........................................330
MOORE, ROBERT L. (KIA) ...............................387
MOORE, WARREN E..........................................150
MOOS, JAMES D.................................................335
MORGAN, EARL J. .............................................354
MORIARTY, CLIFFORD F. (KIA) .............216, 229
MORIN, JOSEPH E. (KIA) ..................................205
MORRIS LEONARD C........................................155
MORRIS, JOSEPH I. ............................................328
MORRIS, WILLIAM F. ...............................139, 160
MORSE, KENNETH R. (KIA)...............................54
MORTENSEN, DOUGLAS W. (KIA).................346
MORTON, WILLIAM G......................................210
MOSELEY, WALTER H. ....................................208
MOSEVICH, WALTER F. ...................................414
MOSKOVITIS, PETER ........................................382
MOSS, BENJAMIN M. (KIA) ...............................89
MOTT, CHARLES M.............................................44
MOYLE, GEORGE B...........................................292
MUIRHEAD, EDGAR P (KIA)............................232
MULDOON, JOHN J............................................404
MUNDELL, ROBERT F. .....................................116
MUNDT, CAROL A.............................................198
MUNRO, MILTON L. ..........................................398
MURACH, STANLEY Jr. (KIA) .........................268
MURPHY, CHARLES B......................................335
MURPHY, GEORGE J. ................................246, 259
MURPHY, WILLIAM J. Jr. ...........................59, 102
MURPHY, WILLIAM T. (KIA)...................132, 152
MURRAY, THOMAS P. ......................................256
MUSGRAVE, FOREST M. (KIA) .......................290
MUST, JOHN A. (KIA)........................................139
MYERS, BILLIE B. (KIA) ...................................156
MYERS, DOUGLAS B. .........................................74
MYERS, RUDY S. Jr. (KIA)........................158, 211
NABER, JULIUS V. (KIA) ..................203, 209, 285
NABLO, PAUL D.................................................220
NABORS, WILLIAM H .......................................208
NAGY, ALEXANDER S......................................384
NALIPA, STANLEY G. (KIA) ......................91, 333
NAPPIER, VERNON D. (KIA)............................251
NASH, TRAVIS E. (KIA) ....................................420
NATKIN, ALBERT L. (DIED) ............................426
NAVAS, FRANK (KIA).........................................61
NAVISH, KENNETH C. (KIA) ...........................297
NEALON, WALTER K........................................262
NEDDER, SARKICE T. (KIA) ............................417
NEELY, JOHN C..................................................301
NEEPER, LOY L. .................................................168
NEITZEL, D. W....................................................163
NELLUMS, FRED B. ...................................204, 209
NELSON, ARTHUR L. (DIED) ...........................177
NELSON, CLARENCE W. ..................................120
NELSON, DUANE E. (KIA)..................................42
NELSON, ESLEY E. ............................................267
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July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
NESBIT, ALDEN C. (KIA) ................................. 232
NEUTZE, ROBERT E. Jr. (KIA) ......................... 268
NEWBOLD, WILLIAM P. .................................. 131
NEWMES, ROBERT G. ...................................... 102
NEWTON, ROGER J. (KIA) ............................... 252
NICHOLLS, ROBERT W. ..................................... 87
NICHOLS, DERISE L.......................................... 199
NICHOLS, HOLLIS R. ........................................ 238
NICHOLSON, ROBERT J ................................... 168
NIELSON, THOMAS W. (KIA).......................... 199
NILES, ROBERT C.............................................. 361
NIZNOK, STEVE (KIA)........................................ 85
NOKES, JAMES C............................................... 355
NOME, ALBERT A. (KIA) ................................. 285
NORDQUIST, RICHARD K. (KIA)...................... 61
NORED, GEORGE L. (KIA) ................................. 58
NORQUIST, JOHN E. (KIA)............................... 198
NORRIS, CHARLES P. ....................................... 380
NORSEN, ROBERT A........................................... 44
NORTHFELT, WALLACE D.............................. 243
NORTON, JAMES W. ......................................... 146
NORWOOD, JESSE M. ......................................... 46
NOSAL, JOHN A......................................... 133, 262
NOWAK, ANDREW B. (KIA) .................... 147, 213
NUTTER, KEITH H............................................. 208
NYHOFF, IVAN G. ............................................. 143
O’BLACK, JAMES A. ......................................... 139
O’BRIEN, JAMES E. ....................................... 43, 70
O’DONNELL, HUGH X. (KIA) .......................... 417
O’DONNELL, LOUIS J. (KIA) ........................... 199
O’HARA, HENRY H. (KIA) ............................... 156
O’LAUGHAN, WALTER E. ....................... 133, 159
O’MALLEY, CHARLES H. ................................ 150
O’NEAL, CHARLES E. (KIA) ............................ 252
O’NEILL, RICHARD F. (KIA)............................ 162
O’SHANICK, PETER .......................................... 294
OAKLEY, WARREN W. (KIA) .................. 126, 171
OGILVIE, ROBERT B. Jr. (KIA) ........................ 417
OGILVIE, ROBERT. B. Jr. (KIA) ....................... 410
OHLER, BERNARD A. (KIA) ............................ 205
OLIPHANT, RUFUS A. Jr. (KIA) ......................... 47
OLIVER, ARTHUR P. ......................................... 399
OLIVER, GEORGE H. Jr. (KIA) ................. 364, 394
OLSEN, GEORGE E. (KIA) ................................ 151
OLSEN, OLAF W. ............................................... 338
OLSON, STANLEY F. (KIA).............................. 136
ORBACH, NORRIS F. (KIA) .............................. 251
OSBURN, RICHARD R. (KIA)........................... 156
OSTENSON, JACK N. (KIA).............................. 186
OTTMAN, HARRY L. (KIA) ................................ 42
OTTO, JAMES E.................................................. 420
OURS, ELVIN D.................................................. 392
OVERLY, RUSSELL E. ...................................... 151
PACYLOWSKY, FRANK P................................ 344
PAFFENROTH, SAMUEL .................................. 156
PALERMO, JOSEPH S........................................ 326
July 2005 edition
PALIGA, FRANK ................................................ 129
PALMER, FREDERICK H. (KIA) ........................ 94
PALMER, HIRAM C. .......................................... 274
PALYS, JOSEPH E. (KIA) .................................. 178
PAOLILLO, MICHAEL A..................................... 96
PAPADOPULOS, JOHN G. (KIA)...................... 106
PARKER, GEORGE J. (KIA) ...................... 364, 394
PARKER, JOEL Jr. .............................................. 166
PARKER, RICHARD A....................................... 143
PARKER, STEPHEN E. Jr. (KIA) ......................... 50
PARKER, VICTOR (KIA) ................................... 347
PARKS, JOSEPH W. Jr........................................ 340
PARRISH, EARL J. ..................................... 154, 277
PARSONS, HOYT D. .......................................... 342
PARSONS, RUSSELL L...................................... 330
PARTRIDGE, WILLIAM R................................. 353
PARYLAK, JOSEPH ........................................... 141
PASAVANTIS, PETER G. .......................... 204, 209
PASCAL, RICHARD W. ..................................... 367
PASSANTINO, THOMAS J. Jr. (KIA) ............... 387
PASSAVANT, FRANK A. (KIA)........................ 170
PATELLI, ALEX ................................................. 343
PATRICK, WALTER M. ....................................... 36
PATTERSON, RUSSELL W. (KIA) ................... 199
PAXTON, WILLIAM A. Jr. (KIA)...................... 200
PEASE, THOMAS H. .......................................... 296
PECK, FLOYD C. ................................................ 248
PECKA, WILBUR J. ............................................ 146
PEDERSEN, NELS W. (KIA).............................. 327
PEEK, JOEL K. .................................................... 370
PELLEGRINE, JOHN D. ..................................... 330
PELOQUIN, JOSEPH O. ..................................... 294
PENDLETON, RICHARD H ................................. 98
PERLOWIN, LEROY ............................................ 43
PERMAR, DONALD S........................................ 290
PERMAR, EVERETT E. (KIA) ........................... 145
PERRAULT, ROBLEE A. ................................... 402
PERRY, ALAN B................................................... 63
PERRY, DELBERT O............................................ 40
PERRY, DONALD L. .................................. 246, 259
PERRY, JAMES R. Jr. ......................................... 208
PERRY, OLIVER C. ............................................ 345
PEST, DAVID (KIA) ........................................... 140
PETERS, WADE D. ............................................. 403
PETERSON, CLIFFORD C. (DIED) ................... 177
PETERSON, MELVIN P. .................................... 271
PETERSON, NORMAN J.................................... 159
PETERSON, RAY O. (KIA) ................................ 152
PETERSON, ROBERT E. (KIA) ........................... 85
PETERSON, WILLIAM O................................... 353
PETKOFF, ROBERT ........................................... 287
PETRICEVICH, JOHN J...................................... 247
PETRICHUK, ANDREW L. ................................ 322
PETRIK, GEORGE A. ......................................... 235
PETZ, STEVE J.................................................... 343
PETZOLDT, WILLARD...................................... 392
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�44th Bomb Group Roll of Honor and Casualties
PHARIS, CHARLES W. (KIA)..............................85
PHELAN, EUGENE A. ........................................258
PHELPS, DELMAR F. .........................................123
PHELPS, JOHN E. (KIA).....................................178
PHILLIPS, ALLEN W. (KIA) ..............................280
PHILLIPS, CHARLES E. Jr. ................................384
PHILLIPS, CHESTER L. Jr. (KIA)........................68
PHILLIPS, EDWARD W. (KIA)............................68
PHILLIPS, ELVIN L. (KIA) ..................................94
PHILLIPS, FRANK P...........................................241
PHILLIPS, PHILIP P. (KIA) ............................62, 93
PHILLIPS, ROBERT L. (KIA).....................366, 377
PICARDO, EDDIE ...............................................382
PICCOLO, ANTHONY J. ....................................165
PIERCE, ROBERT G. ..........................................158
PIERSON, GLEN C. (KIA) ....................................42
PILCH, STANLEY Jr. (KIA) ...............................170
PIMENTEL, ROBERT E. (KIA) ..........................108
PINDER, HAROLD H..........................................200
PINKUSSOHN, LEWIS A. ..................................218
PINO, PIETRO .....................................................256
PISARSKI, CHESTER S. .....................................126
PLASZCZYKOWSKI, EDMUND M. (KIA).......252
PLATT, LAWRENCE Jr. .....................................333
PLAYFORD, JOSEPH E. (KIA) ..........................186
PODOJIL, ROBERT J. (KIA)...............................414
POHLMEYER, ROBERT L (KIA) ......................251
POIRRIER, GEORGE G.......................................227
POLJANEC, RAYMOND L.................................267
POLLMANN, EDWARD C. (DIED) ...................177
PONDFIELD, JOHN J..........................................361
POOLE, ELMER H. (KIA)...................................153
POOLE, WILLIAM A. (KIA) ................................49
POPOVICH, NICHOLAS.....................................125
PORTER, DONALD C. (KIA) .............................199
PORTER, JAMES M. (KIA).................................131
PORTER, RAYMOND W. ...................................361
POSEY, JAMES T. ...............................................102
POST, HERBERT F. (KIA)..................................108
POST, ROBERT P., NY Times (KIA)....................53
POTTER, JOSEPH H. Jr. (KIA) .............................86
POTTS, JAMES A. ...............................................400
POULSEN, KENNETH R. ...................................384
POVICH, GEORGE (KIA) ...................................394
POWELL, JOHN E.................................................95
POWELL, RAYMOND C.. ..................................392
POWERS, FRANK D. ..........................................171
POWNALL, OTIS H. (KIA).................................252
POWNER, BENJAMIN................................303, 315
PRATT, CARROLL H..........................................129
PREKOPIE, MICHAEL L. (KIA) ........................128
PRICE, CLYDE E. (KIA) .......................................56
PRICE, GEORGE B. (KIA)....................................68
PRIDAY, GEORGE C. .........................................343
PRINCE, BERTIS R. (KIA) .................................297
PROCYSZYN, WALTER W........................151, 265
Page 448
PROPST, HALBERT W. (KIA) ...........................108
PROULX, EARL D. .............................................254
PUCKETT, HAROLD E.......................................313
PUKSTA, EDWIN A. ...........................................294
PURCELL, EDWIN J. ..........................................158
PURCELL, THOMAS O. .....................................115
PURDUE, PAUL F. (DIED) .................................225
PUTMAN, DAVID C. ..........................................274
PUTNAM, HARRY H. .........................................211
PUTNAM, THOMAS A. ......................................218
PYLE, LEONARD G............................................419
QUAIL, JOHN L Jr...............................................336
RABB, HAROLD M. (KIA) .................................332
RADU, CHARLES (KIA) ....................................268
RAILING, ALTON S. (KIA)................................158
RAMSEY, GEORGE K. .......................................241
RAMSEY, IVAN W. (KIA)..................................131
RANDALL, WILBUR R. .....................................265
RANIELLO, JOHN V. (KIA) ...............................347
RASMUSSEN, JACK D. ......................................345
RASPOTNIK, LEONARD L. (KIA) ......................91
RAUSCH, WILLIAM H. ......................................335
RAUSCHER, DALE E. ........................................281
RAVIS, HERBERT J. ...........................................361
RAWLS, MALCOLM (KIA)..................................60
RAWSON, FREDERICK H. ................................214
RAY, CHARLES W. ............................................256
RAY, THOMAS C. (KIA) ....................................158
READER, GERALD E. ........................................214
REASONER, ROBERT J. ........................40, 73, 135
REASONS, JOHN W. (KIA)................................153
REDDICK, MARVIN J. .......................................359
REED, GEORGE W. ............................................265
REED, JOHN Y. .....................................................62
REED, ROBERT E. ..............................................333
REED, ROBERT M. .............................................155
REEDY, WILBUR R. (KIA) ................................180
REESE, WILLIAM L. Jr. .......................................99
REEVES, CLARENCE D. (KIA) .........................193
REEVES, RAY P. .................................................182
REEVES, ROBERT H. (KIA) ..............................328
REEVES, THOMAS J. .........................................321
REICH, STANLEY J. ...........................................194
REICHENBACK, THEODORE H. (KIA) ...........414
REICHERT, WALTER E. ....................................282
REINECKE, CALVIN C. .....................................366
REINER, ROBERT J. ...........................................355
REINHART, ELMER H. ........................................98
RENDALL, WILLIAM A. ...........................142, 174
RENFRO, GEORGE N. ........................................282
REXFORD, WILLIAM J......................................355
RHODES, CARL E. (KIA) ...................................280
RHODES, JOHN L. ..............................................362
RHODES, LEWIS W. (KIA) ................................193
RICE, CHARLES F. Jr. ........................................397
RICE, RODERICK F. ...........................................290
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July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
RICH, FRED A. (KIA) ......................................... 332
RICHARD, MARTIN W...................................... 357
RICHARDS, LAWRENCE C. ............................. 294
RICHARDSON, COLEY W. ....................... 271, 351
RICHARDSON, OSCAR A. ................................ 405
RICHARDSON, PAUL (KIA) ............................. 319
RICHARDSON, WILLIAM G............................. 214
RICHARDSON, WILLIAM M. (KIA) ................ 251
RICHE, WILSON A. (KIA) ................................. 135
RICHFERTIG, SEYMOUR L. ..................... 383, 385
RICHMAN, BENJAMIN ..................................... 395
RICKEY, JAMES W. ........................................... 141
RICKS, ROBERT A. ............................................ 116
RIEFEN, HERMAN (DIED)................................ 426
RIEGER, MARTIN A. (KIA)............................... 280
RIES, ROBERT P. (KIA) ..................................... 319
RIGGAR, DEWEY Jr........................................... 413
RINALDO, FRANK A. ........................................ 327
RISCH, ELMER D. .............................................. 174
RITTER, FREDERICK M. Jr. (KIA) ................... 414
RITTER, STEPHEN P.......................................... 380
RIZZO, ANTHONY F. (KIA)................................ 33
ROACH, JAMES E. (KIA)........................... 410, 417
ROACH, WILLIAM A. Jr. (KIA) .......................... 67
ROBAK, RICHARD J. (DIED)............................ 426
ROBBINS, JEAN B.............................................. 407
ROBBINS, ROBERT E. (DIED).......................... 177
ROBERTS, EDGAR W........................................ 136
ROBERTS, GILMAN N. (KIA)........................... 285
ROBINSON, FREDERICK A. (KIA) .................. 146
ROBISON, JACK C. (KIA) ................................. 200
ROBISON, WALLACE R.................................... 340
RODGERS, HAROLD R. (KIA).......................... 180
RODRIGUEZ, FRANK L. ................................... 201
RODRIGUEZ, JOSEPH R. .................................. 362
ROETTO, LAWRENCE J. (KIA) .......................... 58
ROGERS, FRED B. (KIA) ................................... 219
ROGERS, HAROLD E,........................................ 342
ROGERS, WARREN ........................................... 389
ROLAND, FRANK C. ......................................... 220
ROMEO, JOHN A.................................................. 38
ROMEO, SANTO (KIA)...................................... 321
ROOP, EUGENE W. N. (KIA) ............................ 276
ROPER, SYDNEY ............................................... 294
ROSE, KENNETH W. ......................................... 208
ROSE, LAURENCE F.......................................... 395
ROSENBLATT, ALVIN A. ................................. 182
ROSENBLATT, MILTON L. .............................. 192
ROSENBURG, EDWIN H. .................................. 286
ROSENSTEIN, JACOB (KIA)............................. 123
ROSINSKI, STANLEY J. ............................ 163, 296
ROSS, ANDREW J. ............................................. 192
ROSS, ARTHUR B. ..................................... 291, 353
ROSSI, WALTER Jr. (KIA)................................. 106
ROSSMAN, JAMES M........................................ 228
ROTHROCK, CLARENCE H. ............................ 112
July 2005 edition
ROUSER, CHARLES L. ........................................ 86
ROUZE, EUGENE R. .......................................... 380
ROWINSKI, ELLSWORTH P. ............................ 299
ROWLAND, DANIEL W. ............................. 59, 102
ROWLAND, LEONARD A. ................................ 282
RUDIGER, EUGENE O......................................... 54
RUHL, ARTHUR C. ............................................ 210
RUMSEY, EDWIN L. Jr. ....................................... 95
RUSH, PERL R. ................................................... 271
RUSSELL, ELDO A. (KIA)................................... 61
RUSSELL, GEORGE E. ...................................... 291
RUSSELL, JAMES F. (KIA) ............................... 252
RUSSELL, LLOYD E. (KIA) .............................. 153
RUSSELL, ROBERT P. (KIA) ............................ 252
RUTHERFORD, EDWARD L............................. 143
RYAN, ROBERT E.............................................. 322
SAENGER, LESTER E. (KIA) ............................ 141
SAFOS, VANGELO S. ........................................ 133
SAFRANEK, LOUIS A........................................ 241
SAKOWSKI, ARTHUR T. .................................. 226
SALADIAK, JOHN................................................ 98
SALFEN, WILLIAM S. ....................................... 371
SALLIS, WILEY A. ............................................. 307
SALVO, ALBERTO O. (KIA) ............................... 54
SAMPLEY, ROBERT E....................................... 420
SAMUELIAN, HAROLD ...................................... 36
SANDERS, JAMES E. (KIA) .............................. 297
SANDERS, KENNETH R...................................... 54
SANDERS, WILLIAM L. .................................... 282
SANNEMAN, HERMAN R. (KIA) ....................... 31
SAPORITO, SAM S. ............................................ 227
SASEK, CHARLES M. .................................. 63, 123
SATTERFIELD, CHANNING N. (KIA) ......... 36, 93
SAVETTIERRE, ANTHONY J . ........................... 96
SAYLER, DAVID E. ........................................... 412
SCANLON, WALTER J. ..................................... 166
SCARBOROUGH, DALE M. .............................. 212
SCARBOROUGH, JOHN I. (KIA)...................... 232
SCARLETT, THEODORE B. .............................. 135
SCHAEFFER, FRANK N. ................................... 350
SCHAFFER, BENJAMIN L................................. 330
SCHAKE, DONALD M. ...................................... 419
SCHAPPERT, THOMAS F. (KIA)........................ 94
SCHATTE, WILBUR C. ...................................... 146
SCHETTLER, WILLIAM J. (KIA)...................... 100
SCHEXNAYDER, JOSEPH L. (KIA) ................. 145
SCHIEFELBUSCH, RICHARD L. ........................ 74
SCHIESS, CHARLES F. (KIA) ........................... 327
SCHILD, ROBERT C........................................... 194
SCHMIDT, ARTHUR J. ...................................... 365
SCHMIKE, ROBERT S. ........................................ 98
SCHMITZ, NORBERT J. (KIA) .......................... 414
SCHNEIDER, ALLEN P...................................... 335
SCHOER, WALTER B. (KIA)............................. 101
SCHOFIELD, GEORGE E................................... 382
SCHONFELD, EDWIN L. ................................... 405
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�44th Bomb Group Roll of Honor and Casualties
SCHOTT, ANTHONY J. ......................................397
SCHOW, HARRY J..............................................282
SCHREIBER, CHARLES H., 65th FW (DIED)...225
SCHROEDER, JAMES A.....................................222
SCHULER, WILLIAM M. ...................................123
SCHUYLER, FRED B..........................................354
SCHUYLER, KEITH C. .......................................281
SCHUYLER, ROBERT E. (KIA).........................268
SCHWAB, HAROLD W. (KIA) ..........................202
SCHWEYER, RALPH......................................38, 82
SCORPIO, ANTONIO..........................................409
SCOTT, CECIL L. ................................................376
SCOTT, CLARK S. ..............................................353
SCOTT, JOHN P...........................................150, 238
SCOTT, LAYTON W. (DIED).............................405
SCOTT, RAYMOND E. ...............................204, 208
SCOTT, WAYNE S. (KIA) ..................................401
SCOTT, WILLIAM (KIA)....................................100
SCOTT, WILLIAM D. .........................................201
SCRIVEN, DALE R. (KIA)....................................91
SCRIVNER, THOMAS E. (KIA) ...........................93
SCUDDAY, BERNIE L. (KIA)............................319
SEAMAN, JOHN S. .............................................237
SEAMAN, ROBERT H. (KIA)...............................61
SECRIST, HARRY E. ..........................................307
SEGAL, MILTON ................................................306
SEIBERT, FRANK R. ..........................................155
SEIFRIED, EUGENE K. ......................................196
SEILER, WALTER J. (KIA) ................................145
SELASKY, CHARLES J. .....................................129
SEMONS, EARL M. (KIA)..................................159
SEVICK, STEPHEN F. (KIA)..............................101
SHAEFFER, CLAIR P. (KIA)......................164, 192
SHAFER, RAYMOND C. (KIA) .........................107
SHAFFER, ALBERT L. .........................................91
SHAFFER, DONALD E (KIA) ............................170
SHAMBARGER, WALTER B. (KIA) .................333
SHANLEY, EDWARD M. .............................90, 227
SHANNON, EUNICE M. .....................................112
SHARP, EDWARD L...........................................367
SHAW, CHARLES M. (KIA) ..............................162
SHAY, WILLIAM E.............................................343
SHEA, JOHN J. (KIA)..................................366, 377
SHEEHAN, WILLIAM J. (KIA) ..........................170
SHELDON, STANLEY W. (KIA) .......................348
SHELTON, JACK A.............................................164
SHELTON, JACK R. ............................................210
SHELTON, JOHN H. ...................................303, 315
SHEPHARD, JACK P. .........................................128
SHERIDAN, CHARLES M. (KIA) ......................219
SHERWOOD, LAWRENCE J. (KIA)..................346
SHIRLEY, RAYMOND .......................................280
SHOCKLEY, CHARLES W.................................192
SHORT, EMERSON D. (KIA) .............................140
SHULTZ, ROBERT E. (KIA)...............................214
SICARD, EDWARD P. (KIA)......................366, 377
Page 450
SIECKE, ELDON D. (KIA)..................................251
SIEGEL, LOUIS (KIA) ........................................153
SIEGERT, PAUL C. (KIA) ..................................252
SIELING, HARRY N. ..........................................370
SIGLE, MICHAEL P. .............................................97
SILVERMAN, JEROME B. .................................233
SIMMONS, HYLAN V. .........................................40
SIMON, OSCAR...................................................218
SIMON, R. E.........................................................374
SIMONS, DAVID R. ............................................143
SINCLAIR, NORMAN L. ....................................371
SINGER, PAUL S. (KIA).....................................114
SITEMAN, HENRY O. ........................................340
SIVERTSEN, KENNETH C. (DIED).....................51
SKUFCA, QUENTIN F. .......................................306
SLATTERY, DENNIS E. .....................................112
SLOVACEK, ADOLPH .......................................238
SMANIETTO, AUGUST F. .................................192
SMILANICH, BRONKO......................................254
SMITH, ALLEN D. (DIED) ...................................51
SMITH, CHARLES R. (KIA)...............................108
SMITH, DONALD M. (KIA) .................................33
SMITH, EDWARD...............................................422
SMITH, GEORGE N. ...........................................301
SMITH, HARRY G. (KIA).....................................85
SMITH, JOSEPH R. Jr. (KIA)..............................268
SMITH, JOY M. ...........................................303, 314
SMITH, L. A. ........................................................362
SMITH, LEIGHTON C. .......................................109
SMITH, LOUIS F. (KIA)......................................337
SMITH, MALCOLM R. (KIA).....................366, 377
SMITH, MYRON L. .............................................211
SMITH, NICK B. (KIA) .......................................112
SMITH, RANDOLPH K.......................................327
SMITH, ROBERT E. ............................................315
SMITH, ROBERT F. (KIA)..................................172
SMITH, ROBERT M. (KIA) ..........................73, 135
SMITH, THOMAS L. ...................................286, 339
SMITH, THOMAS P. (KIA) ........................383, 385
SMITH, WILLIAM L. (KIA) ...............................180
SNAVELY, EUGENE H. .....................................397
SNEFF, FRANK B................................................126
SNELL, DALTON R. (KIA) ..................................56
SNIDER, EDWON R. (KIA) ................................153
SNOW, CLARENCE W. (DIED) .........................177
SNYDER, ROBERT R. Jr.......................................99
SOBOTKA, FRANK W. Jr. (KIA) .......................192
SOFFERMAN, ABE (KIA) ..........................154, 200
SOLOMAN, ED. M. .............................................419
SOMERVILLE, RICHARD V. (KIA) ....................32
SONDAG, WILLIS (KIA)....................................172
SORENSON, WALTER M.....................................99
SORROW, CLAUDE ...........................................144
SOUTHERN, WILLIAM A. (KIA) ......................332
SOWERS, RICHARD J. (DIED)..........................177
SPANN, LEO G. .....................................................96
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July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
SPARKS, GERALD A. ........................................ 110
SPEARMAN, CHARLES C................................. 146
SPEARS, MILFORD L. (KIA)............................. 101
SPEIR, ROBERT J. (KIA) ................................... 389
SPELTS, MARTIN E. (KIA) ............................... 180
SPENCER, EDGAR J........................................... 382
SPENCER, JACK H. (DIED)............................... 425
SPENCER, LEWIS D........................................... 389
SPINK, HAROLD W. (KIA)................................ 205
SPIVEY, JOSEPH B. Jr. (KIA).............................. 91
SPRAGUE, EDMUND K..................................... 398
SPRENGER, KEITH W. ...................................... 409
SPRINGS, CHARLES F. (KIA)........................... 268
SPRINKLE, DALLAS L. ..................................... 268
SPROWL, KENNETH ................................. 303, 315
SPURGEON, DEAN H. ....................................... 299
ST. LAURENT, ANTHONY R............................ 353
STAIB, HENRY T. (KIA).................................... 219
STAMBAUGH, JACOB F. .......................... 151, 245
STAMMER, JAMES C. (DIED) .......................... 426
STAMOS, ROBERT G. (KIA)..................... 139, 275
STANLEY, LOUIE E............................................. 54
STANTON, ARTHUR C...................................... 272
STAPLES, CHARLES W..................................... 395
STAPLES, ROBERT L. (KIA)............................. 327
STARR, CHARLES L. (KIA) ................................ 98
STARR, HENRY P. (KIA)................................... 367
STARRING, ALFRED A. (KIA) ......................... 193
STEADHAM, ROY J. (KIA) ............... 195, 210, 258
STEBURG, WILLIS L. ........................................ 297
STEDGHILL, EDWARD T. ................................ 397
STEELE, ARTHUR M. (KIA) ............................. 194
STEELE, CHAUNCEY H. Jr. .............................. 335
STEERS, FRANK B......................................... 36, 63
STEINKE, ARTHUR A. (KIA)............................ 377
STEINKE, DONALD H. (KIA) ........................... 332
STEINMILLER, WILBERT R. (KIA) ................. 401
STELL, CHARLES E. (KIA) ............................... 393
STENBORN, HARRY W. (KIA)........................... 91
STENSTROM, ROBERT W. ............................... 400
STEPHANOVIC, REUBEN J. (KIA) .......... 364, 394
STEPHENS, RAYMOND C. (KIA)....................... 50
STEPTOE, THOMAS E. Jr. (KIA) ........................ 68
STERN, JEROME J. (KIA).................................. 375
STERNBACK, LAWTON L................................ 274
STERNBERGER, NATHAN L............................ 141
STEVENS, MAURICE M.................................... 361
STEVENSON, JOE A. (KIA) .............................. 108
STEWART, EDWIN M. (KIA)............................ 116
STEWART, JOHN H. .......................................... 201
STEWART, THOMAS R. .................................... 382
STEWART, VERNE C. (KIA)............................... 42
STICKEL, ROBERT J. (KIA).............................. 233
STIEFEL, MAX A................................................ 123
STIGORA, JOSEPH H. (KIA) ............................. 152
STILL, HOMER E................................................ 372
July 2005 edition
STILL, JACK W................................................... 318
STINE, ROBERT J................................... 33, 76, 102
STOEFEN, M. J.................................................... 163
STOFFEL, GLENN C. (KIA)............................... 166
STOLTZ, FRANK ................................................ 315
STONE, CECIL F. (DIED)................................... 431
STONE, FRED E.................................................. 322
STOROVICH, ROBERT D.................................. 133
STOUGH, LOUIS F. ............................................ 326
STOVROFF, IRWIN J. ........................................ 357
STRAIT, RALPH E. (KIA) .......................... 151, 202
STRALLY, SAMUEL R. (KIA)........................... 337
STRANDBERG, CLARENCE W. ........... 44, 72, 112
STRANGE, WILLIAM S. .................................... 322
STROH, DONALD E. .......................................... 408
STRONG, WILLIAM H....................................... 120
STROVROFF, IRWIN J....................................... 339
STRUBLE, ROBERT........................................... 271
STRUNC, HENRY............................................... 372
STRUTZ, GEORGE J........................................... 277
STUBBS, ALVIN E. (KIA).................................. 200
STUBBS, ERSKINE H......................................... 220
SUFKA, EDWARD (KIA)..................................... 58
SULLIVAN, KENNETH E. (KIA) ...................... 223
SULLIVAN, MAXWELL W. Jr. (KIA)................. 42
SULLIVAN, WILFRED C. (KIA) ....................... 153
SUMMERS, JAMES C......................................... 147
SUPONCIC, FRANK J. ....................................... 100
SUSAN, JOHN L.................................................... 66
SUSKIND, SAUL (KIA)........................................ 42
SUSZEK, LEO C.................................................. 371
SUZDAK, JOSEPH J. .......................................... 146
SWAILE, CLARENCE R..................................... 199
SWANK, CLIFFORD W...................................... 218
SWANSON, CLARK E. (KIA).............................. 39
SWANSON, ERNEST V........................................ 87
SWANSON, JOHN W............................................ 74
SWEENEY, GEORGE Jr. .................................... 330
SWEET, ADOLPHUS J. ........................................ 96
SWEGEL, ROBERT V......................................... 409
SWEIGART, GLENN H. ..................................... 284
SWENSSON, BERTHEL (KIA) .......................... 129
SWETLIK, WILLIAM M. (KIA)......................... 219
SWICK, RAYMOND E. .............................. 216, 229
SWINBURNSON, GILBERT E........................... 295
SYMONS, EUGENE............................................ 174
SYMPSON, CECIL H. ................................. 216, 230
SZABO, PAUL A. Jr. (KIA) ................................ 219
TABOR, JAMES A. (KIA)..................................... 85
TALBOTT, DAVID R.................................. 216, 229
TARZIA, MICHAEL............................................ 228
TATE, AUGUSTUS H. (KIA) ............................... 31
TATE, THOMAS M..................................... 159, 211
TAYLER, JOHN P. .............................................. 155
TAYLOR, CHARLES E....................................... 170
TAYLOR, EDWARD F. .............................. 132, 160
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�44th Bomb Group Roll of Honor and Casualties
TAYLOR, ORAN J. (KIA) .....................................84
TAYLOR, RONALD J. ........................................267
TAYLOR, RUSSELL G. (KIA)............................279
TEITEL, ABRAHAM...........................................192
TELFORD, GEORGE D.......................................235
TEMPLE, GEORGE W. .......................................112
TENNEY, ROSS A. (KIA) .....................................67
TENOSKY, ANDY J. (KIA) ..................................84
TEPE, CARL W....................................................319
TERABERRY, PHILLIP F. ....................................87
TERMIN, FRANCIS E. ........................................316
TERWEY, ALPHONSE J. (KIA) .........................165
TESTA, ARTHUR F. (DIED)...............................177
TESTA, FRANCIS J. ............................................235
TESTA, JOHN J....................................................397
TEWKSBURY, ROGER L. ..................................413
THIELEN, CHARLES M., 448th BG (KIA)........337
THOM, GEORGE J. .....................................204, 254
THOMAS, ARCHIE M.........................................252
THOMAS, ROBERT S. ........................................420
THOMAS, ROGER J............................................408
THOMPSON, EDWARD J. (KIA) .......................328
THOMPSON, LESLIE E. .....................................141
THORSON, ALVIN L. .........................................264
THURMAN, HOMER A. (KIA)...........................297
TILLER, HOMER M. (KIA) ................................285
TILLNER, NORMAN ..........................................329
TIMME, ARTHUR C. (KIA)................................172
TINNEY, JACK RUSSELL..................................236
TINSMAN, WILLIAM Jr. ....................................277
TITUS, DUDLEY G. (KIA) .................................355
TOEPEL, ARTHUR C. (KIA) ..............................328
TOFTE, DONALD F. ...........................................342
TOLBERT, WITHERS V. ....................................132
TOLLE, JAMES D................................................211
TOMBLIN, JAMES N. .........................................366
TOMER, FRANK J. (KIA) ...................................297
TOPPING, WILLIAM H. .....................................146
TOTTEN, GARELD J. ...........................................98
TOWNING, JOHN L. (KIA) ................................146
TOWNSEND, RAYMOND H. Jr. (KIA) .....224, 261
TRAUDT, BERNARD G........................................94
TRAVIS, WILLIAM C. (KIA) .............................108
TRECHEL, RICHARD J. .....................................196
TRIPP, HAROLD A. ............................................380
TRITSCHLER, PHILLIP H..............................38, 82
TROLESE, ALEXANDER (KIA) ........................157
TROUVÉ, LOUIS V.............................................163
TRUDEAU, ELMO C...........................................321
TRUMBO, GROVER C................................159, 256
TRUONO, ALFONSE A. .....................................212
TUCKER, EMMETT Z. Jr....................................348
TUCKER, JAMES ................................................321
TULINI, DENO C.................................................272
TURANSKY, LOUIS A. ......................................269
TURLEY, HAROLD N. .......................................340
Page 452
TURLEY, MERLE G............................................355
TURNBULL, JOHN I. (KIA) ...............................375
TUROCY, JOHN W. ............................................285
TURROU, VICTOR T. (KIA) ..............................106
TUTTLE, RICHARD E ........................................125
TYLER, LEO M. (KIA)........................................186
TYNDALL, THEODORE B.................................399
ULLRICH, AUGUST .............................................66
UNDERWOOD, OSCAR B..................................299
URANIA, ALBERT J. ..........................................365
VAN CLEEF, ARTHUR A. (KIA).........................42
VAN DER LINDE, HAROLD..............................133
VAN DERWEIDE, EDWARD B. ........................340
VAN DYKE, DAVID P........................................195
VAN DYKE, THURSTON E. ......................338, 395
VAN EPPS, ELWOOD.........................................374
VAN ESS, RALPH E............................................132
VAN EYNDE, ROBERT J. ..................................370
VAN HORN, NORMAN E...................................403
VAN OYEN, HAROLD D. (KIA)..........................70
VAN SON, GEORGE.............................................99
VANCE, LEON R. Jr............................................306
VANCE, LEWIS I. ...............................................295
VANCE, ROBERT D. ..........................................418
VANDER BOOM, JOSEPH F..............................384
VANNESTE, ROBERT L.....................................398
VAUGHAN, CHARLES W..................................269
VEITCH, MAX.....................................................414
VENTURA, ANTHONY J. (KIA)........................319
VETTER, EDWARD F.........................................371
VICKERS, HAROLD, J. ......................................201
VIKERY, EUGENE P. ...................................72, 135
VOGEL, ROBERT I. ............................................112
VOGT, ROBERT K. (KIA) ....................................53
VOIGT, LORIN L.................................................333
VOORHIES, HENRY H. (KIA) ...........................152
WADDELL, CARROLL ......................................238
WAHLER, WILLIAM L. .....................................256
WAITE, EDWARD R.......................................44, 84
WAITE, JOHN K..................................................116
WALDO, EDWIN L. ............................................272
WALKER, ALFRED C. .......................................269
WALKER, BEAUFORD K. .................................240
WALKER, DONALD E. ......................................400
WALKER, JOSEPH H. (KIA)..............................401
WALKER, RICHARD H......................................163
WALKER, ROBERT K. .........................................60
WALLACE, JAMES G.........................................236
WALSER, WALTER A........................................237
WALSH, JAMES H. Jr. ........................................294
WALTON, ELBERT B.........................................405
WANDTKE, GILBERT A......................................66
WAPENSKY, RUSSELL A. (KIA)......................214
WARD, EDWIN M. Jr. (KIA) ..............................262
WARD, JOE F. (KIA)...........................................101
WARD, KENNETH P. (KIA)...............................352
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July 2005 edition
�44th Bomb Group Roll of Honor and Casualties
WARLEY, ARLO V. (KIA)................................... 31
WARNE, GIDEON W. (KIA)................................ 60
WARNER, WILLIAM L...................................... 409
WARPACK, E. H. ................................................ 392
WARREN, JAMES H. ......................................... 256
WARREN, LESTER D. (KIA)............................. 319
WARREN, WAYNE M........................................ 241
WARTH, CHARLES J. ........................................ 115
WARVEL, JAMES K........................................... 240
WARVICK, ISLEY B. (KIA) .............................. 131
WASKA, CHARLES D. Jr................................... 245
WATKINS, HORACE L. ..................................... 398
WEANT, W. BAXTER .................................. 76, 156
WEATHERWAX, ROBERT B.................... 154, 208
WEATHLEY, J. C................................................ 365
WEAVER, LEWIS R. (KIA)................................ 172
WEAVER, TED L. ............................................... 333
WEAVER, WORDEN............................................ 99
WEBER, HERMAN P.......................................... 407
WEBER, ROBERT J. ........................................... 292
WEEMS, MANUEL H. (KIA) ............................. 121
WEINER, STANLEY (DIED) ............................. 177
WEINMAN, EDWARD I. (KIA) ......................... 401
WEISER, SAMUEL S. (KIA) .......................... 41, 46
WEISS, PAUL...................................................... 419
WEISS, WILLIAM J. ........................................... 264
WELBORN, FRANCIS C. ................................... 372
WELLMAN, HARRISON W. IV (KIA).............. 393
WELLS, WALTER U. ......................................... 156
WELSH, WILLIAM F. (KIA)................................ 53
WENKE, RAYMOND G. (KIA).......................... 262
WERNICKI, EDWARD A. (KIA) ....................... 276
WERNING, ROBERT T. ..................................... 216
WESSINGER, JAMES C. Jr. ............................... 342
WESSMAN, HELGE E. (KIA) ............................ 372
WEST, JOHN W. (KIA)....................................... 414
WEST, WILLIAM A............................................ 313
WESTBROOK, HARTLEY A ............................... 65
WESTCOTT, GERALD S. (KIA)........................ 328
WESTENHISER, JAMES T................................. 374
WHALEN, JACK V. (KIA) ................................. 353
WHEATLY, HAROLD J. (KIA).......................... 275
WHISLER, REYNOLD T. ................................... 318
WHITAKER, COLEMAN S. (KIA) .................... 135
WHITBY, RAY L. ............................................... 115
WHITE, BENJAMIN F. Jr. (KIA) ......................... 58
WHITESIDE, LEON M. ...................................... 321
WHITING, CLAYTON C. ................................... 362
WHITLOCK, CHARLES A. Jr. ........................... 116
WHITLOCK, DOY V. ......................................... 143
WHITLOCK, GEORGE E. .................................... 82
WHITTLE, JAMES L. Jr...................................... 422
WHITWORTH, JOHN L.............................. 246, 259
WHOLLEY, FRANCIS G.................................... 335
WIENER, FREDERICK....................................... 367
WIESER, HENRY A............................................ 195
July 2005 edition
WIESER, JERRY H. (KIA).................................... 61
WIEST, CHARLES L. ......................................... 265
WIITALA, EINO J. .............................................. 298
WIKE, WILLIAM M............................................ 227
WIKLE, EARLE E. .............................................. 238
WIKMAN, CHARLES P...................................... 380
WILBORN, EVERETT W. Jr. (KIA)..................... 68
WILD, EDWARD C. Jr........................................ 218
WILKENSON, OSCAR H. (KIA).......................... 41
WILKES, CHARLES E. (KIA).............................. 47
WILLEMS, FRANK J. ......................................... 335
WILLIAMS, ALLEN N. Jr. ................................. 271
WILLIAMS, CHARLES D. ................................. 298
WILLIAMS, CHARLES E. (KIA) ....................... 303
WILLIAMS, DON J. (KIA) ................................... 58
WILLIAMS, GEORGE V. ................................... 237
WILLIAMS, HOMER W. .................................... 237
WILLIAMS, LOWELL E. ................................... 353
WILLIAMS, RICHARD H. (KIA)....................... 125
WILLIAMS, SAM D.................................... 143, 194
WILLIAMS, TRUITT H. (KIA)........................... 102
WILLIAMSON, JACK D..................................... 230
WILLIAMSON, LEROY M................................. 265
WILLIS, GEORGE K. Jr...................................... 404
WILLIS, THEODORE D. .................................... 298
WILNER, EDWARD A. ...................................... 404
WILSON, ALFRED R.......................................... 321
WILSON, EDWARD R. (KIA)............................ 116
WILSON, JAMES A. ................................... 292, 335
WILSON, JAMES L. (KIA) ................................. 202
WILSON, JOHN E. .............................................. 372
WILSON, STANLEY (KIA).................................. 89
WILT, KENNETH E. ........................................... 313
WIND, JACK J..................................................... 272
WINFREE, JULIAN E. Jr. (KIA) ........................ 214
WINGER, GEORGE W. (KIA)........................ 62, 94
WINN, CHARLES ............................................... 268
WINN, JACK M................................................... 269
WINTER, LEROY R...................................... 41, 110
WISE, SOLOMON I. (KIA)................................... 42
WITKIN, LEONARD (KIA)................................ 377
WOCKENFUSS, WILBUR E. ............................... 54
WOJCIK, EDWARD S. ............................... 139, 160
WOLF, FREDERICK T. (KIA).............................. 75
WOLF, HOWARD C. .......................................... 399
WOLFE, ADOLPH A. ......................................... 398
WOLFE, ROBERT W. ........................................... 99
WOLFSON, MURRAY R.................................... 419
WOO, DAVID H. ................................................... 46
WOOD, EUGENE................................................ 318
WOOD, FRED D. Jr. (KIA) ................................. 247
WOOD, HAL N. (KIA) ........................................ 279
WOOD, THOMAS M. (KIA)................................. 91
WOODS, HOWARD C. (KIA) ............................ 109
WOOLFE, CHESTER R. (KIA)........................... 121
WOOLMAN, JOSEPH S...................................... 399
www.44thbombgroup.com
Page 453
�44th Bomb Group Roll of Honor and Casualties
WORTH, WOODROW N. (KIA).........................162
WRIGHT, RAYMOND E. (KIA) .........................158
WRIGHT, W. H. ...................................................272
WRIGHT, WILLIAM H. ......................................339
WRIGHTS, WILLIAM H. Jr. ...............................367
WULFF, ORVILLE L. (KIA) ...............................202
WYANT, JOHN C. ...............................................372
WYCHECK, JOSEPH E. (KIA) ...........................319
WYER, IRIS C. Jr...................................................57
WYGONIK, ADAM C. ..........................................63
WYSOCKI, EDMUND.........................................392
YEATTS, ROY J. (KIA).......................................129
YOAKUM, ARTHUR M. (KIA) ............................85
YOANITZ, MORRIS............................................322
YOCCO, DOMINIC P. (KIA) ..............................335
YOUNG, DONALD L. .........................................276
YOUNG, JAMES F. .......................................38, 126
YOUNG, ROBERT E. (KIA) .................................93
YOUNG, THOMAS JEFF ....................................340
YOUNG, WILLIAM A.........................................228
YOUNG, WILLIAM C. (KIA) .............................378
YOUNT, WALTER K. .........................................327
YOUSE, CHARLES M. (KIA) .............................280
YURICK, CHESTER W. (KIA) ...........................202
ZAJICEK, JAMES L. (KIA).................................278
ZARUBA, LeROY E. .....................................59, 102
ZDONICK, MICHAEL P. (KIA)..........................165
ZIEGLER, GEORGE G. .......................................370
ZIEGLER, NORBERT J. (KIA) ...........................375
ZIELENKIEWICZ, ADOLPH..............................174
ZIMMER, FLOYD H. (KIA)..................................51
ZIMMERMAN, THEODORE F...........................267
ZIMMERMAN, WESLEY L................................107
ZOLLER, HARPER F. Jr. (KIA)..........................107
ZWEIG, LOUIS E. Jr............................................336
ZWICKER, HENRY R. (KIA) .............................131
This index includes all of the names mentioned in the loss tables in this book.
Page 454
www.44thbombgroup.com
July 2005 edition
�
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Books - 44th BG History
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Roll of Honor and Casualties Lundy
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Will Lundy (<a href="https://www.yumpu.com/en/document/read/9793559/44th-bomb-group-roll-of-honor-and-casualties-united-states-air-" target="_blank" rel="noreferrer noopener">Published Online</a>)
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Books - 44th BG History
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67th Squadron History - Will Lundy
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Will Lundy (<a href="http://www.8thairforce.com/44thbg/lundyroh.pdf" target="_blank" rel="noreferrer noopener">Previously available on now inactive 44th BG Website</a>)
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44th Bomb Group Veterans Association
42-50427
8 BALL TAILS
Vol. 13 Issue #5
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Summer 2013
EIN # 68-0351397
LEMON DROP
Lemon Drop arrived in Shipdham on 20
September 1942, and was assigned to the 68th
Squadron. Lemon Drop’s first mission was 14
November 1942. This plane flew 48 missions,
with twenty different crews, Reginald Phillips,
Robert Norsen, Thomas Cramer, Walter
Holmes, Wilmer Garrett, James O’Brien,
Francis McDuff, Rowland Houston, George
Jansen, Robert Lehnhausen, Ben Gildart,
Harold Slaughter, Arthur Marcoullier, Shelby
Irby, George Insley, Richard Comey, George
Maynard, Paulino Ugarte, Arthur Anderson
and Kent Miller. Leon Johnson flew as
Command Pilot on one mission. Its last
mission was 15 February 1945.
Among its famous missions was to Ploesti,
flown by Reginald Phillips on 1 August 1943.
Once Lemon Drop was sent for repairs at
Bradwell Bay in Essix; Another time to Liverpool.
It became an assembly in February 1944. In
1 June 1945 this war-weary aircraft failed
inspections, and was salvaged.
1
�2013
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85142
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail: leeaston@elberton.net
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail: Stephenadams2009@BTInternet.com
Database Custodian and Webmaster:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: Afbas@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�REGINALD PHILLIPS CREW AND LEMON DROP
68TH SQUADRON
(Not Individually Named) Reginald Phillips, Pilot; Theodore Scarlett, Co-Pilot,
Carl Haworth, Navigator; Herbert Light, Bombardier; Donald Ingram, Radio
Operator; Frank Cross, Engineer, Top Turret Gunner; Carl Cleland, Waist Gunner;
Jack Banta, Waist Gunner; Henry Hayes, Jr., Tail Gunner.
The Reginald Phillips crew flew twenty of their twenty five missions in Lemon
Drop. His first mission on 11 November 1943 was a Diversionary. Then on 5 July
1843 they joined the group that flew to Africa, engaging in missions to Sicily and Italy.
On 1 August 1943 he flew the Ploesti mission, flying as Wingman to John Diehl, pilot
of Victory Ship with James Posey as Command Pilot. This group went to Target Blue.
In discussing the mission later with Bob Lehnhausen he later compared that
mission to Dantes’ Inferno – a trip into Hell!
Lehnhausen remembers Phillips as a model soldier and a great pilot. He was a
close friend of Tommie Holmes, who also flew the Ploesti mission. After he completed
his missions, he was transferred to the 14th Combat Wing, working under General
Leon Johnson as Assistant Operations Officer.
Phillips was so revered in his hometown of Watertown, Maine, they named the
airport after him.
The devoted Crew Chief of Lemon Drop was Charles C. Pigg. He was proud to
keep it going through its 48 missions, before it became an assembly plane.
3
�PRESIDENT’S MESSAGE
The 2nd AD Association was dissolved last November and
we are fast approaching Oct.1, the date we will do the
same. Ruth Morse, our devoted Secretary and Editor, is
planning one more and final issue of the 8 Ball Tails before
that date.
I would urge all the next generation members to
consider joining the Heritage League of the Second Air
Division. They are an active organization with their own
publication, The Heritage Herald, and have yearly reunions.
Theirs will be in Savannah in July and they are planning to have their 2014
reunion in Norwich.
Further, Chris Clark, one of our own, is a Vice President of the Heritage
League and will be recruiting new members. (See article re that in the last
issue of the 8 Ball Tails). Chris’s uncle, Charles Frank Clark flew 10 missions with
the 44th late in 1944 after doing a complete tour with the 489th Bomb Group.
For more information regarding joining the League, contact Chris Clark or
Marybeth Dyer, League President.
Chris Clark 1020 Glacier Ave, Manassas , VA 20110 Tel 703-392-9437
clarkhistory@aol.com
Marybeth Dyer 8427 Willow Glen Court, Pacifica, CA 94044 Tel 650-355-8383
smbdyer@sbcglobal.net
George Washburn
The 8 Ball Tails is sad to report the passing of two notable members of the Second
Air Division, Ray Strong and Ray Pytel. Ray Strong is the last surviving Founding
Member of the Second Air Division. Ray Pytel was the Editor of the 2 AD Journal.
Pytel had hoped to continue producing the Journal, but that cannot happen. Both
will be missed. This information from Andrew Hawker, a member of the Memorial
Trust Board of Governors for the Memorial Library in Norwich, England.
70 YEAR OLD FLIGHT JACKET RETURNS HOME
Although James R. Perry, pilot in the 67th Squadron, passed away in 1994, the
memory of his lost flight jacket confounded his family. His daughter, Michele
Tremblay, set out to find it. A Google search paid off. She found the jacket in Bristol,
England, and paid a hefty price to get it back. But it is now in the family, and Michele
will pass this valuable treasure on to later generations.
4
�LETTER FROM SHIPDHAM
By Peter Bodle
Like most of you guys I have hung up my flying
goggles for the last time a while back and confine any
flying that I do to the capable hands of the younger
ladies and gentlemen of the commercial airline world.
That as you well know, leaves a giant hole in one’s life
and takes quite a bit of getting used to, but fortunately,
by moving to Cornwall, I now I have the opportunity to
turn my hands to owning and sailing a small boat and
seeing what Carrick Roads and its offshore waters have
to offer.
The day to day involvement with the Aero Club at
Shipdham was both challenging on occasions as well as
great fun. However the creation of the 44th Bomb Group Museum was 100%
enjoyment all the way. From my perspective working with Steve Adams and our
curator Peter Steele was most enjoyable, as I got to learn a great deal from both. It
also allowed me time to learn more about the 44th and the wider 2nd Air Division in
a way that books (however well written) were just not able to do. It then of course
put me in a position to meet you guys and then to go on and explain to the Museum visitors all about you and what happened for the brief time that Shipdham
was your home. It has been a great journey and I have enjoyed it immensely.
Interestingly on UK TV last week I had the chance to see some raids over Ploesti
taken from inside the attacking bombers as they swept in over the oil producing
plant…but this time it was from the cockpit of a Russian plane, taken as the Red
Army pushed inexorably towards Berlin and the final days of Hitler’s Nazi regime.
This and other WWII programmes seem still as frequent on the TV, and I’m
pleased to say they still seem to attract a really sensible number of viewers, and as
such we should have material like this to educate the up-coming generations for
years to come. As most politicians seem not to have learned many lessons from
history, let us hope the younger generation and the average man in the street sees
what you did and understands what it took from you and your generation to
achieve the works that we have today.
I look forward with a mixture of both sadness my usual quota of pleasure, in
putting pen to paper for the next couple of ‘Letters From Shipdham’…Like flying, it
has kinda become a pleasant habit, but until then, you guys all look after yourselves.
Cheers for now
Peter
History buffs looking for photos and memorabilia are David Webster at
b24man@gmail.com and Richard Holliday at hapholiday@yahoo.com. Any piece
of 44th BG history that can be saved will be there for future generations to understand
that freedom is not free.
5
�AN AMAZING TURN OF EVENTS AT SHIPDHAM
AS REMEMBERED BY RODERICK RICE,
CO-PILOT ON THE FOREST MUSGRAVE CREW
This was an operational mission to
Brunswick this day, 8 May 1944. All
aircraft returned safely, but the 66th
Squadron lost an aircraft and two
crewmen killed in an apparent
unrelated incident.
According to Will Lundy, the 66th
Squadron had a tremendous turnover in
personnel, due to their being established
a Pathfinder (PFF) Squadron. One of the
new crews being transferred into the
66th was a PFF aircraft #41-28795 and
crew from the 466th Bomb Group. On
this date, this crew was performing a
practice flight at 23,000 feet, while on
their way to Shipdham with a practice
crew. They did this to gain experience,
and were making a practice run using
their PFF equipment in the vicinity of
Great Yarmouth.
to correct it, but it didn’t stop there.
The nose kept rising to an acute climb
attitude. Manipulation of throttles and
trim tabs were of no consequence. It
was at that moment that the decision
was made: “THIS EQUIPMENT IS
COMPLETELY OUT OF CONTROL. WE
STILL HAVE A GOOD MARGIN OF
ALTITUDE. WE’D BETTER EVACUATE
WHILE WE CAN”.
Permar and Ross were in the nose
section, and escaped via the nose wheel
hatch. Russell, Branch and Dovey were
on the flight deck, and went out the
bomb bay, as of course did the two
pilots. It is assumed that Cargill was at
or near his station, which was located in
the waist section of this Pathfinder
equipment. He was the only one who
did not get away, and no one knows
why. The plane had quickly dropped off
The Co-Pilot, Lt. Rice, described the
into a spin. He may have been hit, for
incident: we flew that day with a
all anyone knows. Musgrave got out,
skeleton crew that had no gunners. Our but his parachute rip cord was still in
purpose was to test the new Pathfinder place. Again, no one knows why.
equipment, two Navigators and two
The plane went down in a spin and
Bombardiers. It was near noon, and we
burned.
Very few minutes elapsed
had completed our assigned exercise
between the time of the attack and the
and were ready to descend and return
plane’s impact with the ground. No one
to the base, but were advised to hold
reported having seen or heard anything
off until the planes returning from that
other the two explosions, so there was
day’s assignment were safely on the
no eye-witness among the surviving
ground. We were in a “hold” situation
at an altitude near 20,000 feet on auto- occupants of the plane, but is my firm
belief that we were victim of an invading
pilot. Suddenly two sharp thuds jarred
aircraft that had shadowed the homb
the plane and knocked it into a steep
group’s formation that was returning
right wing down attitude. The autopilot was ineffective, so it was disengaged from the bombing mission, and had
spotted an easy target.
with the thought that maybe it was
damage to the auto-pilot that caused
Studies made near the crash site,
this sudden disruption. It required
shows that this aircraft, in fact, was shot
extreme effort by both pilots to bring
down. Official records show they found
that wing up again. Then it went into a five 20-mm holes in the plane, which
steep dive. Again it took extreme effort was burned after crossing, so not much
6
…continued on next page
�AN AMAZING TURN OF EVENTS AT SHIPDHAM
AS REMEMBERED BY RODERICK RICE, CO-PILOT
ON THE FOREST MUSGRAVE CREW
was left for further examination.
The Crew: Forest Musgrave, Pilot
– KIA; Roderick Rice, Co-Pilot –
Parachuted; Weldon Branch, Navigator
– Parachuted; Arnold Dovey – Parachuted,
Injured Spine, Hospitalized;
CONTINUED
Donald Permar, Bombardier – Parachuted;
Arthur Ross, Bombardier – Parachuted;
George Russell, Engineer – Parachuted;
Lawrence Cargill, Radio Operator – KIA.
Losses: Two dead, one injured,
two unhurt.
CHRIS CLARK AND THE HERITAGE LEAGUE
Chris Clark, one of the great
researchers of the 44th BG, is still
recruiting second and third generations
to join the Heritage League, an outgrowth
of the 2nd Air Division. The 2 AD was
the group that encompassed many
bomber groups, including the 44th BG.
Their most notable accomplishment
was the establishment of a Memorial
Library in Norwich, England. That has
an unbelievable amount of information
about America, including the 44th BG’s
contribution to the battle to defeat the
Nazi regime. They have Arlo Bartsch’s
CD, listing so much information about
the combat missions flown by each
Squadron of the 44th and each individual
participant. English children know much
about America – it’s history, geography,
culture and government (more than
American children know about England,
or about the war.)
When the Library held its grand
opening, seventeen busloads of
American attended. We had a police
escort, went the wrong way on one
way streets, ignored street signs and
got everyone to the Library in time for
a beautiful ceremony. Along the way,
horns blew; people stood outside their
doors, waving towels to the passing
buses; and shouting kind messages.
The League is trying to maintain that
close relationship. They are holding
their Reunion in Savannah, July 22-26,
alongside of the 8th Air Force Reunion.
In 2014 they plan a Reunion in England.
This is a very vibrant group. You would
enjoy sharing their efforts to preserve the
history and legacy of our WWII veterans.
In addition to their customary reports,
the League will also carry Folded Wings
of every group. So the history of 44th BG
members who pass on will continue to
be made known.
You can contact Chris Clark at
clarkhistory@aol.com.
OTHER LAWS OF MURPHY
A FINE IS A TAX FOR DOING WRONG. A TAX IS A FINE FOR DOING WELL.
CHANGE IS INEVITABLE, EXCEPT FROM A VENDING MACHINE.
IT IS SAID THAT IF YOU LINE UP ALL THE CARS IN THE WORLD END-TO-END, SOMEONE
FROM CALIFORNIA WOULD BE STUPID ENOUGH TO TRY AND PASS THEM ALL.
7
�GERMAN RESEARCHER UNEARTHS CRASHED B-24’S
Enrico-Rene Schwartz found some
crashed B-24’s, some still holding human
remains. He appealed to Chris Clark, to
help him find the US Airmen who were
flying in those planes. They did the
research in the National Archives,
where Clark regularly does research
for different groups.
Pictured here are: (L-R) Schwartz and
Clark holding picture badges, saying
“Missing Air Crew Research Team”.
Photo by Brian Mahoney
IT’S NOT WHAT YOU GATHER, BUT WHAT YOU SCATTER
THAT DETERMINES WHAT KIND OF LIFE YOU HAVE LIVED.
HOWARD HENRY’S (PETE) FAVORITE MEMORY
The one mission that sticks in my memory above all others was #19 on 18
September 1944 to Best, Holland. We were carrying supplies for airborne troops
that had landed there 17 September 1944. It was a most wonderful mission, and
none of us would have missed it for the world. We went into target on top of trees,
Dutch civilians waving like mad as we went past; waving Dutch flags, British flags
and anything they could find. Cattle were running wild all over the place. The
whole western end of Holland for 50 miles inland had been flooded by the Nazi.
We pulled up to 500 feet over the target area, and parachuted supplies (ammo,
food, medicine) to the troops, then back down to deck again. We saw no opposition,
but discovered a .30 cal. hole in the leading edge of the wing on return to Shipdham.
It cut the electric line to #1 and #2 manifold pressure and put a hole in the gas
tank. Some others had it worse, engines, hydraulics, etc. shot out. One ship ditched
in the North Sea. I saw 3 men getting out of it.
We were flying with the 66th Squadron as Deputy Lead of the 3rd Squadron in
HENRY. The mission lasted 5 ¼ hours.
Ed. Note: Could it be that this mission was so memorable, as being welcomed in a country is a
rare occasion?
Losses from this mission include the loss of #42-50596, 68th Squadron, piloted by Gus Konstand.
Six members of this crew were KIA; three others survived the ditching, but were picked up by the
Germans and became POW.
The 506 Squadron, flying in Bar-V, piloted by Richard Habedank had two members seriously
injured by small ammo fire, but all survived.
8
�CHARLES RUNYUN’S UNEXPECTED FIND
Charles Runyun searches crash sites for pieces of history that he can place in his
unique museum, located in Lebanon, Tennessee. Recently he received a rare picture
of the crashed plane, Victory Ship, 68th Squadron. It went down 21 January 1944.
The Co-Pilot, Lt. Rice, described the incident: we flew that day with a skeleton
crew that had no gunners. Our purpose was to test the new Pathfinder equipment,
two Navigators and two Bombardiers. The mission was to Escalles Sur Buchy; the
target was the V-1 sites. The purpose was to end the unmanned attacks that were
striking London and other important locations in England. Victory Ship, piloted
by Alfred Starring was one of six planes lost on that mission.
The French have started a museum in that area, honoring the French Underground who aided Allied airmen to escape the Nazis and return to England. The
Musee de Resistance is located at Grateneoix, which is near the crash site of the
Frank Sobatka crew.
Anyone with significant pictures or artifacts of the 44th BG can offer them to
the Runyon Museum. His e-mail address is: Wrememberd@aol.com.Among the
historic treasures in Charles Runyun’s museum is a Doolittle data plate from Plane
8 of the Doolittle Raiders. The story was featured in Aviation magazine, explaining
that after the surprise attack on Tokyo the plane ultimately flew to Siberia. 50
years later, a friend of Runyun’s found the severed cockpit section in a disused part
of a Russian airport. It had been dismantled, run over by a tracked vehicle –
probably a tank – and all that was left was an unnoticed data plate. It made its
way into the Runyun Museum.
After the article came out, to Runyun’s surprise, he and his wife were invited to
attend the last Reunion of the Doolittle Raiders.
9
�SOME OF THE CREWS THAT WON THE WAR
BEIBER CREW
Back Row L-R: Paul Boensch, Bombardier; Willis
Edgecomb, Navigator; Gerald Folsom, Co-Pilot;
George Beiber, Pilot.
Front Row L-R: Nathan Woodruff, Engineer/Top
Turret Gunner; Carl Miller, Waist Gunner; Perry
Morse, Tail Gunner; Harold Maggart. Waist Gunner;
William Regham, Ball Turret Gunner; Willie Uvanni,
Radio Operator.
CREW CHIEF
The Beiber Crew flew
most of their missions on
the Consolidated Mess,
but cannot remember the
name of their Crew Chief.
Does anybody know the
gentleman’s name?
TOM MCKENNA CREW
Front L-R: Gerald Gross,
Navigator/Bombardier;
Russell Dowell, Co-Pilot;
Tom McKenna, Pilot.
Rear L-R: Louis Spektor,
Tail Gunner; Mike Allen,
Radio Operator/Gunner;
Jacques Jacobson, Left
Waist Gunner; James
Johnson, Armament Gunner;
William Hornberger,
Engineer/Top Turret Gunner;
Glen Allen, Right Waist
Gunner.
10
…continued on next page
�SOME OF THE CREWS THAT WON THE WAR
CONTINUED
KOMASINSKI CREW
Front L-R: Bernard J. Komasinski, Pilot; Scott Gippert, Co-Pilot; Edgar W.
Michaels, Navigator; Charles Lane, Bombardier.
Back Row: Stanley J. Hulewicz, Tail Gunner; Frank LaFazia, Ball Turret; John
H. McKee, Radio Operator; Nelson E. Brott, Left Waist Gunner; Walter E. Jacob,
Right Waist Gunner; Frank N. Schaeffer, Flight Engineer & Top Turret Gunner.
ROBERT VAN VALER CREW
Crew not individually identified: Robert Van Valer, Pilot; Warren Carmony,
Co-Pilot; Franklin Grady, Navigator; Clarence LaPorte, Nose Gunner, Togglier;
Earl Smith, Radio Operator; Michael Dono, Engineer, Top Turret Gunner;
Samuel Hopkinson, Right Waist Gunner; Robert Gustafson, Left Waist Gunner;
Victor Cusson, Tail Gunner.
11
�B/GENERAL ROBERT CARDENAS HONORED
B/General Cardenas, Pilot, 506 Squadron,
is being honored in San Diego for his
many efforts to help needy veterans and
for his work in creation of a burial site
for veterans at the Miramar National
Cemetery. Cardenas is also credited for
joining other veterans in creation of the
monument to the B-24, with the plane
pointing to the original site of the
Consolidated Plant, creator of this
valuable aircraft.
As an escapee from Switzerland where
he was interned after his plane went
down in Lake Constance, Cardenas
returned to the states and became a test
pilot for Wright Paterson air base. He
flew the B-29 that carried Chuck Yeager
into space, served in the Vietnam War,
then returned home to begin humanitarian
work in San Diego.
He is being honored in having a six
foot statue of himself to be placed in the
National Cemetery. The artist will depict
his bust as a WWII flyer, the lower part of
the statue will depict his later activities.
He needed to see a flight jacket, to know
how to realistically create the statue.
Richard Halliday sent him photographs;
then David Webster sent photos plus
lending him a flight jacket which has
been part of his museum collection.
After WWII, veterans made many
great contributions to this country. It is
wonderful to see one of them being so
highly honored.
JOHN RENZI, BOMBARDIER ON THE LESTER W. HUNDELT
CREW-67TH SQUADRON REMEMBERS THIS:
fire engine arrived, we were all out of the
plane, Hag, Darell Hagenah) our
Navigator and I broke a record, running
and diving into a ditch.
There was just a small fire, and two of
the crew were taken for observation and
released. The rest of us were OK.
After lunch, what was left of our crew
was informed that we were to fly Deputy
Lead on a mission to the Pas de Calais
area. This was a composite squadron. We
also had to replace the two gunners who
were taken to the hospital.
We flew the mission which was a milk
run, and in fact, got back before the group
returned from the mission to Kiel.
We were taking off to go on a mission
to Kiel, Germany with a load of 12-500
pound bombs. When the time came to
retract the landing gear, it would not
come down, no matter how hard the pilot
tried. As we still had the pins in the
bombs, we decided to retain the bombs
and come back with them, as we weren’t
very far from the base.
We landed OK with the landing gear
still down, but our pilot said “No Brakes!”
The plane went past the runway, through
a fence, jumped a ditch, skidding onto its
belly and finally stopped.
As we were about two fields away from
our base, by the time the meat wagon and
SONG OF THE LIBERATOR
To the fear-beset eyes of the tyrant, I come as an angel of deathFor what he has builded I ruin, and his legions are killed by my breath.
And from strive there arose benediction, and Love has come out of the war,
And when men see me fly through the heavens, they thank God for the B-24.
Unknown Poet
12
�A DAY TO REMEMBER BY WILLIAM MCCONNAUGHY
GUNNER, 506 SQUADRON
and that the magnitude of fighter plane
opposition we would probably encounter
when the Germans realized our target was
Berlin. The briefing room was extremely
quiet at this early morning hour, as
representatives of each faith said a short
prayer for the crews involved in this mission.
Our entire crew was in excellent spirits,
and we all joked about how this would be
a hell of a good time to abort, a term used
when a crew returned to the base before
being committed to a mission due to real
or sometimes imagined malfunction of the
plane or equipment.
Our trip to Berlin was uneventful due
mostly to a good cloud cover, and the
isolated pockets of anti-aircraft fire were
far off the mark.
About forty or fifty miles out of Berlin,
our cloud cover completely dissipated, and
we could see a haze hanging over Berlin.
Our flight plan routed us southeast to a
point approximately twenty miles south of
Berlin and then due north across the city.
As we turned north and quickly
approached our target, the whole damn
sky, almost as far as the eye could see, was
a blazing inferno created by the hundreds
of anti-aircraft guns installed there to
protect the capital city of Germany. Off
to each side, German spotter planes were
flying at our exact altitude and relaying
this information to the gun batteries
below to increase their efficiency for their
devastating barrage on our bombers.
Although we desperately tried to ignore it,
we could see bombers ahead of us falling
out of formation, some blowing up, and
an ever increasing number of parachutes
floating over the city as crews abandoned
their crippled planes.
Being a gunner on a crew flying B-24
bombers out of England in World War II
was a lark for a twenty-three year old
young man, who was positive nothing
could happen to him. Actually, it was the
“Life of Riley” for a country boy from Kansas.
Then one morning’s dreams of the
good life was shattered by the barrack’s
lights being turned on, and the now
familiar raspy voice of the first sergeant
yelling, “All right you jokers, up and at it.”
Breakfast at 0200 and briefing at 0300.
The crew had talked about the next
mission being our thirteenth, but things
were going well, and we would be over
half done with our tour of duty, which was
twenty five missions.
After an unusually good breakfast, we
entered the briefing room to a ‘standing
room only’ crowd. The members of the
crew I was with looked at each other. The
feeling was different today; we had been
routed out of our sack earlier than usual,
had a better than normal breakfast, and
now had found the briefing room packed.
An air of apprehension and tension
seemed to fill the room as the curtain was
pulled back, revealing our target and flight
plan, and the room seemed to come to
life, as it dawned on each of us that our
target for this day was the marshaling
yards in the heart of Berlin. They explained
this would be the maximum effort mission
with all available bombers and crews
scheduled to participate, and the mission
would be coordinated with the fifteenth
Air Force flying out of Italy.
Our crew, being veterans of missions
over the Ruhr valley and synthetic rubber
plants in Poland, paid very little attention
to information estimating the number of
anti-aircraft guns in the vicinity of Berlin,
13
…continued on next page
�A DAY TO REMEMBER BY WILLIAM MCCONNAUGHY
GUNNER, 506 SQUADRON
CONTINUED
convinced it was a thirty caliber bullet.
I immediately had the sensation of blood
running down my neck and a very sticky
feeling in my flight suit. By instinct, I
followed the fourth fighter through his
pass and about burned out my gun
barrels, trying to get revenge. He came
right in on top of us, and just before he
turned over to go down and away from
us, he raised his hand and waved.
Although he was long gone, I remember
waving back at him. I guess in a way,
we were ‘comrades in arms’.
Surveying the damage from my
vantage point, I could see that the entire
left stabilizer was gone and approximately
one-third of the left wing. It seemed like
there were thousands of holes made by
the machine gun bullets.
Our plane at this time was completely
out of control, and I’m sure the pilot was
far too busy to inform the crew exactly
what we could expect. In the confusion,
I forgot I had a thirty caliber machine gun
bullet through my neck and probably was
bleeding to death. Remembering this,
I was positive I was going to die and
became hysterical. I can remember hollering
incoherently over the phone’s intercom
system, but just as quickly I became calm
and at peace with the world. I thought
about my mom and prayed she could
‘hang in there’ when notified by the War
Department that I was missing in action.
I’ve thought about this short interlude in
my life many times, and I’m positive most
people, left to their own means, can and
will die with self respect and dignity.
I was brought back to reality when the
pilot announced over the intercom, he
could not handle the plane, and we should
parachute out as soon as possible. I
immediately crawled out of my turret and
Even at this time, I believe the entire
crew thought we lived a charmed life and
were going to make it, but seconds before
we were to drop our bombs, an antiaircraft shell exploded in the vicinity of our
left outboard engine. We dropped out of
formation like a ton of bricks, and continued
to lose altitude until we could jettison our
bomb load. With the bombs gone, we
were able to stabilize our position, and
were soon over the outskirts of Berlin.
A quick check of the plane by the pilot
revealed our condition was not critical,
and our navigator estimated we could
be in Sweden in approximately thirty-five
minutes.
This information was greeted with
cheers from members of the crew, and
each of us started dreaming about
sweating out the rest of the war in a
neutral country, surrounded by those
beautiful blond, buxom Swedish girls.
My pleasant thoughts were quickly
forgotten when I saw four ME 109’s small
German fighter planes, closing rapidly
from the rear. This fighter had a twenty
mm. cannon in the nose, and if my memory
serves me right, three thirty caliber
machine guns in each wing. As the first
two fighter planes made their pass at our
bomber, their cannons made gaping holes
in our left rear stabilizer and the left wing.
As the third plane made his pass, I was
hypnotized when thirty caliber bullets
started penetrating the fuselage of our
plane on top and at the rear of the bomber.
Like a painter drawing a line, the holes
came directly toward my turret. In what
seemed like eternity, thirty caliber bullets
came crashing through my plastic bubble.
Although slightly dazed from this
experience, I remembered something
had hit me in the neck, and I was
14
…continued on next page
�A DAY TO REMEMBER BY WILLIAM MCCONNAUGHY
GUNNER, 506 SQUADRON
CONTINUED
for the short ride to the earth. There was
a brisk wind blowing, and like the man
said not to do, I landed on the ground
going backwards. The back of my head
hit the ground, and the next thing I
remember was my chute dragging me
across a tidy, well-kept German potato
field. I quickly knocked the chute down,
rolled it up, dug a hole and buried it.
With all of this activity, I had completely
forgotten about the rest of the crew…..
Looking up, I quickly counted eight chutes
which accounted for all of the crewmen.
They were all in the same general area and
still about a mile up. For the first time, I
realized my desire to be a hero had left me
very much alone in the middle of, to say
the least, a very hostile country.
Breaking another rule, I headed on a
dead run for a relatively small wooded
area. My flight carried me approximately
fifty feet inside these woods where I
stopped, sat down beside a large tree, and
became violently sick in my stomach. I
had not been there long when I heard the
roar of airplane motors, followed by limbs
being crushed off trees and then a shower
of airplane parts and tree limbs. Looking
up, directly over my head, and not over
thirty feet high, a four engine bomber was
crashing through the trees and finally
coming to rest, less than a quarter of a
mile in front of me. It was impossible to
believe this was the plane I had so willingly
left what seemed like only minutes ago.
Unable to move,
I sat there as the plane burst into
flames and fifty caliber machine gun
bullets began to explode. The first large
explosion, probably a gas tank, jarred me
back to actuality. I jumped and ran out of
the woods into the potato field. I noticed
a small green spot, probably between and
desperately started looking for my
parachute that I had so nonchalantly
tossed on the flight deck earlier that
morning. Crawling around on my knees,
I finally found it under some other
paraphernalia. As I stood up and started
to unbutton my heated jacket to snap on
my chute, I noticed several fragments of
plastic about the size of a dime fall out on
the floor. As I continued to unbutton my
jacket, I realized my flight suit was soaking
wet. It slowly dawned on me I had found
my thirty caliber and the blood.
During this period I was trying to
remember the several classes I was
required to attend on the art of parachute
jumping. The things that came to mind
were: if you want to try to bail out, delay
opening your chute as long as possible;
land facing downward; bury your chute;
and stay out of small wooded areas.
Thinking I might be considered somewhat of a hero if I walked out of the
center of Germany, I quickly made plans
for a quick descent to the enemy territory
below. Knowing my reflex action might
cause me to open my chute as soon as I
cleared the plane, I decided to hold my
right hand which would pull the rip cord
with my left hand, mentioning to it not to
let go until I was ready. Crawling over to
the bomb bay, I jumped out, putting my
plan into action. The free fall was a
fascinating experience but suddenly I was
in a small low-flying cloud, and could not
see the ground. I immediately decided to
open my chute, but nothing happened.
With my heart skipping beats, I looked
down and there was my left hand
desperately trying to keep my right hand
from pulling the rip cord. After a short
stern conversation with my left hand, it let
go with ample time for my chute to open
15
…continued on next page
�A DAY TO REMEMBER BY WILLIAM MCCONNAUGHY
GUNNER, 506 SQUADRON
quarter and a half mile away. Realizing
anything would be better than an open
field, I headed full speed for this spot.
This green spot turned out to be far better
than I dreamed of; because it was a hole,
perhaps thirty feet in diameter, about eight
feet deep, a small pond of water in the
middle and small trees and shrubs around
the entire inside bank. I ran down the
bank, emptied my pockets and eased my
body into the water up to my arm pits. My
head and shoulders were well covered by a
small tree and shrubs. Here I felt relatively
safe and was able to take a much needed
rest. Possibly thirty minutes later, I started
to hear people talking, the sound of horsedrawn carts, and an occasions motor
vehicle. As this activity continued to
accelerate my curiosity overcame my better
judgment, and I crawled up the bank of
my haven to peek over and witnessed an
almost constant stream of people walking,
riding bikes, horse driven carts and
scattered motor trucks making their way
to the wrecked plane, which would be
used in the German war effort. I soon
became tired of watching this procession
and eased myself back down to my safe
hiding place.
About dusks, the noise of moving
people and equipment had almost
completely stopped. I decided to have one
more look before dark. I worked my way
up the bank and peered over it into the
eyes of an elderly man with a rifle,
apparently standing guard about twenty-
CONTINUED
five feet from my sanctuary. I assumed he
had seen my head move as I raised it over
the bank. After what seemed like an eon,
he slowly turned away and I quickly
returned to my refuge. It was soon dark,
and I quickly fell asleep, exhausted from
“A Day to Remember”.
Ed. Note: Amazingly, McConnaughhay ended
his story at this point, even though much more
took place. Will Lundy completed the story.
The mission had been to Berlin. As the
pilot, Norman Howe approached the
target, they came under fire by anti-aircraft
guns. A German spotter plane flew alongside the formation, radioing their altitude
to the anti-aircraft gunners below. A shell
exploded under #1 engine, just as they
were ready to drop the bombs. They
dropped them, then started to head
toward Sweden when two 109s attacked,
hitting the fuselage and left rear stabilizer
and left wing. A third attack crashed
bullets into the top turret through the
plastic bubble.
The plane was completely out of
control. McConnaughhay and the rest of
the crew bailed out. That’s when ‘A Day to
Remember’ took place. He was captured
10 or 12 days later, trying to hike to
Sweden. Along with the other crewmen,
was sent to Stalag 1.
Two planes were lost on that raid:
Flak Magnet – 68th Squadron and
E-Bar - 506 Squadron.
SENTENCES FINISHED BY KIDS
WHERE THERE’S SMOKE THERE’S ..............................................POLLUTION.
LAUGH AND THE WHOLE WORLD LAUGHS WITH YOU.
CRY AND YOU..............................................................................HAVE TO BLOW YOUR NOSE.
IF AT FIRST YOU DON’T SUCCEED ................................................GET NEW BATTERIES.
A PENNY SAVED IS ..........................................................................NOT MUCH.
16
�GENERAL LEON JOHNSON HONORED
AT KEESLER AFB, MS
CMSgt. Craig M. Kirwin, Enlisted Functional Manager in the Weather Operations
Division sent photos of the newest exhibits in the weather schoolhouse at Keesler AFB
in Mississippi. Before Leon Johnson came to Shipdham, he was stationed at Keesler,
and was director of many operations from that base.
From time to time, Kirwin works up historical displays, such as the Johnson display,
and places them in the weather schoolhouse at Keesler. He is also supplying materials
to Ft. Hood. He sent vintage equipment to Keesler, and a WWII Weather Office’s
uniform jacket and also WWII enlisted weather jacket.
Leon Johnson and another officer.
SMSgt. David Strickland holding display picture.
According to Kirwin, the photo on display was made on D-Day, after returning from
his flight into Normandy. According to the database, General Johnson led the group
that flew to Colleville/St. Laurent.
The 3rd Weather Squadron (3WS) at Fort Hood has an entire room dedicated to
their heritage and to General Johnson.
According to CMSgt. Kirwin, the displays are to reach young airman at an early
age, and get them interested in the history of these great bases, and their potential
to make contributions in their careers.
ATTENTION: FAMILIES OF VETERANS OF PLOESTI RAID
A reunion commemorating the 70th Anniversary of the low level Ploesti mission
of 1 August 1943 will be held at the United States National Museum of the Air
Force in Dayton, Ohio. Reunion dates are 30 July through 1 August. Reunion
headquarters will be the Hope Hotel, adjacent to Wright Paterson Air Force Base.
Events will be held at the hotel and the AF Museum. Ploesti vets and their families
are welcome. Families of deceased Ploesti vets are welcome. For reunion details,
contact Blain Duxbury. bdux@aol.com 317-697-9584.
Ed. Note: As an attendee at the 60th Anniversary of Ploesti, I can truthfully say, this was the best
organized reunion I had ever attended. Their pictorial displays were outstanding, and the comraderie
among the guests was very special. You need not be a veteran or family of a veteran to be welcomed
to this event. An honest interest in the activities of the 44th BG is your only requirement.
17
�WARREN MCPHERSON, GUNNER
JAMES N. WILLIAMS CREW, 66TH SQ.
REMEMBERS HIS 27TH MISSION MISSION
FROM HIS BOOK, THE WILD BLUE YONDER
time with them open.
We made a left turn, and where we had
been, the sky was full of black smoke from
the terrific flak. In it there was a Lib going
down in a hideous ball of orange flames,
tearing apart as it fell. We saw no
parachutes come out of it. We certainly
had more than our share of trouble today.
We flew the same airplane as on our 11th
mission, now called ‘D’. The mission took
7 hours, 30 minutes, and it was minus 43
degrees in the violent blue yonder today!
Warren McPherson became a minister
after the war. He calls the next event as
“The Shortest Sermon.”
After having been special guests at
dreaded and deadly fireworks displays
and, after having too many ring side seats,
watching fellow bombers nose over and
dive into the ground or disintegrate in a
ball of fire before our eyes, we were all
close to what was called “flak happy.”
Every day – or I should say every night
– nightmares got more intense and more
realistic. Our bunks were lined vertically
from the hut wall, and since I was on the
top bunk, the hut roof curved in toward
me. One night I dreamed we were going
down in flames. It was terrifyingly real. I
woke up at the foot of my bunk clawing at
the wall - trying to find a way out.
The other crew members were
always inviting me to go drink with them
or do something else. I realized it was
their way of letting me know they accepted
me, and I appreciated it. One afternoon I
came into the hut, tired and on edge.
Jack, my friend from one of the other
crews said, “Hey Mac, let’s go…” and he
said something that hit me wrong. I
The mission was to Hanau-Langendiebach,
Germany. The newspaper headline shouted,
“Terrific Flak Costs 56 Heavies,” and a
sub-heading added, “30 Fighters Also
Lost in Big Oil Blow”. Then the article said,
“The Germans yesterday met one of the
heaviest air blows of the war against their
fast-dwindling oil production with a
furious barrage of anti-aircraft fire that
knocked out of the air 56 of the attacking
U.S. Heavy bombers and 30 fighters.
More than 1,250 B-17s and B-24s were on
the raid.
This was our proud day. We led the
392nd Bomb Group and on down to the
entire Eighty Air Force. In addition to our
crew we had dignitaries on board with us.
We took off at the briefed time and flew
to the 392nd base and circled. We then
received word to set everything up one
hour and to cruise for that time. There
was trouble with the VHF set due to no
fault of ours. We formed our bunch, then
the Division and headed out to sea.
We went in behind our lines and
into the target area to bomb through
clouds. We were carrying 100 pound
bombs, two M-17 bombs, and two smoke
bombs. The left two Bombay doors would
not fully open so Len went out on the
catwalk without parachute or oxygen to
open them. He almost fell out of the
bomb bay. That would have been a fall of
almost five miles. Fortunately, he got back
to the safety of his oxygen mask. The
bomb bays were open only halfway, so we
toggled our bombs through them. To our
amazement, the doors then blew back in
place. But then the two right bomb bay
doors would not close. Later, at a lower
temperature, they closed after going some
18
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�WARREN MCPHERSON, GUNNER
JAMES N. WILLIAMS CREW, 66TH SQ.
REMEMBERS HIS 27TH MISSION MISSION
FROM HIS BOOK, THE WILD BLUE YONDER
CONTINUED
game where he left off. That was the
shortest one-sentence sermon I ever heard.
Those men knew my life, and they didn’t
want me to change.
Although other bomb groups had
heavy losses on this mission, but according
to Will Lundy, the Forty fourth had
members who sustained injuries, all made
it back to Shipdham and the injured were
hospitalized.
responded, “Oh blankety blank!” Those
words weren’t in my vocabulary, and the
guys had not heard me use them
A poker game was underway on one
of the bunks. Hal was astride the bunk
with his back to me. The card game came
to a halt! Hal raised up, swung his leg
over the bunk, and pivoted right into my
face. He said, “Mac, I don’t ever want to
hear you say that again!” Then he swung
back astride the bunk and resumed the
THE CONTINUING SAGA OF ESCAPEE
RICHARD A. MAYHEW
noticed some potatoes on the floor with the
straw, and I imagine she was coming to get
some to fix for breakfast.
By this time the sun is rising, and I felt
that I should get out of this village, so I left
the road and followed a trail cutting
through the fields back south toward the
mountains. About two hours later I met a
man coming down the trail. I could see he
had a military tunic, and once again my
heart started to pound, but since there was
no place to run or hide, I knew I would have
to face him. When we met I once again
explained that I was an American flyer. He
motioned me to follow, and after about 15
steps, we sat down in a niche in a stone
fence at the edge of the field. As we sat
down, he reached in his pack and gave me
some cheese and wine. He also gave me
some tobacco; I hadn’t had any cigarettes
or smokes since I left Paris, so as you can
imagine, they looked good to me. As we
talked, he kept impressing upon me to be
alert. “Regards, regards,” he kept saying,
I left Pamiers about noon and continued
toward the mountains along this same road.
I walked the rest of the day. After dark, I
came to a town called Faix. I was really cold
and tired and started looking for a place to
hole up. I came to a building, which I later
found out, was a school house. The door
was unlocked, so I went in, saw a staircase
and crawled up. I struck a match and saw it
was a loft with straw on the floor, so I pulled
straw over me and went to sleep.
Although it was still pitch dark, I assume
it was toward morning. I awakened to hear
footsteps some place in the building. I got
to my feet, opened the door a crack and
listened. I peered out the door with one eye
and saw the light of a candle coming down
the hall. My heart was pounding so loud, I
couldn’t hear anything, and I thought, “Oh
God. I’m caught.” I stepped back and the
door opened. There was a woman; she
screamed and I screamed. She ran back
down the hall, and I ran down the stairs and
out of the building as fast as I could. I had
19
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�THE CONTINUING SAGA OF ESCAPEE
RICHARD A. MAYHEW
which I knew meant “watch, and keep your
eyes open.” I knew from what he was
saying, that I would run into people further
up the mountain. He gave me some cheese
and tobacco, and I started on up the trail,
but I was apprehensive. I didn’t know if I
would run into somebody to help me or the
enemy. It was still early in the morning as I
came to the top of a ridge. I stopped to
survey and saw a plume of smoke coming
up further on. I thought it looked like a
campfire, so I kept my eye on it as I moved
cautiously down the trail. About ten
minutes later, a man suddenly stepped out
from behind a tree and confronted me.
Frantically, I again explained, “American,
American.” He motioned me to follow, and
after about 15 yards he left the trail and
started down the hill. I followed. We
passed through dense thicket and came to a
small opening, with a rock outcropping on
the north. I could see that the smoke had
originated there. He went on ahead, and in
low tones said something that I knew was
his way of identifying himself. An answer
came back, and we then moved forward,
and I saw the mouth of a cave with a man
standing in front of it. As we got closer,
other men came out and greeted the man I
was following. He explained to the others
that I was an American flyer, and we went
on into the cave. Counting the man I was
with, there were eight men living there. The
man who brought me in told me his name
was “Ponga” and introduced me to the
others. After introductions, we sat down
around the fire. They asked me if I had
tobacco; I took out what I had, and we
all rolled a cigarette. They had a pot of
potatoes cooking, and we ate them while
they all threw questions at me. After eating,
they made me stand while they searched
me. Finding my escape map and compass,
they were satisfied I was telling the truth.
CONTINUED
One Frenchman was curious as to why I
didn’t have a gun. I assured him I had never
had one on this mission. We talked as best
we could, and I found out they were a
group of Partisians who were living in the
Pyrenees foothills, or the Machee carrying on
sabotage and guerrilla warfare. They called
themselves a French Resistance group. There
were three Spaniards, five Frenchmen, and I
made the only American. I spent about nine
weeks with this group. During that time I
went along with them on their forays in the
surrounding areas. They called themselves
Camp Jean Robert, after the group leader.
During the first few days I learned the names
of the others. I can’t remember them all.
We used first names only: Ponga, Hasea,
Joseph, Coze, Robert, Maurice. The Spaniards
were refugees from the Spanish Civil War.
On about the third day I was there, Ponga and I left early with one morning with
jugs to get water from the river down in the
valley. After we had filled our jugs, Ponga
leaned toward me and sniffed, which was a
not too subtle hint that I stunk. We both
stripped and plunged into the icy water. He
had soap, and I washed myself faster than I
ever have, before or since. We crawled out
into three feet of snow on the bank, got into
our clothes fast and hurried up the mountain
again. Despite the discomfort from the cold,
I felt great. We carried water every day, and
the men took turns doing it, but for the next
week or so, they sent me along with
whoever was doing it that day. Finally, after
some discussion, they decided I could take
my turn alone. On my first day alone, Ponga
gave me a pistol to carry along. I had filled
the bottles and about half way back up the
hill, I saw a wild sow with four or five piglets
following. I shot the last piglet and dragged
it back to the cave. When the group saw me
walk in with the pig in my arms they hooped
and danced around. We had eaten nothing
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RICHARD A. MAYHEW
but potatoes for days and days, and this was
“meat on the table”.
Two of the men started skinning and
cleaning the pig, and Joseph asked me if I
was careful, was I sure the shot wasn’t
heard. I answered him, I was as careful as
possible, and as sure under the circumstances
as I could be. They finished dressing out the
pig, then carefully cut off the head and put
in a pot of water to boil. I didn’t realize until
later, that the head was the choice portion,
and that the choice portion always went to
the hunter who had shot it. They reverently
told me that the head was mine, complete
with ears, eyes, tongue, snout, brains and
anything else within the skull. Needless to
say, I wasn’t exactly looking forward to it,
and would have much prepared a nice piece
of leg meat, but I was determined I would
eat it and act like I relished every mouthful.
When it was done, they split the head and
laid it before me, brains and eyeballs oozing
out all over. With a smile on my face, I dug
in and forced it all down. Those Frenchmen
weren’t going to say an American couldn’t
swallow it. To this day, I’m not sure they
really did prefer the head, or whether they
wanted to see if I could take it.
The next night we were to go to the
village of Fiox to get supplies. I was asked to
go along, and I knew then that I was accepted
in the group, and that they trusted me.
At that time the German Occupation
Army was rationing the food out to the
French citizens. The flour at that time was
laced with sawdust, and the baker was
allotted only enough flour, so each family
would get two loaves a week. However, he
would take a small portion of dough from
each loaf and make extra loaves, which he
hid for the Partisans. The citizens of Fiox fed
our particular group. They would gather
two or three potatoes from each family, and
CONTINUED
eggs were probably gathered the same way.
We left the cave in the afternoon, and it
was dark when we got to the village. We
went directly to the barber’s home where
the party split up in groups to go out and
gather supplies. When they returned, we
found we had a full sack of potatoes, three
dozen eggs, eight loaves of bread and
cabbage. We sat around and drank wine
and talked for another hour, and then
started up the mountain to the cave.
About halfway up the mountain Coze,
who was carrying the three dozen precious
eggs, fell down. Avoiding all caution, we
screamed and kicked and yelled at Coze. We
were sure our eggs were all scrambled. But
after checking, we found that only one egg
was broken and one cracked, so satisfied,
we all went up the mountain to the cave.
Several days later, a stranger (to me)
arrived at the cave. He and Robert talked
privately outside the cave for a while. After
he left, Robert came in and told us that a
British plane had made an air drop which
had been retrieved. It contained guns,
ammunition, dynamite explosive caps and so
forth. Robert explained that we were to
meet at a pre-scheduled place and pick up
our explosive supplies. He said our mission
was to go to Talouse and set the charges to
blow up the main tracks at the rail yard
there, as they had heard that a German
military train was to come through at a
given time.
The German train was to come through
in the early morning hours, so the night
before, we left the cave after dark and met
at our appointed spot where we got our
supplies. The walk to Talouse was about ten
to fifteen miles, so we had to walk steadily
all night, as it was imperative that we have
our charges planted, and be ready to
detonate the charge when the train got
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RICHARD A. MAYHEW
there.
It was pitch black when we arrived, and
we hurriedly completed our mission, then
we all hid ourselves and waited for the train.
In the early dawn light, I noticed several flat
cars sitting on the siding next to the track,
which were loaded with what I thought
were rockets. I found out later that they
were not rockets, but were small one-man
gliders that were jet propelled up to make a
single attack on an enemy bomber, and then
glide back down.
Our mission was successful. We blew
everything to hell. We found out later that
the underground had deliberately arranged
our explosions to be detonated at the same
time American bombers were overhead.
As soon as the charge went off, we all took
off as fast and cautiously as possible to
the cave.
We slept and rested the rest of the day
and night. The next day we found out we
were out of tobacco. The men knew they
could get it from a smuggler about two
miles away, but they needed money. I went
into my survival kit and pulled out some
money, and since I was the only one with
money, I insisted on going along. It was
decided Maurice and I would go.
Early the next morning we left, Maurice
leading the way. As we descended into the
valley, we came to a farmhouse on a dead
end road. Maurice went in and talked to the
farmer, and we borrowed two bicycles.
Maurice and I got on the bikes and started
down the hill. It was a steep downgrade,
and my bike picked up speed. I realized I
had no brakes. I yelled at Maurice, and he
indicated I should ram my foot on the
front tire.
We finally came to a hard topped road;
and as we rode along, my heart flipped.
There ahead of us, stopped along the road
CONTINUED
was a German patrol car. It apparently had
engine trouble, as they were out with the
hood up.
We rode by them nonchalantly, and
finally arrived in the small town of Aurnant.
We left our bikes behind a building and
walked to the house of the smuggler. We
got our tobacco and some candy bars. I was
overjoyed when I saw he had Hershey bars.
I didn’t think I would ever see good old
Hershey bars again. We stayed and had
some food and wine, and he and Maurice
talked. Then we left and retraced our steps
back to the cave.
While we were enjoying our candy and
smokes, I noticed Joseph and Robert were
gone. The guys said they were gathering
wood. They came back later and told us
they had met and talked to a shepherd who
lived near Fiax, and he told them that the
Germans were questioning people in Faix
about resistance groups. He knew of a
family in Fiax who were pro-Nazi, and who
were sneaking around, trying to find out
about us. He warned Joseph and Robert to
be careful.
We were all filled with rage and ready to
kill this French citizen who was selling out
his country to the Germans, and after discussing the situation, we decided to pay him
a visit. We were going to use any means
possible to persuade this miserable pro-Nazi
to stop.
That night we took off. We got to the
door of the house. Robert ahead and me
following, and the other men hid. Robert
knocked on the door, and a voice from
upstairs wanted to know who was there.
Robert answered with the name of the
next-door neighbor. He came down and
opened the door. Robert shoved him back,
and I shoved a revolver in his stomach. He
threw his hands in the air saying, “What do
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RICHARD A. MAYHEW
you want? I didn’t do anything.” His face
was ashen. The other Partisans burst in the
door and shut it. While I held the revolver
on the pro-Nazi, the others went through
the house.
It was plain to see that he had been
collaborating with the enemy. He had food
– meat, bread and stuff that other French
families hadn’t seen for a long time. The
gang collected all the food, tobacco and
money that they could carry. As we left,
Robert told him, “This is only a warning.
If we hear that you tell anyone about this,
even your neighbor, we will be back, and
the next time we will kill you!” I truly
believe that to this day, he has never told
anyone. He was so scared.
We divided the money when we got
back, and for the next week or so, laid low,
eating our food and playing poker. I had
good luck and won most of the money. A
few days later when we had run out of
tobacco, a few of the guys made the trip to
the smuggler again. I didn’t go, and when
they came back, they had word that the
German Border Patrol in the Pyrenees
between France and Spain, had seemingly
increased, and they seemed to think something was going to happen.
We talked about the situation, trying to
make some sense out of it. We thought it
could have something to do with the
weather. At that time, the storms in the
mountains on the border into Spain were
quite bad, and we thought maybe the
Germans might think more people would
be trying to get across. We heard nothing
more, and a day or so later, Ponga asked
me to go with him to the friend’s place in
the forenoon. Hasea had come along with
Ponga and me. Ponga and his friend talked;
then Ponga, his friend and I decided to have
a game of cards.
CONTINUED
Hasea had his eye on the man’s daughter,
and they were in another room. After
playing cards until about noon or so, a
knock came to the door. The man opened
the door, and two French Gendarmes were
there with their pistols drawn. They told
Ponga and I that we were under arrest, and
led us out in the street. At that moment,
Hasea, who had jumped out a window, was
taking off on a bicycle. The police shot at
him, both firing several shots. I was ready to
fight, but knew I had to follow Ponga’s lead.
I wondered why he was standing there
doing nothing, but he was counting the
shots. When he knew the guns were empty,
he hit one policeman and I the other. We
took their guns and ammunition and ran.
We took off in the opposite direction of the
cave, since we didn’t want to disclose, in any
way, our hiding place. Ponga and I hid out
for two nights, and late the third night,
made our way back to the barber’s house.
He let us in, and I sat in the barber chair so
he could cut my hair while we talked. The
barber yelled at his daughter to bring some
food and wine. When she entered the room
with the tray, she was so dumbfounded to
see us, she dropped the tray. It was like
looking at a ghost, because they had heard
that we had been captured.
We made our way up to the cave, and of
course the other guys were anxious to know
where we had been and what had happened.
Ponga and I slept for a couple of days
and got rested up. Shortly after a shepherd
who knew us came by to tell us we better
do something, because the day before the
Germans found the hideout of a group of
Partisans about five miles away and had
killed them all.
This came as a shocking blow. We knew
there were ten guys in that certain group,
and we realized the Germans were
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RICHARD A. MAYHEW
intensifying their search.
We decided to move our hideout.
Gathering up the supplies we had moved
about five miles further in the mountain and
in the dense forest we made a shelter of
boughs and twigs that were practically
undetectable until you were right on it. This
scare had made us all edgy and suspicious.
For some reason, Maurice picked me out to
vent his anger on. He started by questioning
me with snide remarks about America and
my life. I realized he was scared as we all
were, and I tried to ignore him, but one
night, while we were sitting around eating,
he kicked my plate out of my hand. That
was enough, and we went at it, slugging
and punching. The guys finally broke us up,
but the fight had cleared the air.
After we had moved, we knew the
situation called for more caution, and one
of us stood guard day and night. There was
a rock outcropping, which made a watch
out. You could see the whole valley below,
and in that way we kept track of German
activity on the roads below.
You may think standing watch was a
distasteful and tedious job, and during the
cold, dark nights, it was just that; but in the
early dawn, as the sun was rising over the
mountains, the church bells in the various
towns throughout the valley would start
to ring, and it was a moving, pleasant
experience. I would feel tranquil and at
peace, and wonder how man could louse
up the world so badly.
We finally came to the conclusion that in
order to survive, we would have to split up.
I knew my goal was to get to Spain, which
was over the Pyrenees. Ponga and Hasea
were from Spain, and had families there, so
that was their goal also. Robert wanted to
go to Africa and join the French African
Army, where he would ultimately get back
CONTINUED
to France. The rest of the guys decided to
stay in France.
Ponga, Jasea, Robert and I all took off
for the smuggler. We hoped he would be
willing to guide us over the mountains.
He said he would, for a price. I had the
money, enough for us all, and we got our
instructions. The smuggler stressed the fact
that it would be a difficult trip, and we
would need good shoes and warm clothes.
We all assured him we would be ready. We
were to be back there, ready to go in two
days. As we left his place, I knew that I did
not have good shoes. I was still wearing the
high top shoes I had taken from the cabin.
My feet were covered with sores from
blisters that had formed, so on our way
back, we stopped in the village, and Robert
and I bought two pairs of string soled
French shoes. They had canvas tops and
thongs to wrap around your ankle. They felt
much better and were easy to walk in.
Back at the hideout, we prepared to
leave. We finished the food and gathered
our belongings. Before we said our goodbyes, Robert asked us to pose for a picture.
He took our addresses, and said when if ever
he got to a place to have them developed,
he would send us one.
The following afternoon, the four of us
arrived at the smuggler. As we entered the
house, I became aware of five other people
in the room. The smuggler informed us that
they were four members of the French
underground, and an American who they
were taking out. The smuggler’s wife served
us hot food, coffee and schnapps, and he
sent us upstairs to sleep until we were
ready to go.
I was in a bedroom with the other
American, and of course, we talked about
our experiences. I think he said his name
was Chandler. He was flying on the same
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RICHARD A. MAYHEW
mission I was on. He was a gunner, and he
told me he thought he saw my plane shot
down. A few minutes later, his plane was hit
too, and he parachuted out. However the
minute he landed, he was contacted by the
underground, and they had smuggled him
across the country. He had not been out at
all during the day, and had not had contact
with anyone other than the underground.
We were awakened by the smuggler, and
as I came down the stairs, I could see it was
pitch black outside. We had hot coffee and
toasted bread laid out on the table. We all
helped ourselves, and soon the smuggler
appeared at the front door and said, “Come.
Time to go.”
We all quietly tramped out into the cold,
dark night and started up the mountain.
After walking about one and one-half to
two hours, we came to a stream that was
about 25 to 30 feet wide, and appeared to
be shallow, about knee deep. The leader
plunged into the icy water, and we followed
single file. The other American was behind
me, and when I was about halfway across,
I became aware he wasn’t following me. I
went back to him and said, “What’s the
matter? Let’s go.” He replied that he hated
to get his shoes wet. They were the only
ones he had. I had another pair of French
sandals that I had bought earlier, so he
climbed on my back and I carried him piggy
back across the stream.
As we ascended, the snow kept getting
deeper and harder to walk in. We would
walk ten minutes and rest for five. We
finally came to a plateau. The sun was
starting to rise, and we all hid in a stand of
trees while the leader surveyed the area with
his binoculars. The rest of the journey to the
Spanish border was to the top of the steep
mountain peak which, from here on, was ice
and snow. On looking through his
CONTINUED
binoculars, the leader saw a border patrol
along the top. He urged us back into the
trees to wait for them to move on. We
waited for about an hour. During this time
we ate and I changed into dry shoes.
The sun came out, and we warmed
ourselves. The leader told us to cut
ourselves a cane or stick from the trees,
as we would need it for the ice, and there
were no trees from now on.
When we finally got up to go, the leader
for the first time, noticed my shoes and he
flipped. He had stressed over and over
again that we needed good shoes for
climbing, and he was sure I couldn’t make
it. He was mad, and said he couldn’t take
me any further. He told me I should go
back. Robert and Ponga came to my rescue
and said if I had made it that far, I could go
the rest of the way. The leader was still
mad, but he let me follow along. Robert
and Ponga told me to follow the rest of
them and step in their tracks, so we took
off with me in the rear.
When we were about three or hundred
feet from the top, it happened! I lost my
footing and down I went. I slid back down
the mountain about 1800 feet. When I
stopped, I looked up, and nobody was
waiting for me. My stick had broken, but
not my determination to get across the
border into Spain. I felt that if I had made
it this far, nothing would stop me now.
I struggled and finally topped the ridge.
Exhausted, I sat and looked down the other
side. The whole valley was below. You
could see the village of Andora nestled in
a green valley. To me, it looked like
Shangri-La. I could see the rest of the men
far ahead walking the ridge and down. I
knew I would never catch them, but looking
down, I decided if I could slide 800 feet back
down the other side, why couldn’t I slide
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RICHARD A. MAYHEW
down this side and catch up with them.
At that time of my life, I was bold and
daring and desperate. I took off my cap, sat
on it, and with aid of my broken stick, I slid
down the steep mountain side about 700 or
800 feet. I made it to a rock outcropping
and was sitting waiting for the rest of them.
When they arrived, the leader ignored
me. He was still mad, but I got silent cheers
from my friends. I joined them, and we
continued on down the trail to a farmhouse,
which was about halfway to the village of
Andora. We all went into the barn, and the
smuggler and one of the underground went
into the farmhouse. After about 15 minutes,
we saw them leave on bicycles, going
toward Andora. Sometime after dark, they
returned, and shortly after they came to the
barn and said, “We must go”. Ponga, Hasea
and Robert told me that after we got to
Andora,, we would each be on our own.
We said our goodbyes, hugging and kissing.
It was a sad time for me. I had deep feelings
for them. They had played a very important
part in my survival, and I wondered if I
would ever hear from them again. (About
a year after I was back in the states, I got a
letter from Robert, telling me he had made it
to Africa. He also sent copies of the pictures
he had taken when we left the hideout.)
When we got to Andora, the other
American and I were taken to a hotel room
and told to stay put. We had breakfast and
dinner the next day, and the following night,
after dark, we walked out of the village, and
were met by a car that took us to Barcelona.
At Barcelona, we were taken to a restaurant
and put in an upstairs room. Later the son
of the restaurant owner came up and talked
to us in English. He told us the following
morning he would take us to the British
Embassy.
CONTINUED
After arriving at the Embassy, Chandler
and I were interrogated and relieved of all
our personal belongings – ID cards, dog
tags, and I had two guns, which they also
took. They then treated us to a haircut and
a hot shower, which was like heaven. They
issued us civilian clothes, suits, shirts, socks,
shoes, all of which fit. The young Spaniard
from the restaurant then took us to a photo
shop, to have a picture taken to be put on a
visa, so we could travel freely in Spain.
The following morning we left by car for
Madrid where a week later, we went to
Gibralter, and from there to England.
Richard Mayhew was a Tail Gunner in the
Martin Spells crew. The mission on 21
January, 1944, was to go after the V1 Missile
sites at Escalles sur Buchy. These missiles
that were wreaking havoc nightly in London.
Flying in Queen Marlene, they were shot
down by enemy fighters. Mayhew was the
sole survivor of that crew.
The other American in this saga was
Lawrence Chandler, Engineer on the Alfred
Starring crew. Flying in Victory Ship, they,
too, were hit by enemy fighters. Five
members were KIA; four became POW.
Chandler was the only crew member who
successfully evaded and returned to England.
Other planes lost that day included:
Ram It-Dam It/Aries, (Hartwell Howington
crew); Valiant Lady (Gary Mathisen crew);
#42-7501 (Frank Sobotka crew); and
Liberty Bell (Keith Cookus crew). Flak
Alley’s pilot was severely wounded, but
they returned to base.
Human losses: KIA-28; POW-14; WIA-1;
Evadee and returned-10
26
�MEMORIES OF CHARLES SELASKY
67TH SQUADRON
NAVIGATOR ON REGINALD CARPENTER
MISSION TO WIENER-NEUSTADT
I bailed out. I buried the holster and
extra clips, then opened the escape kit.
This kit was supposed have a map,
dictionaries for the area, pills to keep
you awake and other stuff I don’t
remember. The map was of France,
Holland and Belgium, and the only
dictionary was French. Like everything
else, Intelligence told us in those days,
this was totally useless.
All that day I watched German
soldiers walk up and down either side
of the creek. In the late afternoon the
Germans came with dogs and went
straight pass the island and on downstream. I heard a commotion downstream, so I figured they had gone into
creek, but didn’t know where I went
from there.
All night I stayed on that island and
nearly froze. I was wet up to my waist
and had on khaki’s, which didn’t keep
me very warm. I did have on my flight
jacket, which helped some. All night
the Germans with dogs and flashlights,
went up and down either shore. Needless
to say, I didn’t sleep. The next day the
patrols slacked off about noon, and I
decided to try and make it to a train
track downstream. All night and the
previous day I heart train whistles. I
walked, mostly in the stream, and I
came to a bridge where they had
narrowed the stream, and the water
was deep. I decided to go around the
bridge instead of swimming. I stayed in
woods and brush as best I could. But I
finally came to an open field. In the
middle of the field were three soldiers,
a dog and a farmer. The wind was
blowing toward me and away from the
When I bailed out of our plane, I
counted to fifteen, and then pulled the
ripcord to my chest chute. We wore 2
chutes, one seat pack and one chest
chute. My chute opened with no
trouble. I saw quite a few other chutes
in the area. I saw two men go down
with their chutes trailing but never
opening. Apparently these men had
only one chute. I also saw one man
whose chute was on fire. It had
opened, but it kept burning, and he
kept falling faster and faster. A fighter
ME-109 came at me, and I thought I
had it; but his wings never lit up, as
they did when their guns were firing.
He flew by and wiggled his wings, a
form of greeting used by pilots. As I
approached ground, I could see I was
going to land in a clump of trees, so I
doubled up and put my arms in front
of my face. I didn’t hit a thing. I ended
up swinging under a huge oak tree,
suspended about 30 feet from the
ground.
I could see soldiers in the distance.
I got out of my harness, hung from it
and dropped to the ground. I landed
on a steep slope and rolled down the
hill. At the bottom of the slope was a
foot path, about 10 yards. Further was
a creek about 30 feet wide. Why, I
don’t know, but I went into water and
waded upstream. How far I waded, I
don’t know; but I came to a very small
heavily brushed island. I crawled in the
brush and hid. I then took stock of
what I had. I had a hunting knife,
about 4 extra clips for my 45, 2 candy
bars and an escape kit. My holster was
empty, apparently my 45 fell out when
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�MEMORIES OF CHARLES SELASKY
67TH SQUADRON
NAVIGATOR ON REGINALD CARPENTER
MISSION TO WIENER-NEUSTADT
dog, so I felt safe, but that dog put his
nose up, came straight at e. End of my
escape!!!
I ended up in a village jail with one
cell. Sgt. Booker, our right waist gunner, was already there. All day long the
villagers came and gawked at us. Late
that night we were loaded on a truck
with three other prisoners and taken to
Vienna.
In Vienna the officers were separated
from enlisted personnel, and I never
saw Booker again. In Vienna I joined
Carpenter, Carol Pratt and others from
our group and other groups. A few
days later they put us on trains and took
us to Frankfurt to the Interrogation
Center.
At Dulag Luft, the Interrogation
Center, we were put in completely dark,
sound-proof cells. I soon learned that
in a completely dark cell, you couldn’t
stand up unless you were touching a
wall. If you stood up in the middle of
the floor, you would eventually fall to
the floor. They would slide food in a
small door on a tray with a pitcher of
water. We got two meals a day. In the
morning, a bowl of oatmeal, husks
included, and a piece of black bread.
Later in the day we would get a bowl
of broth, potatoes or rutabagas and
another piece of bread. Every night the
British bombers would bomb Frankfort,
which was only a few miles from where
we were. The second day I was there I
found a wide, partially loose board in
the floor in the middle of the room. I
worked it loose and removed the nails,
so I could put the board back in the
CONTINUED
floor. Under the building was 2 feet of
crawl space. The exterior had narrow
ventilation slits in it about 4 inches wide
and about a foot high. At least I could
see outside and tell whether it was day
or night. They had taken all our possessions
including our belts. Through the vent I
could see we were on a high hill overlooking Frankfurt. At night I would
watch the British bomb, and felt sorry
for the crews. They would bomb from
12,000 feet, which made them sitting
ducks for every flak gun the Germans
had. They would come in one at a time,
about every 15 minutes, and the search
lights would pick them up. How any of
them got through was amazing, but it
seemed like only one in ten went down,
which wasn’t as bad as we had suffered
up until that time. They would keep
coming until about 2 hours before dawn.
When they left, it seemed like the
whole town was on fire, but later in the
day, you could see much of the town
was still standing. That night the British
would be back.
After four days they gave us a shower
and our belts, then interrogated us.
Next we were put on a train and sent to
Sagan, about 90 miles south of Berlin.
Our Bombardier, Bill Swenson never
did show up. The last sight of him I had
was when I handed him his chest chute.
Reg Carpenter said that after he was
captured, they took him to see a body,
whose chute did not open. He could
not identify the man, because of the
condition of the body.
When we got to Stalag Luft III, it was
filthy. We scrubbed everything, and the
28
…continued on next page
�MEMORIES OF CHARLES SELASKY
67TH SQUADRON
NAVIGATOR ON REGINALD CARPENTER
MISSION TO WIENER-NEUSTADT
Germans cooperated, giving us all the
soap and scrub brushes we needed,
plus new straw for what was used for
mattresses. We used cans which we
had received in the Red Cross packages,
to make pots and pans for cooking our
food. Callahan and I made all pots and
pans for our combine. The rest of the
men were useless when it came to
working with their hands.
Selasky described in detail, the ways
he spent time in Stalag Luft III. The
situation was changing because the
Russians were moving west.
In the middle of November Col.
Spivey told us there was a possibility we
would be marched out of camp and
advised everyone to exercise and get
their legs in shape. I built a knapsack
carrier with shoulder straps & headband, and was ready. Sometime after
Christmas of ’44 we got orders by
Germans to move out. The Russians
were approaching from the east. It was
dark, cold and snowing when we left
Stalag Luft III. We walked continuously
that night and the next day. One night
we stopped at a farm and slept outside.
The next day we walked again. Two of
the men from our combine got sick,
and Bill and I pulled them on error make
shift sleds. We slept outside again that
night, but we only had to pull one man
on a sled that day. We walked 4 or 5
CONTINUED
days, sleeping outside or in bombed out
buildings. We stayed a couple of days
in a burnt out factory.
Then we were loaded on a box car;
it was so crowded only so many men
could sit at one time. When we left,
they gave us as many Red Cross parcels
as we could carry. This is what we ate
on the way.
The train took them to Nurnburg,
and we were let out of the car. It gave
everyone the opportunity to take down
their pants and defecate outside the car.
From there we were put back on the
box car and went to Mooseberg, the
most dismal place I had ever seen. It
was cold, filthy, full of bugs and rats,
and the toilet facilities were about a
block away and completely inadequate.
All we got to eat was what the
Germans gave us, which was starvation
rations. We were liberated by General
Patton’s Army about April 26, 1945.
Selasky and others got tired of waiting for the plane to take them back to
England. They were able to get a German car and some GI rations, drove the
Autobon to Frankfurt where they met
some GI’s who had taken over a German airbase. Here they got new
clothes, $1000 cash and a flight to Le
Havre, then home.
29
�FOLDED WINGS
Remember all the best of our past moments and forget the rest,
and so to where I wait, come gently on.
Unknown author
in Phoenix at the time of his passing.
Gaffey, Joseph L. ##20313 392nd
& 44th BG 13 December 2012 Sgt.
Gaffey was a Maintenance Supervisor
for both Bomb Groups.
After the war he was employed by
Metropolitan Life Insurance Company.
Several years later he established the
Gaffey Insurance Company in Wallingford, Connecticut.
He leaves Jean, his wife of 65 years;
both were avid skiers. He was living in
Wallingford, Connecticut at the time of
his passing.
Taylor, Charles #22269 66th
Squadron 3 February 2013 Lt. Taylor
was a Co-Pilot on the Kent Miller crew.
The crew flew eight missions, the last
on 22 December 1943 when they
crashed, with the only member of the
crew, Taylor, surviving. In their eight
missions, they flew in Holliday Mess II,
Scourge of the Skies, Big Banner and
Lemon Drop.
On their eighth mission to Munster,
Germany, it was reported that Big Banner
began losing altitude. Three engines
had been damaged, and the plane was
trying to land just over the border in
Holland. The pilot gave the bail-out
message, then realized he was over the
Zuyder Zee, then announced they
should prepare for ditching.
Taylor was able to crawl out of the
plane, was able to inflate the raft, but
lacked the strength to climb into the
raft. He clung to the side and was
picked up by a German patrol. He was
Correction in the Spring 2013
Folded Wings: Charles Gordon was
credited with only 33 missions; the
correct number is 35.
Baker, James R. #19280 66th
Squadron 20 February 2013 T/Sgt.
Baker was a Radio Operator on the
Joseph Gillespie crew. His first of 34
missions was 28 September 1944, his
last, 30 March 1945. Except for one
mission into France, all others were
flown into Germany.
After the war he attended Illinois
State University, earning a Bachelor of
Arts degree; then attended Northern
State University where he earned two
Master’s Degrees. He taught High
School in two different schools in
DeKalb, Illinois. While he was teaching
at Bradley High School, he wrote the
school song.
Baker was a participant in a number
of musical organizations in DeKalb. He
leaves two daughters, three grandchildren and one great grandson.
He was living in DeKalb, Illinois at the
time of his passing.
Drysdale, Thomas T., Jr. # 20058
th
66 Squadron 28 February 2013 Lt.
Drysdale was a Co-Pilot on three crews,
Richard Comey, Elmer Kohler and
Ray Suddeth. He flew on Princess
Charlotte/Sure Shot, Lil Cookie, Nice
N Naughty and Corky. Drysdale’s first
of eleven missions was 15 September
1943; the last was 27 September 1944.
Drysdale leaves his wife, two
daughters and four sons. He was living
30
…continued on next page
�FOLDED WINGS
by his wife Jean Hearn Taylor, two
daughters, Duane Green and Linda
Clements; two sons, Wayne Hoffman
and Warren Hoffman. He had six
grandchildren, nine great grandchildren,
nine great grandchildren and one greatgreat-grandchild.
News of his passing came from his
wife Jean. They were living in Midlothian,
Virginia at the time of his passing.
On the day of the crashing of Big
Banner another plane from the 66th
went down with the Warren Oakley
crew. Total losses on mission to Munster: KIA – 16, POW – 4, one of whom
later evaded.
taken to a jail in Amsterdam, then
moved to Frankfort for interrogation;
from there he was taken to Stalag Luft
in Germany.
In 1975 he received a call from the
Westfield Police, that the Dutch Air
Force had found their plane after draining
the Zuyder Zee. They also recovered the
remains of five crew members. The
Dutch hold an Annual Memorial Service
at Gronkin on unclaimed land – in
memory of the airmen who perished on
their behalf.
After the war, Taylor worked for
AT&T in New York City for over 40 years.
After retirement, he moved to
Midlothian, Virginia. He is survived
31
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
When I run my last checklist and make my last flight
I will think of the days I once knew.
It won’t be of lightning or ice on my wings
I just will remember – I flew!
With my fuel running low and a wild sea below,
And my options far less than a few,
I will gladly forget all the worry and sweat,
And only remember – I flew!
Some day when I meet and greet Old St. Pete,
I hope he will let me slip through.
I know he will grin and let me come in,
Because he will know that – I flew!
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 13 - Issue 5: Summer 2013
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
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PDF Text
Text
44th Bomb Group Veterans Association
42-50427
8 BALL TAILS
Vol. 13 Issue #5
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Fall 2013
EIN # 68-0351397
PATSY ANN II
Patsy Ann II came to the Shipdham, and was assigned to the 66th Squadron.
Her first mission of 46 missions was to Gotha, Germany on 24 February 1944.
Eighteen different crews flew in Patsy Ann II: George Insley, Shelby Irby, J.
M. Schwensen, John Winchester, Harry Yoder, Harold Morrison, Dale
Benadom, Keith Schuyler, Robert Rose, Joseph Parks, Jr., Arnold Sarson,
Robert Edmonson, Ted Weaver, Joseph Principle, Quintin Torell, Charles
Gayman, Robert Edmonson and James Wilson.
The last mission of Patsy Ann II was to Bernberg, Germany on 7 July 1944,
flown by James Wilson. Shot down by enemy fighters, one member of the
crew was KIA; nine became POW.
1
�2013
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85142
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail: Stephenadams2009@BTInternet.com
Database Custodian and Webmaster:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: Afbas@aol.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�THE GEORGE INSLEY CREW
66TH SQUADRON
Back L-R: Allen S. Deutsh, Ball Turret Gunner; Paul Kittle, Ball Turret Gunner;
Frank Bata, Waist Gunner; John Young, Waist Gunner.
Front: Rudolph Jandreau, Engineer/Top Turret Gunner; George Insley, Pilot;
Milton Feinstein/Fenton, Navigator; George Federlin, Tail Gunner.
Missing from the picture: James Harper, Co-Pilot; Leonard Dwelle, Bombardier
The George Insley Crew flew two tours, starting 27 February 1944. Three of those
missions were in Patsy Ann II, to Gotha, Germany, which was Patsy Ann II’s first
flight. After that, to Friedrichshafen on 16 May and to St. Dizier/Robinson, France on
24 March 1944. In their two tours they also flew in Myrtle the FertileTurtle, Scourge
of the Skies, The Banshee, Shoo Shoo Baby, Avenger, Big Banner, M’Darling,
Southern Comfort III, My Ass Am Dragon, and Lil Cookie.
Their last mission was 15 February 1945.
3
�THE 8 BALL TAILS SALUTES
THE MOST FAMOUS PLANE IN THE 44TH BOMB GROUP
41-23817
Suzy Q came to the Shipdham on 20 September 1942. She was assigned
to the 67th Squadron, and was one of the 67th’s original ships. She flew 28
missions, the most famous was on 1 August 1943 to Ploesti, the Romanian
oil fields.
Leon Johnson became the Group Commander on 15 January 1943. The
database shows that he led the group on 11 of the first 33 missions after he
assumed command. These leads included Kiel and Ploesti. Each of those
missions earned the group a Distinguished Unit Commendation. He also led
the mission to Rome, Italy, and a portion of the initial D-Day assault.
Suzy Q was lost on the Foggia mission of 16 August 1943. On that day it
was being flown by the Walter Bateman crew. The entire crew was KIA.
The Crew Chief was Marian Bagley.
The Ploesti Raid earned Leon Johnson the Medal of Honor.
4
�The leadership skills of Leon
Johnson were recognized early in
his career. He was one of the first
flying officers in the 8th Air Force,
serving as Assistant Chief of Staff
during its formation period in
Savannah, Georgia. In 1942 when
the 8th AF flew to England, Leon
Johnson accompanied them; and
the following year, assumed
command of the 44th Bomb Group
in Shipdham.
He led the mission to Kiel,
Germany, earning a Unit Citation
for the 44th. On August 1, 1943 he
joined the 9th AF in the low level
attack in Ploesti, Romania. This
brought another Unit Citation to
the 44th, and earned him the
Medal of Honor.
His next assignment was to the
th
14 Combat Wing, a position he
General Leon Johnson
held until the end of the war.
After VE Day he became Chief of Personnel Services of the AAF, Headquartered in
Washington DC; then served in the Strategic Air Command as Commander of the
15th AF in Colorado Springs, CO. Following that, he became Commander to NATO
in Washington, DC, next he was assigned to SHAPE in Paris, France. Later he was
reassigned to the Pentagon in Washington, DC. He retired in 1961, after 34 years
of service.
It is indisputable, Leon Johnson was one of the most admirable leaders that the
th
44 BG could have ever wished for. Always eager to share his Medal of Honor
when he was alive, and crediting all the men who joined him in the Ploesti mission,
it is now located at the Army Heritage Education Center in Carlisle, PA. It had been
presented by his grandson, Leon Johnson Abbott.
I DON’T MAKE JOKES. I JUST WATCH THE GOVERNMENT AND REPORT THE FACTS.
- WILL ROGERS
IN GENERAL, THE ART OF GOVERNMENT CONSISTS OF TAKING AS MUCH MONEY AS
POSSIBLE FROM ONE PARTY OF THE CITIZENS TO GIVE TO THE OTHER.
- VOLTAIRE (1764)
JUST BECAUSE YOU DO NOT TAKE AN INTEREST IN POLITICS DOESN’T MEAN POLITICS
WON’T TAKE AN INTEREST IN YOU.
- PERICLES (450 BC)
5
�Our extra special editor has granted me the privilege
of addressing a farewell note to our beloved 44th
family. I would like to use this final opportunity to
thank each of our large and faithful family a sincere
THANK YOU. Your determined dedication to honoring
the memory of the 44th crews and their ground
support echelon has been extraordinary. Will Lundy
constantly implored ‘Never Forget’, and you have not.
Perhaps the most significant mission assigned to
the 44th Bomb Group (H) during WWII was its
participation in the low level attack upon the Ploesti
oil complex on 1 August 1943.
On the occasion of the 50th anniversary of that
epic air-land battle, an impressive reunion was held
Bob Lehnhausen
in Salt Lake City. The highlight of the reunion was the
Memorial Service held in the Base Chapel at Hill Air
Force Base. It was my honor to have been asked to represent the 44th in that very
dignified memorial ceremony.
My remarks that day remain the same as I wish to express today. The 44th Bomb
Group was blessed with unusually brilliant Command leadership, possessed Combat
Crews of unusual courage, and those crews were the beneficiaries of a superb
ground echelon.
While Ploesti was only one of our assigned combat tasks, it gloriously represents
the whole of the effort that the 44th contributed in 33 months of uninterrupted
combat duty in Europe and Africa, assisting in the defeat of the Axis powers and
assuring world freedom.
I salute each of you for your avid support of the 44th Bomb Group Veterans
Association. I especially compliment George Washburn and each of our officers
and Board memmbers for their willingness to lend their individual talents to the
meaningful organization. Finally a huge virtual bouquet to our gifted Editor, Ruth
Davis Morse, whose many years of amazing energy have produced a wonderful
publication, 8 BALL TAILS, that has been our organizational life line.
NEVER FORGET
Bob Lehnhausen
Ed. Note: Bob has been the silent leader of the 44th BG since its inception. He was one of the
Founders of the group, has served many years on the Board, and attended all reunions until ill
health limited him.
Bob has served as peacemaker, problem solver and adviser on all activities of the Board. His
memories of historical moments in Shipdham have added to the 8 Ball Tails stories. This 68th
Squadron Commander never stopped being a great leader.
6
�FINAL PRESIDENT’S MESSAGE
It is hard to believe that we are nearing the end of this
fantastic organization on October 1. I have been attending
reunions since 1976. The 44th Bomb Group usually had
the largest attendance at their reunions. Then Joe Warth
started doing separate reunions for the 44th and finally the
44th BGVA was formed - thanks to several people including
Bob Lehnhausen, Will Lundy, Roy Owen and others.
Then to become president in 2007 upon the passing of
Robert Kay and finally give some small contribution to the
organization. The real workers, of course are the secretary, the treasurer, the
historian, and the awards chairman. Many thanks to Ruth and Perry Morse,
Betty and Dick Lynch, Will Lundy, Roger Fenton, and Lee Aston. My thanks also
to my Squadron CO, Bob Lehnhausen, who I could always rely on for sound
advice and guidance, then and now. It has been a great ride.
We all owe a special thanks to that B-17 pilot, Arlo Bartsch, who developed
and continues to maintain and add to the Data Base program - a unique
system that, sadly, no other bomb Group has. He also has really developed
and maintains our web site which is undoubtedly the best one for any 8th AF
group! You can be sure that the web site will be there for many years thanks to
Arlo and his son. He certainly deserves being an honorary member of the 44th
BGVA!! I look back to those war days and think of the great leaders we had General Johnson, Col Gibson and Lt. Col. Lehnhausen .
I clearly remember General Johnson addressing the briefing for the first close
troop support mission in Normandy a few weeks after D-Day. He rose and said
we had never done such a mission before - it might be quite rough - he wanted
to see firsthand how it went and would be in the lead plane. I believe he had to
get special permission to do that as he had done his quota!
As voted at our 2010 reunion, our remaining funds (about $20,000) will be
distributed - 10% to the Mighty 8th Museum in Savannah and 90% to the Army
Heritage and Education Center in Carlisle PA where all of Will Lundy’s records
reside. Although we are dissolving our formal association, let us still keep in
touch and continue to answer inquiries from anyone looking for info about the
44th Bomb Group.
George Washburn
7
�LETTER FROM SHIPDHAM
By Peter Bodle
As my time in this chair draws to a close, it would not
be right not to publicly do a bit of the academy award
‘Thank You’ lists. In my 10/12 years of writing, your editor
Ruth has been the easiest and most understanding editor
I have ever worked with, and has always inflicted the very
minimum of ‘cutting’ on my pieces. Thanks for that
Ruth…I’ll send you a few names and addresses of some
of my other editors and perhaps you can give them a
master class on how to do it? To ‘our man’ in the UK
Steve Adams, a mighty thanks for getting me involved in
the first place and for sharing so much that it would be
impossible to list in this single page. To George (and
Cynthia) a further thank you for many years of great friendship and several wonderful
moments together at your old home in Norfolk. And final of course to all of you,
for your service and devotion to duty all those years ago when my country was
standing alone in Europe and really had its back against the wall. I have had the
pleasure of meeting many of you, some like Lee Aston and Mary, on several
occasions, and I look back on those times with great fondness. However for me the
greatest pleasure has been the ability to write about you and what you did during
WWII, and the fact that the books I have written will be read by thousands and will
enshrine your story in words and pictures (and now in e-book form) for hundreds,
if not thousands of years to come. I am also pleased to say I have been asked to
re-work some of my books by a new publisher who feels that there is still room to
produce further books about the life and times of the 44th and the rest of the boys
of the 2nd Air Division. This project is underway as we speak.
In my last copy of ‘Tails’ I was sent a copy of Old News, which some of you may
be familiar with. It described England’s darkest hour in those bleak war days when
we had to evacuate an entire army from Dunkirk. When I had my house in Norfolk
built, one of my sons found and recovered a solid brass porthole from one of the
‘little ships’ that did that fateful ‘England to France and back’ journey with many
escaping soldiers aboard and passed it to me as a gift. It seemed the best thing to
preserve it forever was to physically build it into the brickwork of the house. That
way it had a really great chance of lasting many hundreds of years. So now it is
permanently cemented into the west wall of the house and, rather fittingly, greets
the rising sun on a daily basis, with its position allowing a golden shaft of light to
be thrown across the house on those days when it all lines up correctly. I will make
a small plaque to fit under it so that in the year 2513 people will still know what it
stands for. The efforts and sacrifices of you all during that time must never be
forgotten, and they must and will be preserved.
Take good care of yourselves.
Peter
8
�For most of
the readers of
the Tails, my
name is Roger
Fenton. I have
had the honor
for several
years to be a
member of the
Board and over
the last four or
five years I
Roger Fenton
have held the
post of Vice President and Historian for
the Association. I am a second generation
member as my father served with the 44th
from September 1943 until May 1945
completing two tours as a Navigator with
the George Insley crew. He broke in as a
Second Lt. and left as a Captain. It has
been an experience of a lifetime for me.
I have met many heroes and made several
friends during my stay with the 44th
Association. I have learned so much and
made so many lifelong friends that it is a
very sad time for me seeing the Association
retiring and members not meeting any
longer. The accomplishments of this
organization have been many and the
history of this group will live on forever
because of the efforts of this Association.
The Association has set up a repository for
their history at the Carlisle Army War
College in Carlisle PA. Every history buff,
and anyone with a connection to the 44th
BG. should make a pilgrimage there and
see the material that the 44th BG. Association
has placed there. The College is a moving
history of our nation’s army’s contribution
to our freedom. I know that there are
several 2nd and 3rd generations concerned
that with the ending of this Association,
the 44th will fade away and be forgotten.
I would like to say this: that will never
happen. Dave Webster, one of our very
good members who adopted the 44th BG
Association as his home, although his
family history was not a part of the 44th,
began a Facebook page simply called
the “44th Bomb Group”. As I write this
message there are over 70 members all
second and third and so on generation,
plus several folks who live in the Shipdham
area of England that are members. We
meet daily on Facebook and exchange our
father’s and grandfather’s experiences,
along with hundreds and hundreds of
pictures. Anyone can join and their input
is welcomed. Maybe one day we all will
get together and meet in person. In any
case all are invited to join at no expense
except your time and participation in
keeping the 44th alive. In any case I just
wanted to say that I have enjoyed my
time with the 44th Bomb Group Veterans
Association and that it has been an
experience of a lifetime that I will never
forget and will continue to help preserve
the great history of this group. Thank you
from the bottom of my heart for allowing
me to be a part of the 44th BGVA and I
considered each and everyone one of you
as family, please be sure to stay in contact
if at all possible.
Ed. Note: Roger Fenton has been the greatest
Vice President/Historian that the 44th could ever
ask for. He and Steve Adams have supplied
most of the plane photos that have graced the
covers of the 8 Ball Tails. I remember the one
year he drove twelve hours to get to a Board
Meeting in Chicago. He has supplied jokes and
philosophical sayings that were appropriate to
break up the sobering combat stories, much of
which what the 8 Ball Tails is about. I have been
with Roger only a few times, but we are the
best of e-mail friends. The 44th BG and I have
been so lucky to have him aboard. He was
appointed to the Board, courtesy of thenPresident, Jerry Folsom. Later, he was nominated
VP by the Chairman of the Nominating
Committee, Robert Lehnhausen.
9
�THE JACKIE ROBERTS STORY
letter, and asking that they please contact
me if you knew my father.
I received all fifty back, telling me that
my story was so heartfelt, but they were not
the one I was looking for.
Then I received a call from a lady, saying
her husband was not the one either, but she
could put me in touch with a lady in the
Pentagon. The lady in the Pentagon got me
in touch with the 44th Bomb Group, and
said they could help me. Oh, if I had a
dollar for every time I heard that! But I
Jackie Roberts
wasn’t giving up. So I called a Roy Owen,
and that was the start of something I could
21 January 1944 My father, Jack N.
never have dreamed was going to happen
Ostenson was shot down. I was born 9
in the next thirteen years of my life.
days after his death. My Mom went to
Washington State and worked in the
I might have lost my father to WWII, but
shipyards during the war. And she left me
he was with the Greatest Heroes of the War.
in Idaho with my grandparents. They raised Little did I know I was about to get more
me, and I have always been forever grateful fathers and Heroes that I could ever imagine.
to them. My mom and I spent years trying
When I called Roy and told him my story,
to get records and information about my
father, but was always told the records had he said, “You won’t believe what I have in
front of me right now.” He asked if I was
burned in a fire at St. Louis where WWII
sitting down. He had the last mission in
records were stored. NOT TRUE. In 1999
front of him that my father was on, including
my husband, Lowell Roberts, and I started
when and where he was shot down!
looking for my father’s family. We knew
He had been looking at it because he
they were Mormon, so we went to Salt Lake
told me that there was another little girl
to start our search. We found information
about all of Jack’s sisters, brothers and their whose father and my father were flying side
by side when both were shot down. Her
spouses, but not where they lived when
name was Lois Cianci. Would I like to
Jack was in England. We looked for one
meet her?
sister in Denver, CO, and we found
information about a cousin living in
This was 1999, and they had just had
Enterprise, Utah. She had all of Jack’s
their reunion. But in 2000 they would be
personal things the member of the crew
having another, and would I like to come
(John Cleary) explaining about the last
and meet everyone? Well, yes. And from
flight. With the help of my oldest grandson that time until now, 2013, oh, how my life
and the computer, we found the address of has changed.
a lot of John Clearys.
At the 2000 reunion I didn’t want the
He wrote that only three men got out
night to end. Listening to the men tell their
alive. I sent this letter out, and wrote to
stories gave me some idea of what these
fifty gentlemen with the same name, to see brave men did. They promised me they
if I could find the one that had written the
would be there in the morning, I could hear
10
…continued on next page
�THE JACKIE ROBERTS STORY
CONTINUED
and I have arranged the last five Reunions
for you wonderful folks. We took over the
Roster, which is great, because once a year I
get to update it. So this means I call every
one of you, to make sure your address and
phone numbers are correct. And I love
talking to each and every one of you.
At this time I would like to take this time
to thank my wonderful husband of 54
years. If it wasn’t for him, all of this would
never have happened. THANK YOU SO
MUCH FOR MAKING MY DREAMS COME
TRUE. As we said, this has been the BEST
years with all of you WWII guys and your
families. We will never ever forget all of
you. This has been such a GREAT HONOR.
KEEP IN TOUCH WITH US.
Lowell & Jackie Roberts
more. We went every year. I went from one
billfold size picture to two large suitcases
full of every piece of information about my
father that I could have imagined…thanks
to Will Lundy and Tony Mastradone.
In 2001 we went on the overseas tour,
saw his name in a gold lined case at St
Paul’s Cathedral and many other places,
along with others lost in action. We walked
down the road that he walked at the Air
Field at Shipdham, where he had been
stationed. I saw his name on the wall at
Normandy.
Also, from Lee Aston, I received all of my
father’s medals. I also shared all of this
information I got with my Dad’s family;
because like me, they were also uninformed.
In 2007 we were asked to take over the
Treasurer’s job. And my husband, Lowell,
Back Row: John Richardson, Crew Chief; Donald Hoeltke, Bombardier;
John Cleary, Navigator; Norm Ballangrud, Co-Pilot; Gary Mathisen, Pilot.
Bottom Row: Richard Allen, Radio Operator; Joseph Playford, Tail Gunner;
Leo Tyler, Ball Turret Gunner; Jack Ostenson, Left Waist Gunner; Victor Adams,
Right Waist Gunner.
11
�the well-being of the Association.
Our group achieved many goals: we
wanted a voice-over for the Ploesti exhibit
at the Mighty Eighth Museum in Poole,
Georgia. We ended up with a video on
display beside the exhibit; it far exceeded
our original request.
Our publication, the Eight Ball Tails, has
been placed in a dozen historic libraries,
here and in England.
Thanks to Lee Aston, who owns a
property with granite, with his Georgia
contacts, he found a company to cut and
design according to our specifications. It
stands in the court yard at the Army Heritage
Center at Carlisle. No other marker
compares to the grandeur of this
beautiful edifice.
I would be remiss if I did not include
the great help in preserving our history at
the Carlisle Center: Michael Lynch, who
convinced the group to place our history
in their library; Jack Gibbon, who helped
us design a great reunion on their premises;
Greg Statler and Michael Mira, who keep
copies of our 8 Ball Tails and a great deal
of other pieces of history, written by our
members; and Mike Perry, who helped us
in so many ways, particularly in getting
clearance from the Secretary of the Army,
for granting permission to place our
beautiful monument.
It is impossible to walk the court yard
trail, without seeing the array of bricks,
each with that famous 8 Ball design. It is
like a 44th reunion, walking among those
familiar and beloved names.
I am grateful for our young members
of the 44th, even though they have no kin
to inspire them: David Webster, Richard
Holliday and Charles Runyon, all have
collections which are available for display.
Blain Duxbury plans reunions for the men
who flew the Ploesti mission. Chris Clark’s
connection was his Uncle Frank. Chris has
As Editor
of the Eight
Ball Tails for
about twelve
years, I have
received
many letters
of thanks for
people who
enjoyed
reading it;
and a few
Ruth Morse
letters
complaining about the errors – deservedly.
My response: The opportunity to write
these stories has been humbling. I have
come to know greatness. I have worked
with great leaders – Roy Owen, Mike
Mikoloski, Bob Lehnhausen, Jerry Folsom,
Paul Kay, and George Washburn. I have
had the opportunity to meet great heroes;
and those that I didn’t meet, I wrote
about. Some made the history books –
Leon Johnson, Bill Cameron and many
more. Many had fantastic achievements
after the war – Will Lundy, without whom
we would have no history; Tony Mastradone, who aided in the research; Arlo
Bartsch, who spread the history across the
world with his Database; and Tommy
Shepherd, who found Arlo in the first
place. One thing for sure: They were all
heroes—the ones I knew and everybody I wrote about.
I had more stories than I could fit in
the magazine. With the help of Jackie
and Lowell Roberts, they got bundled in
groups of 150 pages, bound into books,
and are safely in the library at the Army
Education Center in Carlisle. Your children
and grandchildren or a history researcher
can go and read about your courageous
history.
It has also been a great pleasure, working
with wonderful members of the 44th BG
Board. Each one had a special interest in
12
…continued on next page
�RUTH MORSE
CONTINUED
nation. I also hope our young readers will
be active with the Heritage League, and
continue to perpetuate the 44th Bomb
Group’s glorious history.
become an expert researcher at the
National Archives and a leader in the
Heritage League.
Everything in life is temporary; and with
great sadness, I am putting out the last
issue. I hope our veterans can find joy that
they have made a major contribution to
the continued freedom in this great
God Bless all of you,
Ruth W. Davis-Morse
On a regular basis, Arlo Bartsch attended
the 44th Reunion and displayed his skills at
locating the combat histories of 44th
members on his computer. He urged them
to write their personal stories, to become
part of the history of this courageous
group. Many did. It is all on the website.
Arlo was the answer to a prayer of Will
Lundy, that our history could go into
Cyberspace. Even Will could not have
imagined the size of his dream that came
true. The web site is seen around the world.
Arlo Bartsch
A B-17 pilot, Arlo found a home with
the B-24 airmen, and his unique program became a fixture at reunions. Now, 60 years
after the war, it is even more valuable, as more and more young people use it to learn
about the life their fathers and grandfathers led when they were flying out of Shipdham.
Here’s Arlo’s opinion about his position as Webmaster:
“I can never say how grateful I am to the 44th BG for accepting my program. It is
an interesting challenge, every day, for me to think of ways to improve it. Getting to
know all of you, and having the opportunity to post your stories has been one of the
great bonuses of my later years.”
WE LOST A FRIEND FROM ENGLAND
George Washburn received the sad news of one our greatest English admirers, Brian
Peel has passed away. Brian supplied newspaper information to this editor on a regular
basis, any news related to Americans who visited and were honored in the Shipdham/
Norfolk area. A teenager when the war was on, Peel frequently visited American airmen in
their barracks. He was a regular visitor to the Shipdham air base, and enjoyed talking to
Americans who visited.
13
�I write this
letter with a
heavy heart,
knowing the
greatest group,
the 8th Army Air
Force is calling
time. The 8 Balls
blazed a path into
history. You were
second to none.
Steve Adams, our British
I was lucky to
Board Member
have been with
the group since Will Lundy contacted me
in 1979. We became friends.
The new group was formed by Will,
Roy Owen, Bob Lehnhausen and others.
It was during the first reunion in Norwich
that I was asked if I would be the UK
contact and look out for the 44th by Will
and Roy.
We have been truly blessed and
enriched to have known every one of you.
Where has the last 30 some years gone?
God Bless You All,
Steve and Jan Adams
Steve or Roger Fenton promptly produce one for
the cover of the 8 Ball Tails. Now he and a friend
are working on a book about the Second Air
Division.
Steve was a 16 year old kid when our airmen
were flying down that runway at Shipdham. He
started collecting memorabilia, and has the
largest collection of plane and airmen pictures of
anyone that I know. He has given much to the
Shipdham Aero Club Museum.
Steve sent a picture of the design on his
jacket – which is truly unique.
The 44th has been the luckiest group in the
world, working with Steve. He has been a
tremendous help to us, in distributing our 8 Ball
Tails to the Memorial Library in Norwich and the
Museum at Shipdham.
Steve wrote a book, The 44th Bomb Group in
WWII, a book to which I reference regularly, to
learn details about the planes in which you
gentlemen flew. Anytime I need a picture, either
LIGHT TRAVELS FASTER THAN SOUND. THAT’S WHY SOME PEOPLE APPEAR BRIGHT
UNTIL YOU HEAR THEM SPEAK!
IF THE SHOE FITS, GET ANOTHER ONE JUST LIKE IT.
GIVE A MAN A FISH, AND HE WILL EAT FOR A DAY. TEACH A MAN TO FISH, AND HE WILL
SIT IN A BOAT ALL DAY.
14
�LETTER FROM CHRIS CLARK
been successful at finding where the files
are not.
I would also like to report that the recent
reunion of the 8th Air Force in Savanna, GA
for the 39th reunion that there were three
members representing the 44th. One was
David Brubaker, the second Chris Clark, and
the third was a 44th veteran M.P. Donald
O’Reilly. Donald was a recipient of the Heritage League Challenge Coin that I gave him
in Chicago. As a member of the Heritage
League Board, I strongly suggest people join
the Heritage League and keep in contact
with the 8th Air Force reunion committees.
All of us in the 2nd Air Division had a wonderful time in Savanna, and because of the
2nd Air Division’s participation, the number
of bomb groups represented was the most
in all of their history. We were thanked by
the 1st and 3rd divisions for our attendance.
I just wanted to share that with you all.
Again, thank you for all the memories. I will
never forget you.
I want to thank the 44th Bomb Group
Veterans Assoc. for all of the memories over
the last 12 years. Meeting all of you would
never have happened but for my, uncle S/
Sgt. Charles Frank Clark being in the Second
World War. When I started with the group,
Will Lundy, used to answer my questions
and in the end, I would go to the archives
to answer questions he would ask me.
Recently, the 44th bomb group gave me
$300 to cover expenses, postage, copy fees,
gas cost. I went three days with Leon
Abbott, General Johnson’s grandson, to try
to find the 4-8th of April 1945. We looked
for three days, but unfortunately were not
successful in locating the files. I know this is
the last issue of the Eight Ball Tails, but I will
never stop looking for the files. I have just
Sincerely,
Chris Clark
Ed. Note: The League has agreed to report in
their publication, all Folded Wings from the different
groups. Please report them to me, your Editor, and
I will research them and pass them to Chris.
Donald Brubaker, Chris Reid and Donald O’Reilly
CREW CHIEF HONORED
original 44th airplanes to remain flyable,
and ‘she’ became the Assembly Plane,
complete with bright stripes, during the
last part of the war. Please take a wellearned bow, Charlie!”
A tribute to a Crew Chief by Reginald
Phillips, pilot on Lemon Drop: “ I was
blessed with having an extra caring and
super capable ground crew, headed by
Crew Chief Charlie Pigg. I want to
publicly thank him for taking care of
‘her’ and thus ‘us’. The Lemon Drop
became one of, if not the last of the
This message found among papers
preserved by Will Lundy.
15
�RICHARD HOLLIDAY, HISTORY BUFF,
FOUND A 44TH BOMB MEMBER’S GRAVE MARKER
IN THE FAMILY PLOTS IN GETTYSBURG, PA
Richard Holliday found the grave of Earl
M. Kosch, a waist gunner on the Charles
Whitlock crew, 506 Squadron. The target
was the Airfields and Marshalling Yards in
Foggia, Italy.
The Germans fought hard to hold onto
that territory. Flak was heavy and the
Five members of the crew were KIA,
fighter planes were accurate. Seven planes
were lost, including Whitlock’s plane, TIM- five became POW, two of whom escaped
BA-A-AH. Kosch exited the plane through and returned to Shipdham.
the waist window; unfortunately, his chute
On Memorial Day, Holliday placed a
did not open. This was his first flight.
wreath at Kosch’s gravesite.
RICHARD HOLLIDAY AND THE 44TH BOMB GROUP VA
of celebrating VE Day (I wouldn’t be born
for another 32 years), I reflect on memories
and missions of a different kind. You see,
Tony had this drive to help people. He
worked tirelessly in his efforts to assist Will
Lundy in getting copies made of the files
on record at the National Archives, and in
helping relatives of 44th members find
information on their loved ones who
hadn’t made it home.
In the few months that have passed
since the passing of my best friend and the
father I never had, Tony Mastradone (67th
Sqd. Medic 1942-1945), I am constantly
reminded of just what the 44th Bomb
Group has meant to me in the few years I
was an Association member. While I do
not have memories or stories of piloting a
B-24, dropping a payload, navigating the
crew home, manning a .50 caliber machine
gun in a turret, turning a wrench, or even
16
…continued on next page
�RICHARD HOLLIDAY AND THE 44TH BOMB GROUP VA
This drive of his to help people is
probably what made him such a good
medic during the war, and for a young
guy like me who had a passion for history.
When Tony first brought me to the Archives
in College Park, to assist him in digging up
44th BG records, I was astounded by how
many people there knew him both by
sight and name, as he made his regular,
almost weekly visits, and spent hundreds of
dollars copying various files on people,
planes and missions.
The knowledge he shared with me on
our research sessions was the spark that
ignited my passion for the 44th Bomb
Group. When Tony brought me to my first
reunion in Washington DC, I had the pleasure of meeting so many of you, and many
who have since folded their wings. The
stories shared around those hospitality
room tables over the years brought me
closer and closer to knowing not only
Tony’s, but the war all of you experienced
in so many different ways.
Each reunion (and I never missed one
after joining) strengthened the bond I felt,
so much so that I stopped thinking of you
all as just fellow members and friends, but
gradually as part of my own family. It is a
type of bond that I never experienced
during my own military service with
either the Navy or the Army. This close,
indescribable connection I formed with
many of you saw me through some very
difficult times in my life, as I lost the last of
my own family, the loss of my career
through a horrible injury, and the end of a
marriage when I wasn’t known if I would
CONTINUED
ever walk again. I always had the annual
reunions to look forward to, and the
opportunity to speak with people who not
only cared, but who helped me to forget
about “me” for a few days and honor
others.
As many of you know, that is no small
feat for a young person in these times,
when we are so focused on ourselves
instead of our neighbors and communities.
When I think of all the enjoyable times I
have had with the 44th BGVA, the memories
of all the happy moments we shared come
crashing over me. Laughing with Cynthia
and Beryl at the stories they would tell me
over a couple of drinks, listening flabbergasted as Bill Newbold would tell me of
his recent sky diving experience and desire
to bungie jump, marveling at George
Washburn moving through the room like
a 20 year old, and hoping that I would be
able to flirt like Don Williams when I am
90; these are just a few of the unforgettable moments I have shared with you.
The names, the faces, the wonderful times
will never be forgotten, and it is my hope
to continue to share these memories with
future generations in the coming decades.
The accolades of the 44th won’t be found
just in print or engraved in stone and
bronze, they will be shared the memories
etched upon my own heart, and I will
never forget you.
Richard Holliday added his special touch to the
hospitality room. He brought uniforms from his
collection, reminding you of the apparel you
once wore.
Attention family members of veterans: I have quite a few back issues many of the
8 Ball Tails. If anyone wants extra copies of a particular magazine, contact me. They are
free, but we do ask to be reimbursed for postage.
Call me: Ruth Morse, 717 846-8948.
17
�FOUND AT SHIPDHAM, A BRACELET LOST 65 YEARS AGO
Adelbert could not remember losing the
bracelet, but the name Edna was certainly a
clear indication of its origin.
Glenn has become a true history buff;
he has accompanied his father David to
England for the past eight years. David
Morgan has taken many 44th veterans back
to Shipdham, where they can reminisce
about the years they spent there.
Much of the Shipdham Airfield has been
returned to the original owner; however the
Morgans send pictures back to the Snell
family, of its appearance 65 years later.
Adelbert H. Snell, a Waist Gunner on the
Leslie Lee Crew, lost a bracelet which his
wife had given him, someplace on the
airfield at Shipdham. It was found by a
15 year old boy, Glenn Morgan.
Here is his account: “I found this bracelet
on Thursday, 27 June 2013. You can imagine
my excitement when I saw the name and
serial number on it: Adelbert H. Snell, and
engraved on the back was ‘Love Edna’.”
When Glenn and his father David
returned to the states, Glenn looked at a
1995 roster and found five people with the
name of Snelbaker. He called five and none
answered. The sixth was Adelbert’s son,
69 year old Gary Snell, who told him his
father was still alive. At age 92, he was
living in a nursing home.
Ed. Note: It is an amazing coincidence that
this story arrived soon after the Folded Wings of
Co-Pilot of the Leslie Lee Crew, Donald Wells, came
to the 8 Ball Tails Editor. Donald Wells and Adelbert
H. Snell flew 31 missions together.
NAME OF THE CREW CHIEF
In the last issue of the Tails was a
picture of a Crew Chief for the
Consolidated Mess, but nobody could
remember his name. A phone call from
another Crew Chief identified him: Alfre
Peyrought. I could not find him in the
Database, but the caller said his picture is
in Ursel Harvell’s book, Liberators Over
Europe. My copy is at Carlisle, but someone can check it out.
The caller’s name got thrown away by
my overly-efficient phone service.
Gerald Folsom, Co-Pilot on the Beiber
Crew, remembers the day they left Shipdham
18
to sail home. An officer told him that his
crew was the first crew to finish their
missions with every member of the crew
intact; they completed 35 missions with no
injuries or losses.
The Beiber Crew flew to England as part
of a group of four Liberators. At least one
member of the other three had either lost
a crewman or had a number who had
been wounded.
According to Perry Morse, Tail Gunner,
the crew made a circle, held hands and
prayed on the plane, before starting out
on any mission.
�NAVIGATOR KENNETH ADRIAN,
LOUIS WINSATT CREW, 506 SQUADRON
REMEMBERS THE MISSION TO OBERPFAFFENHOFEN
We decided to go under the clouds at
11,000 to 12,000 feet. I saw a Pathfinder
and told Lou we ought to fly with him for
more firepower against any possible German
fighters. I also thought he might know
where we were, which way home. Rule No. l
for Navigators: never tell a Pilot you’re lost!
Shortly thereafter, he took us through a
tremendous flak barrage – (he was lost too.)
I later calculated back from my first GEE fix
and found he had taken us over Stuttgart
with its 1000 shells bursting, at a time that
would make your underwear turn brown in
back.
We took off on our own. The B-17s
were in trouble, too, as they had their little
clusters of 5 or 6 planes.
I picked up my first GEE fix at Charlesville,
France, which was close to the FrenchBelgian border, not too far from Luxemburg.
We were supposed to pick up our fighter
planes (escorts) at halfway between
Charlesville and the IP (P-51s) and the
target, P-38’s near Stuttgart, and then P-47s
to take us home from there at Charlesville.
That was a lucky GEE fix, as normally the
Germans had us jammed as we got closer
to England.
I navigated us between the flak areas
until we hit the coast at Ostend. One ‘88’
was right on. He would have gotten us, if
Lou hadn’t taken evasive action. But we got
two wounded – our Nose Gunner (Raymond
Robertson) and our Bombardier (Eugene
Bockstedt). I had to pull the gunner out of
his nose turret, and he was a mass of blood,
scared to death. He had been hit in the
middle of his forehead, but it didn’t
penetrate his skull. He probably could
have been fixed up with a bandaid.
On this mission, many bombers did not
get to the target was because the top of the
clouds was above 25,000 feet almost all the
way! I’m sure some of the planes must
have had runaway engines and others with
mechanical problems as we were trying to
stay above the clouds. So engines were
under a terrific load, many aborting.
The planes ahead of us were making
their own clouds in the form of vapor trails,
so the followers had to go up higher to be
able to see each other. Very few of the
planes could have done it if we had not
burned a lot of petrol on the way in.
From the IP I was buried under flak suits
(one above and one below) and had my
helmet on, too. The flak was intense from
the IP on. I stayed buried through two
bomb runs and came out on the 3rd one, as
the flak was less intense. I was getting
curious - especially because they’d warned
us about running out of gas due to the long
flying time involved.
As I was observing this fiasco, there were
some breaks in the cloud – and the bombs
went out; I saw many of them explode in
what appeared to be a pasture, with little
black specks – cows?? I knew we hadn’t hit
anything (reported to be Schorndorf RR
Junction), but hoped we had cut their
availability to have a good supply of meat
and milk.
Whoever was lead pilot made a diving
turn to the right, into clouds right after the
bomb run. This took care of the formation.
As far as I know, everybody started out for
home alone. If the clouds had not been
about 15,000 feet thick, the German fighter
pilots would have had a field day with our
planes scattered as they were.
19
…continued on next page
�NAVIGATOR KENNETH ADRIAN,
LOUIS WINSATT CREW, 506 SQUADRON
REMEMBERS THE MISSION TO OBERPFAFFENHOFEN
Naturally, it scared him badly. I don’t
believe he’d been to church (Catholic) for
ten years, but he led the pack for
communion on the next mission.
Our route back was a lot shorter (thanks
to the navigator being) lost, as we were very
close to the main bomber stream coming in.
But we were 15,000 feet plus lower than
them. The planned route was way to the
south, but after three bomb runs, we’d
probably ended up as POWs and a belly
landing.
Luckily, this shorter route got us to
Shipdham with, as I recall, four of our
planes landing in France, the Channel and
all over England – out of gas.
The Bombardier got a piece of flak in his
back that he really did fix with a bandaid.
CONTINUED
He didn’t report it, as he wanted to fly every
mission with Lou Winsatt, who was a
former Co-Pilot on B-24s, and a hellava
good pilot. I talked to the Bombardier’s
wife in 1986, and she knew about the flak.
I have two black and white prints of the
plotted course that day. The original route
was 2 hours and 15 minutes shorter, but
apparently the course and targets were
changed – possibly by the weather, too.
As a result, we had two planes go into
Switzerland, two shot down, and many
wounded and POWs.
According to Will Lundy, the 68th Squadron lost
two planes, Mary Harriet and Channel Hopper.
The 506 lost two, Southern Comfort III and Cape
Cod Special II. There were 19 interned, 2 KIA and
19 POW.
JOHN RENZI, BOMBARDIER ON THE LESTER HUNDELT CREW,
67TH SQUADRON, REMBERS AN ABORTED MISSION
We were taking off on a mission to Kiel,
Germany with a load of 12- 500 pound
bombs. When the time came to retract the
landing gear, it would not come up, no
matter how hard our pilot tried.
As we still had the pins in the bombs, we
decided to retain the bombs and come back
with them, as we weren’t very far from
the base.
We landed OK with the landing gear still
down, but our pilot said “no brakes”. The
plane went past the runway, through a
fence, jumped a ditch, skidding on to its
belly and finally stopped.
As we were about two fields away from
our base, by the time the meat wagon and
fire engine arrived, we were all out of the
plane. Hag, our Navigator, (Darell Hagenah)
and I broke a track record, I think, running
and diving into a ditch.
There was just a small fire. Two of the
crew were taken to the hospital for observation
and released. The rest of us were O.K. We
took about a dozen pictures.
After lunch, what was left of our crew
was informed we were to fly as deputy lead
on a mission to the Pas De Calais area. This
was a composite squadron. We also had to
replace the two gunners who were taken to
the hospital.
We flew the mission, which was a milk
run, and in fact, came back before the
group returned from the mission to Kiel.
All in all, it was a hectic day.
20
�A SURPRISE INVITATION TO B/GEN. ROBERT CARDENAS
A pilot from the Swiss Airlines visited
Bob Cardenas with a happy surprise: the
Swiss Air Force invite him to participate in
the 100th Anniversary of their organization.
He will be honored for his contribution to
breaking the sound barrier for the first
time in history. They will also extol him for
his role in teaching members of the Swiss
Air Force how to fly B-17s and B-24s during
his interment in Switzerland.
Cardenas was Command Pilot on Chief
& Sack Artists on a mission to Friedrichshafen; Raymond Lacombe was pilot. On
the second attempt to reach the target,
the plane was beset by fighters and flak
damage. Cardenas was shredding classified documents when he was blown out
of the plane on the German side of Lake
Constance. He began to swim, but a man
in a small boat picked him up and delivered
him to Switzerland and interment. The rest
of the crew got the bedraggled plane to
safety in this neutral country.
The aviation world owes a debt of
gratitude to the Swiss lady who helped
him escape interment, freeing him to
become a test pilot for Wright Patterson AFB.
Breaking the sound barrier occurred
when he was the officer in charge of the
Supersonic project at Murok (now Edwards
Air Base). He was the Command pilot of
the B-29 “Mother Ship” that carried the
X-1 rocket ship aloft. He launched Chuck
Yeager in the X-1 at 20,000 feet; Chuck
flew through the sound barrier at Mach
One+.
Cardenas couldn’t be more amazed at
the invitation. He said, “ I didn’t know I
was a celebrated man in Switzerland.”
----------------------After discharge from the service, Cardenas
was involved in many activities to promote
the memory of the WWII air war. He also
took time to find homeless WWII veterans;
and upon their death, made certain they
had a proper burial.
His most recent effort has been to give
recognition to the unfortunate prisoners in
Wauwilermoos, a filthy prison camp in
Switzerland, where airmen who tried to
escape were placed. He felt that the
physical and mental anguish these men
had endured should not go unnoticed.
Cardenas wrote to the Honorable Daniel
Ginsburg, Assistant Secretary of Defense,
based in the Pentagon. He asked for a
special recognition to be extended to
the few living survivors of that ghastly
experience. 44th members will be eager
to know that the authorities will heed this
request, and act on it.
THE CATERPILAR CLUB
your life.
There should certainly have been many
44th BG members who qualified for wearing
a furry worm on their lapel, but not on their
uniform. (It was not an official decoration,
so it could only be worn on civilian coat
lapels.)
While Charles Selasky was in prison
camp, he sent a card to this organization,
and they promptly sent him a Membership
Card for this elite group. It was followed
up with a Caterpillar Pin.
The requirement for membership: that
you had to bail out of a plane to save
21
�70TH ANNIVERSARY OF THE LOW LEVEL PLOESTI MISSION
NATIONAL MUSEUM OF THE UNITED STATES AIR FORCE, DAYTON, OHIO, 1 AUGUST 2013
detail. The attack
run to the target
saw them exchange gunfire
with German flak
positions. Judge
Tuttle’s B24
shuddered and
vibrated with the
recoil of all ten
fifty caliber
machine guns
firing at once.
The indicated
airspeed in their
aircraft was in
excess of two
hundred miles
per hour at an altitude of only twenty feet.
The continuous fire was so intense that the
gun barrels were in danger of warping from
the intense heat of rapid fire. Judge Tuttle
described his experiences within the context
of his recently penned autobiography,
NEVADA CITY & BEYOND, An Unscripted Life.
Tuttle signed copies of his book for reunion
guests and enthusiasts. Copies are available
on Amazon or directly from Judge Tuttle.
Bill Newbold was also asked of his
experiences on the Ploesti mission. He gave
a vivid account to the hushed crowd. “As
Earthquake entered the area, we hit the
cable of a barrage balloon with our No. 3
engine. These balloons had explosive packets
spaced at intervals for blowing a wing off as
it slides up the tether; we were lucky that
the propeller sliced through the cable.
Moments afterwards, our No. 4 engine also
stopped! Suddenly, we feared we would be
with those not returning today. We had two
engines out on one side, dropping the wing
dangerously close to the ground and losing
A conclave of World War II airmen was
recently held at the National Museum of the
United States Air Force, in Dayton, Ohio.
The gathering commemorated the most
highly decorated single military action in
U.S. history. August 1, 2013, marked the
70th anniversary of the low level bombing
mission on the oil refineries of Ploesti,
Romania. Ploesti was considered Hitler’s
“gas station” since it provided 40% of the
gasoline and diesel fuel for Hitler’s war
machine. A gathering of roughly 100
family and friends joined the Ploesti veterans
for a time of remembrance, reflection,
laughter and tears. 44th Ploesti veterans at
the reunion included Judge Richard Tuttle,
Bill Newbold, Bill Reese and William Morton.
The Ploesti reunion was a three day
event with activities at the Air Force
Museum and the reunion headquarters,
the Holiday Inn Fairborn. A panel of veterans
was one of the highlights of scheduled
events. Ploesti vets took questions from a
moderator and reunion guests. Judge Tuttle
described his Ploesti experience in vivid
22
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�70TH ANNIVERSARY OF THE LOW LEVEL PLOESTI MISSION
air speed. My thoughts were that unless
something good happens in the next few
seconds, we’ll be on the ground burning.
Something good happened—with extraordinary effort, the pilots kept the right
wing from scraping the ground while the
cabin crew got No. 4 started and churning
out enough power to avoid disaster. Bill
Newold also recalled that his beloved
Earthquake landed with ten minutes of
gasoline left in the tanks.
Bill Reese was one of the 110 men who
became POW’s on the mission. He was
bombardier on the Worden Weaver crew.
Unable to stay in the air from battle damage,
their ship crash landed in a corn field. We
pick up the story from Will Lundy’s monumental work, 44th Bomb Group, Roll of
Honor and Casualties. “One of the men
who escaped, bombardier William L.
Reese, Jr. went through the fire and
exploding ammunition and cut away
Sorenson’s (navigator) harness. Reese
and radioman Jesse L. Hinely hauled both
trapped men clear. The crew then split
up and ran in several directions while a
German fighter circled the area, evidently
reporting their location and directions.
Weaver obtained help from a Romanian
farm boy who led them to a village
where some women dipped feathers into
a homemade balm and gently brushed
on it on their seared flesh.” Bill Reese
spent a little over a year in a Romanian POW
camp. His experiences in POW camp could
fill a book in itself.
William Morton flew the Ploesti mission
as a member of the Bill “Doc” Hughes crew.
Bill Morton was an original member of
the Robert Lehnhausen crew. Bill was an
engineer/top turret gunner. Bill survived
the mission and made it back to Benghazi
in one piece. After Ploesti, William flew the
CONTINUED
tough missions to Foggia on August 13th
and the Wiener Neustadt mission of
October 1, 1943. We pick up the story of
William Morton’s heroic actions on Wiener
Neustadt from the book, Liberators over
Europe, the History of the 44th Bomb Group,
The “Avenger”, piloted by Capt. “Doc”
Hughes with Lt. Raymond D. Hamlyn as
co-pilot had made both missions to Wiener
Neustadt. At interrogation the crew reported.
“The first mission the Wiener Neustadt was
easy, nothing much happened and we
thought that this trip would also be just
another step towards home. The 93rd and
the 389th were ahead of us as we hit the I.P.
Our hopes of an easy mission soon faded as
gunners started to call out fighters at
twelve, one and two o’clock high, sitting
right on top of the target. They had let the
two groups ahead of us through without
attacking, preferring to jump the tail-end
group, which was us. They were queuing
up for a head-on attack and in flights of
three and four abreast they started tearing
through the formation. The first attack
crippled some of our force and broke up
our formation. We managed to get our
bombs away and started a running battle
for home. The Luftwaffe was out 120
strong, attacking by twos from every
position of the clock. It was every man for
himself, as the pilots attempted to get back
into some semblance of a formation. The
“Avenger’s “ gunners were fighting
desperately alone and drove off attack after
attack, shooting down three Me-109’s and
damaging several others. However, before
we were out of the battle area, our hydraulic
system was shot out and an elevator cable
was cut. Sgt. Morton, our engineer, cinched
the hydraulic lines to save the fluid by
bending the severed ends, and affected a
splice in the elevator cable, thus making it
23
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�70TH ANNIVERSARY OF THE LOW LEVEL PLOESTI MISSION
CONTINUED
Other reunion highlights included
a memorial service at the Air Force
Museum at 0930 hours on the
morning of 1 August. Gen. Jack
Hudson, Director of the Museum,
gave a warm welcome and outlined the mission of the Museum.
The Ploesti veterans were all seated
on stage in chairs of honor. After a
brief program the events concluded
with media interviews. The turnout
by the media was absolutely amazing.
The Associated Press outlet in
Cincinnati, Ohio, picked up the
story and wrote a tremendous
tribute to the veterans that literally
went around the world. Local
television was present and interviewed many of the vets. Local six
and ten o’clock news reports were
full of coverage of the reunion. It was a
fitting tribute to those brave men who flew
into history over an oil town in Romania
seventy years ago.
The author would like to extend a heartfelt thanks to the 44th veterans who attended
this reunion. It was not an easy journey to
make. You helped make the reunion a huge
success. I would also like to thank Col.
Robert Lehnhausen who could not be there
but was an anchor of support throughout
the planning of the reunion. Thank you Col.
Lehnhausen! Thanks also to George Temple
who also was a keen supporter of the
reunion. Last but not least, thanks to Ruth
for her untiring help in getting the word out
about the reunion and allowing this space
in the final issue of the 8 Ball Tails. Thanks
to all of you!
Reunion Coordinator: Blaine Duxbury
possible for us to return to base.”
For his outstanding ability to act in
extreme emergency, Sgt. Morton was
awarded the Distinguished Flying Cross.
Sgt. Morton went on to receive his
officer’s commission and served with
distinction in Korea and Vietnam. Colonel
Morton’s story is one of remarkable
achievement and dedication to duty.
The stories told by these gentlemen held
the crowd spellbound. Bill Newbold and
Dick Tuttle both became POW’s on the
Wiener Neustadt mission. The reunion
had a number of families who came to the
reunion seeking information about their
loved ones. Their common thread is their
loved ones were killed on the Wiener
Neustadt mission. It was a poignant scene
as Judge Tuttle and Bill Newbold described
the mission in detail. Prayers and questions
were answered as to what actually
happened on that terrible mission of
October 1, 1943.
24
�THE CREW OF BLACK JACK AND THEIR LEGACY
BY CHARLES RUNION
On 1 October 1943 the 44th Bomb Groups mission was to bomb the Messerschmitt
aircraft factory located at Wiener Neustadt, Austria. B-24 serial number 41-23816, named
Black Jack of the 68th squadron was hit by flak shortly after dropping their bomb load
while turning away from the target. The plane was on fire and crashed shortly after being
hit. Of the ten man crew five survived. Here are the crew and their stories. May we never
forget.
Pilot Coleman Scott Whitaker
Coleman was from Petersburg, TN and a graduate of Morgan School. He volunteered
for service with the RAF several months before Pearl Harbor; afterwards he transferred to
the US Army Air Force. On 3 August 1943, two days after the Ploesti raid, he wrote home
finishing his letter by saying “Have had a good hand in what has happened in these parts”.
Coleman was survived by three brothers and one sister.
Co-Pilot Ted Scarlett
After the war Ted started a career in
accounting and later became a CPA.
He retired in 1982 and passed away in
October 1985. Today he is survived by
two sons Roger and Ted, one daughter
Lynn and nine grandchildren.
25
…continued on next page
�THE CREW OF BLACK JACK AND THEIR LEGACY
CONTINUED
Navigator Gene Vickary
After the war Gene returned to his job at Arkell and Smith in Canajoharie as a press
operator. When the Korean War started he was reactivated and served two years one as a
navigator. After Korea he returned to Arkel and Smith as a foreman in the art department.
He remained there until 1958 when the company moved. He and his wife decided to
purchase the 5 & 10 store in town, naming it Vickary’s Variety Store. They operated the
store until 1969 when they liquidated it. He then went to work for the US Soil Conservation
service in Fonda, NY. He designed ponds, waterways and drainage systems for the
agriculture community of the county. He retired at the age of 67 due to his increasing
disability due to the Parkinson’s disease. He lived independently until age 76 and then
went into a nursing home until his death at 81 in February 1997. His family believes he
was very proud of his war service, especially the Ploesti raid. He never considered himself
a hero, but rather just another guy who did what was asked of him by his country. He is
survived by four children Dara Lee, Robin, Coleman and Maple Ann and three grandchildren Timothy, Regina, and Dominic. Gene named his son Coleman after his friend,
the pilot of Black Jack.
Bombardier George Guilford
After the war George worked for
United Machine Shop and then went to
the oil fields where he worked until he
retired and settled in Florida. George
passed away on 28 May 2008 at the
age of 89. He is survived by his son
Mike and daughter Pat.
26
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�THE CREW OF BLACK JACK AND THEIR LEGACY
CONTINUED
Engineer Ed Carlson
Ed graduated from McKeesport High
School in 1941 where he played football and basketball. He enlisted on 14
December 1941 in the Army Air Forces.
During his time as a POW he was on
the camp baseball team and was
known as “Cotton” Carlson. After the
war he married his wife Betty Jean on 9
May 1946. They had three children a
daughter Virginia “Ginny” and two
sons Duane and Don. He worked in
shipping at Irvin Works of Carnegie Illinois Steel Corp and then for Bell Telephone Company
working his way up to Test Center Foreman. He enjoyed coaching little league baseball.
He passed away on 23 August 1964.
Assistant Engineer Wilson Riche
Wilson was born near the village of Penn Yan, NY on 10 July 1915. He graduated from
Penn Yan Academy in 1934. On 28 January 1942 he married his wife Clarice. Before entering
the service he was the manager of Baker-Stark Men’s Clothing Store. On 22 December
1942 Wilson completed his course for Airplane Mechanics at Keesler Field. On 3 February
1943 he completed his B-24D familiarization course. In July 1943 he able to return home
and see his wife Clarice and their son Keith who was born in March. Today he is survived
by his son Keith.
27
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�THE CREW OF BLACK JACK AND THEIR LEGACY
CONTINUED
Radio Operator Frank Bauman
Frank graduated from Jordan High School in Los Angeles County, CA in 1938. Before
the war he worked for Firestone Tire and Rubber. He was one of seven brothers and sisters.
Today he is survived by one sister in California who cherishes her memories of her brother.
He was the one who always watched over her, taught her to drive, and was always there
for her. She remembers going to a ceremony at March Field towards the end of the war
where her parents were presented with Franks medals. He is buried in the Lorraine American
Cemetery in France.
Waist Gunner Tony Damico
Tony was raised in Louisiana on a
sugar cane farm. He was one of eleven
children.
Today he is survived by two sisters.
28
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�THE CREW OF BLACK JACK AND THEIR LEGACY
CONTINUED
Waist Gunner Robert Smith
Robert graduated in 1936 from the
West Philadelphia Catholic High School
for Boys. He made Master Sergeant at
Barksdale Field on 1 July 1942. He had
one brother William who was in a tank
destroyer unit in Europe. Robert is
buried in the American War Cemetery
in Ardennes, Belgium. Today he is
survived by one nephew Bill and two
nieces Dottie and Kathy.
Tail Gunner Bob Reasoner
After Black Jack was hit by flak and started burning, the flames were racing through the
fuselage and into the tail gunner’s compartment. Bob crawled through those flames while
the plane was going down until he reached the waist gunners position. There, he found
Tony, Robert, and Wilson lying on the floor. Looking for signs of life he found that Tony
was still alive and in spite of his own injuries he was able to pick him up to the waist
window, pull the rip cord on his parachute and push him out before jumping from the
plane himself. A German soldier found Bob where he landed in a small park, seeing his
injuries he helped Bob by removing him from his parachute. Bob was taken to a German
Luftwaffe hospital in the area for initial treatment. While in that hospital he was told by
his doctor that Tony had died as a result of his injuries. Bob was moved to several different
POW camps until being repatriated to the US in September 1944. He spent the next
2 1/2 years undergoing treatments for his burns. After being released from the hospital he
attended the University of Florida, did landscaping for a while, and then went to work as
an inspector for the US Department of Agriculture until he retired. Bob is now 94 and he
and his wife Bernice live in South Carolina.
29
�THE STANLEY OLSON CREW
AT WIENER NEUSTADT
unshaven and my clothes were filthy. What
did she see?
The farmer sent a boy that was about 12
years old for the local constabulary. They
put me in the local jail, and all the kids
around that town hooted at me. I don’t
know whether they were making fun of me.
Steve Bugyie, Ball Turret Gunner reported
this: When I came down, I landed in quite a
large pine tree. In order to get down, I had
to climb on the shroud lines and broke the
top of the tree off. When I hit the ground,
I am certain that I was unconscious for a
short period of time. When I woke up I hid
in some evergreens. It was fairly late in the
afternoon when I heard the whistle of
Germans who were out searching for me.
I took off in the westerly direction, heading
for Switzerland. It was then that I made the
rule that I would only travel at night.
When I stopped, I found a haystack and
went to sleep in it. I was startled awake
when I heard a blast from an 88-mm antiaircraft gun. There apparently was a
German encampment near there. It was
daylight, but I went back to sleep and slept
most of the day. When I tried to look out of
the stack, I couldn’t see anything. It was
mostly an open field in front of me.
As soon as the sun went down, I took off
again. I was loose for three nights and four
days. By walking and trotting from sundown to sunup, I was able to make 190
kilometers (about 120 miles). The next to
last night I was loose, I couldn’t find any
cover, so I slept in a small hay field behind a
tavern. It was around noontime when I
heard some rustling in the grass next to me.
When I looked, I saw a water Spaniel smelling
me. About fifty yards away was a German
hunter, an old fellow with a shotgun. I just
lay there and the hunter walked on. When
night fell, I took off again.
STAR SPANGLED HELL was one of eight
planes lost on this mission on 1 October
1943. Ronald Allen, Navigator reported
this story:
I jumped at 11:45 when our aircraft was
at 16,500 feet - (we should been at 22,000
over the target. It was 12 noon when I
reached the ground. I was hungry, tired
and disgusted. I had an escape kit, but it
was not intended to be used in this area. It
had Francs in it, rather than money that was
appropriate to this area. I had an apple that
I had obtained the night before. That was
all I had to eat for three days, except for
berries that I could scrounge. On that third
day, I was in a thinly-wooded area. As I was
lying down, trying to figure out what to do
to get across a road, I suddenly heard a stick
pop behind me. When I turned to look, I
saw an Austrian Army Doctor. I later
learned that he was on leave from the
Russian front.
The doctor was with his family visiting a
farm. The doctor could speak English just
as well as I could. He sat down and we
visited a while. At one point, the doctor
said, “Well, the war is going to be over in
about 18 months.” He then went back to
rejoin the others. He didn’t attempt to
capture me. He told his wife about me, and
they discussed what to do. He brought me
something to eat. He then told me that
they had decided, for their own protection,
to turn me in. We went to the farm house,
and they gave me some warm milk. Having
been brought up on a dairy farm, warm
milk did not appeal to me.
One of the farm girls said something,
and the doctor broke out laughing. He
slapped me on the shoulder and said, “Do
you know what she said?” I replied, “I have
no idea.” The doctor then told me, “The girl
thinks you are good looking”. There I was,
30
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�THE STANLEY OLSON CREW
AT WIENER NEUSTADT
I was weak from dysentery as well as the
lack of food and water. It was on the fourth
day when I approached some people. I was
hoping that I could get some help. I spoke
to them in German. After a brief conversation,
they spoke to one of the people in Hungarian
or some other language. I thought they
were sending for food. Instead, they went
to bring the Home Guard. The next thing I
knew, I was surrounded. I was taken back
to Wiener Neustadt.
On the following day, Lt. Matson, a pilot
CONTINUED
from the 389th and I were transported to
Dulag Luft.
In his book, Roll of Honor and Casualties, Will
Lundy reported that Star Spangled Hell that
approximately 125 to 150 enemy aircraft made
vicious attacks on this formation in the target area
at 1140 hours. It was hit individually by five Me
109s with nose and passing attacks. The aircraft
dropped its bombs and peeled off to the right and
was still pursued by five fighters.
The pilot, Stanley Olson, was KIA; all others
became POW.
JACK WIND, PILOT, 506 SQUADRON,
REMEMBERS HIS 1ST MISSION
FLYING IN THE CONSOLIDATED MESS
The mission was to Brunswick, Germany.
8 April 1944, to Brunswick, Germany. It
was a ‘mess’ when we barely made it back
to the base. We took 6 20mm hits from a
fighter in the left wing. It knocked out our
#2 engine; then we were caught in a flak
barrage over Hanover, and they said we had
almost 70 flak holes. We ran out of oil on 2
engines as we reached the base. We had
holes in the oil tanks. We finished up with a
‘ground loop’, from a flat left tire.
The group put up 24 planes that day,
and 12 of us got home. This was our intro-
duction to combat. We were lucky, one of
the few crews to finish a tour at that time.
According to Will Lundy, the destination for
that mission was the Airdrome in Langenhagen,
Germany. Will reported that April 8 was the worst
single day for the 44th BG.
Planes lost: Shack Rabbit, Judy’s Buggy, Pizz
and Moan, Townsend’s Terrible Ten, Rubber
Check, Greenwich, Oh My Sufferin’ Head,
Galivantin’ Gal, and 4 Unnamed Planes.
Losses: KIA-41; POW-74; WIA-2
FIRST GRADERS FINISHED THESE SENTENCES
IT’S ALWAYS DARKEST BEFORE ......................................................... DAYLIGHT SAVING TIME
DON’T BITE THE HAND THAT ............................................................... LOOKS DIRTY
YOU CAN’T TEACH A DOG ................................................................... NEW MATH
WHERE THERE’S SMOKE, THERE’S ................................................... POLLUTION
31
�S/SGT WARREN MCPHERSON (66TH SQD) REMEMBERS
THE FLAK HOUSES
been a favorite resort city for the British,
and some lovely facilities had been turned
into ‘Rest Homes’ for military personnel.
Our ‘rest home’ was a large sprawling
mansion–like facility overlooking the Irish
Sea. The staff of the facility offered us any
amenity we could think of. Our sleeping
rooms were large, adequately furnished,
and completely comfortable. A wide variety
of activities were offered to us. We were
given free run of the home.
We were also given a pass for the entire
length of our visit to go anywhere we
wished within 25 miles. The only restriction
was that we were to be in the rest home by
1:00 AM, and not leave before 7:00 AM
each day.
Even though it was December, I was
fascinated by the beach between our hotel
and the Irish Sea. We had a full view of the
beach from our sleeping room. At low tides
it was enormous. In spite of the cold
weather, I roamed that beach, looking for
mysterious treasures that might wash
ashore. Alas, I found none; but even so,
being there was wonderful.
When our week was up, we left in time
to spend a night in Liverpool. Then we
headed back to Shipdham, ready to face the
Nazis, and anxious to get the rest of our
bombing raids finished. And finish we did!
By the time we reached Mission #27 on
November 30, 1944, every member of our
crew was pretty near what was called ‘Flak
Happy’. We were tense and restless. Almost any kind of unexpected noise would
make us jumpy in response. That mission to
Neukirchen, Germany, was our proud day.
Our crew was loaned from the 44th Bomb
Group to lead the 392nd Bomb Group. We
also had the honor of leading the entire
Eighth Air Force on that day.
Shortly after that raid we were notified it
was our turn to go to the “Flak Shack”.
There was no question we needed some
rest and recuperation (R & R). The enlisted
men in our group were “ordered” to spend
December 7 through 13 at the Combat
Crew Rest Home at South England, plus
travel time there and back.
An army truck took us from Shipdham to
Norwich, where we went by train west
across England to Liverpool. The farther
west the train took us, the more relaxed we
felt. We knew we were getting farther and
farther out of reach from a German air raid
or the German buzz bombs. We changed
trains a couple of times on the way. On the
trains and in the stations, it was fun intermingling with the civilian English passengers.
From Liverpool we traveled north 20
miles to Southport, a lovely city that liked to
compare itself to San Francisco. It had long
THESE WERE THE GOOD OLD DAYS?
CAN YOU REMEMBER METAL ICE CUBE TRAYS WITH LEVERS? MIMEOGRAPH PAPER?
ROLLER SKATE KEYS? DRIVE INS? STUDEBAKERS? WASHTUB WRINGERS? THE FULLER
BRUSH MAN?
IF SO, YOU MUST BE ABOUT THE SAME AGE AS YOUR EDITOR.
32
�MOST MEMORABLE MOMENTS SINCE JOINING THE 44TH BG
How can I ever forget the trip to France,
when Guy Cressant handed Lois Cianci her
father’s burnt dog tag? T/Sgt. Clair Shaeffer’s
plane went down in a wooded area, and
the French had placed a monument to
those that were lost. Many tears were shed
when Guy surprised everyone with that
unexpected gift.
Recently Pierre Berenguer and other
great patriots in France, created a museum
near that very site. It honors the brave
members of the French Underground.
Some of our members who escaped with
the help of Underground members, have
sent their stories to the library of that
museum.
I can’t forget the reunion in New Orleans
when Charlie Hughes got up and danced
with the performer. She danced with him
for a short time, then sent him back to his
seat. This reunion was arranged by Mike
Yuspeh. It included a parade, and an
opportunity to attend the evening party
in costume. I went as a pirate. The most
impressive dancer was Tom Parsons and
wife.
I like to remember the River Walk in
San Antonio.
I cannot forget the 1st Reunion in
Savannah, in which Ploesti veterans were
honored. John Harmonoski was very ill,
but wanted to attend that reunion. He died
two weeks later.
One of the most impressive speeches
I cannot forget was when at the 60th
Anniversary of the Ploesti mission in Salt
Lake City. Bob Lehnhausen described the
pre-mission remarks of Leon Johnson, who
described the perils the crews would be
facing. He said that if anyone wanted to
opt out, they have his permission. Not one
person left the room. They placed total
trust in their great leader.
The Reunion at Wright Paterson AFB was
a great opportunity to climb back into a
B-24. Who could pass that up? The guide
was surprised to learn that Tom Parsons had
seen and shot at a German Me-163. The
rest of his crew did not want to report on
the strange lightning fast aircraft they had
seen. Tom did, and later others saw that
same strange plane.
The Me-163 was really a rocket plane.
It required so much fuel, it could stay in
the air for a very short time. Our fighters
learned its weakness. When it was ready to
head back to base, they were able to bring
it down.
33
�SOME OF THE CREWS WHO WON THE WAR
STERLING DOBBS CREW,
68TH SQUADRON
Rear L-R: Sterling Dobbs, pilot;
Wallace J. Balla, Co-Pilot; Daniel C.
Valentli, Navigator; Robert C. Kimse,
Bombardier
Front: Harold W. Hanson, Engineer/
Top Turret Gunner; Robert E. Elstad,
Waist Gunner; Reed B. Foutz, Tail Gunner;
Vernon L. Torkelson, Radio Operator/
Gunner; William J. Flood, Nose Gunner;
James R. Trudeau, Waist Gunner.
This is a posed picture; the Dobbs
crew (68th Squadron) never flew in
Joplin Jalopy. That belonged to the
506th Squadron
REGINALD CARPENTER CREW
The Reginald Carpenter Crew, 67th
Sq., not individually named: Reginald
Carpenter, Pilot Caroll Pratt, Co-Pilot;
Charles Selasky, Navigator; Berthel
Swenson, Bombardier; John Irwin, Radio
Operator/Gunner; Frank Paliga, Engineer/
Top Turret Gunner; Kelly Morrison, Right
Wing Gunner; William Brady, Left Wing
Gunner; Robert Strickell, Tail Gunner;
Jack Shepherd, Rear Hatch Gunner.
CARL BOHNISCH CREW
Front Row L-R: William Leverich,
Engineer/Gunner; Eugene Edgerton,
Right Waist Gunner; Kenneth Hall, Turret
Gunner; Joseph Morin, Tail Gunner;
Bernard Uhler, Radio Operator/Gunner;
Warren Klein, Left Waist Gunner.
Back Row L-R: Peter Ede, Navigator;
Harold Win Spink, Bombardier; John
Griffin, Co-Pilot; Carl Bohnisch, Pilot
34
…continued on next page
�SOME OF THE CREWS WHO WON THE WAR
CONTINUED
ROBERT JOHNSON CREW,
68TH SQUADRON
Front Row: Laban Brown, Tail
Gunner: George Berger, Navigator;
Robert Johnson, Pilot; Estie Cunningham,
Co-Pilot; Michael D’Angelo, Bombardier.
Back Row: Jack Christy, Right Wing
Gunner; Raymond Lippert, Belly Gunner;
James Alexander, Engineer/Top Turret
Gunner; Walter Banks, Left Wing Gunner;
Marvin Jehnson, Radio Operator.
THE FRANK KIGGINS CREW,
68TH SQUADRON
Front Row L-R: Frank Kiggins, Pilot;
Paul Gretsky, Co-Pilot; Raymond Burglund,
Navigator; Edgar Bell, Bombardier.
Back Row: Edmund Danzig, Radio
Operator/Gunner; Emmett Mozee,
Engineer/Top Turret Gunner; Robert
Palmer, Ball Turret Gunner; Charles
Vogel, Right Wing Gunner; William
Kelsh, Jr., Left Wing Gunner; Harold Lee,
Tail Gunner.
THE WALTER (TOMMIE) HOLMES
CREW, 68TH SQUADRON
Front Row L-R: Robert Stine,
Navigator; Walter Holmes, Pilot; Donald
Fribley, Co-Pilot; Howard Klekar,
Bombardier.
Back Row: George Green, Tail
Gunner; Edward Bowden, Waist Gunner;
Michael Balazovich, Belly Gunner; Isaac
Flesher, Radio Operator/Gunner; Sam
DeBerry, Waist Gunner; Tauno Metsa,
Engineer/Top Turret Gunner.
35
…continued on next page
�SOME OF THE CREWS WHO WON THE WAR
CONTINUED
VERYL (HANK) DUWE CREW,
67TH SQUADRON
Front Row L-R: Dick Hill, Bombardier;
Veryl Duwe, Pilot; Richard Carpenter,
Co-Pilot; Frank Weiss, Navigator.
Back Row: Don Billings, Radio Operator/
Gunner; Ray Lindsey, Waist Gunner;
Ed (Mike) Healy, Engineer/Top Turret
Gunner; John Wesley, Tail Gunner; Don
Henriksen, Waist Gunner; Joseph
McNamara, Ball Turret Gunner.
THE ARTHUR LEDFORD CREW,
66TH SQUADRON
Front Row L-R: Frank Kiggins, Pilot;
Paul Gretsky, Co-Pilot; Raymond Burglund,
Navigator; Edgar Bell, Bombardier.
Back Row: Edmund Danzig, Radio
Operator/Gunner; Emmett Mozee,
Engineer/Top Turret Gunner; Robert
Palmer, Ball Turret Gunner; Charles
Vogel, Right Wing Gunner; William
Kelsh, Jr., Left Wing Gunner; Harold Lee,
Tail Gunner.
THE ROBERT SEEVER CREW CREW,
68TH SQUADRON
Front Row L-R: Albert Pschirer,
Engineer/Top Turret Gunner; Charles
Daughtry, Radio Operator/Gunner;
Richard Coward, Nose Gunner; Charles
Olewine, Waist Gunner; Harold Whitle,
Waist Gunner; Lenham, Tail Gunner.
Back Row: Robert Seever, Pilot;
Hugh Maxwell, Co-Pilot; Donald
Jenkins, Navigator; William Zoellmer,
Bombardier.
36
…continued on next page
�SOME OF THE CREWS WHO WON THE WAR
CONTINUED
THE CLAYTON ROBERTS CREW,
68TH SQUADRON
Front Row L-R: Joseph Stewart,
Bombardier; Clayton Roberts, Pilot; John
Roberts, Gunner; William Lundquist,
Co-Pilot; Arthur Aronoff, Navigator.
Back Row: Kenneth Amick, Flight
Engineer/Gunner; John Cross, Gunner;
Robert Dunlap, Gunner; Edgar Flowers,
Gunner; John Boileau, Radio Operator,
Gunner.
THE CHARLES HUGHES CREW,
66TH SQUADRON
Front Row L-R: George Miller, Tail
Gunner; Nathan Sternberger, Navigator;
Charles Hughes, Pilot; Sylvester Hunn,
Co-Pilot; Maurice Hause, Bombardier.
Back Row: Angela Paluzzi, Right Wing
Gunner; Thomas Chocklett, Engineer/Top
Turret Gunner; Stanley Langcaskey, Belly
Gunner; Aulus Blitz, Left Wing Gunner.
PURSUIT IN THE PYRANEES
When he finally reached the Pyranees
Mountains, he got separated from fellow
escapees, and with the Germans hot on his
trail, he took off his coat and used it to slide
down the mountain to freedom.
Pursuit in the Pyranees is available from
his wife, Aline. The phone number is (706)
629-2396. The price is $25.
This is a great escape story, written by
the late Archie Barlow. A survivor of the
crash at Escalles Sur Buchy, a target to wipe
out the V-1s - unmanned planes that were
targeting London and other great cities in
the UK. Flying in Ram it Dammit, Barlow
was the single survivor of that plane crash.
He was one of five men who were escapees
from that mission, and managed to evade
and return to Shipdham.
With help from the Underground, he
arrived in Paris, and through a series of
nerve-wracking encounters with German
soldiers, he moved to various homes,
traveled by trains to various destinations,
slept in barns along the way, always evading
the Nazis who were pursuing him.
In the previous two issues of the 8 Ball Tails,
Richard Mayhew’s escape story was also very
compelling. He was flying in Queen Marlene on
the same mission as Barlow, to Escalles Sur Buchy.
Mayhew met Lawrence Chandler, also an
escapee from Escalles Sur Buchy. He was flying in
Victory Ship.
37
�A GREAT MOMENT FOR THE 44TH
THE UNVEILING OF THE MONUMENT
L-R: LTC Mark Viney, Lee Aston, Ruth Morse, Perry Morse,
M/Gen Robert Williams
The granite and design for this beautiful
monument was by Lee Aston, with
suggestions from Robert Lehnhausen and
Ruth Morse.
Permission for its placement came from
the Secretary of the Army, after going
through seven committees!
It was facilitated by Mike Perry, Executive
Director of the Army Heritage Education
Center.
M/Gen. Robert Williams
conducted the ceremony,
congratulating the 44th
BG for its wartime service.
(His father had piloted a
B-17.) Our U.S. Representative, Todd Platts spoke,
as did President George
Washburn. It was a
happy day for all.
Mike Perry
QUESTIONS TO PONDER
IF PEOPLE FROM POLAND ARE CALLED POLES, WHY AREN’T PEOPLE FROM HOLLAND
CALLED HOLES?
IF 4 OUT OF 5 PEOPLE SUFFER FROM DIARRHEA…DOES THAT MEAN THE ONE ENJOYS IT?
IF FED EX AND UPS WERE TO MERGE, WOULD THEY CALL IF FED UP?
YOU NEVER REALLY LEARN TO SWEAR UNTIL YOU LEARN TO DRIVE.
EVER WONDER WHAT THE SPEED OF LIGHTNING WOULD BE IF IT DIDN’T ZIGZAG?
38
�GREAT FRIENDS IN THE 44TH BOMB GROUP
Fritzi Silatsky
Irwin Stovroff
Lowell & Jackie Roberts
Gerald Gross
Lee Aston
Dick & Betty Lynch
Beverly Folsom
39
…continued on next page
�GREAT FRIENDS IN THE 44TH BOMB GROUP
CONTINUED
Louis DeBlasio
Paul Kay
Richard Butler
Charles Hughes
Robert Johnson
Lt. Col. Kent Furman
Frank Schaeffer
Charles Tilton
Clay Roberts
Milton Rosenblatt
40
…continued on next page
�GREAT FRIENDS IN THE 44TH BOMB GROUP
CONTINUED
Irene & Will Lundy
Don Williams & Richard Hruby
Beryl Apgar, Betty Lynch &
Cynthia Harmonski
Robert Vance, Perry Morse,
Jerry Folsom & Roy Owen
at Colorado Springs,
Dedication of B-24 monument
Tommie Shepherd and the piece of
flak that nearly killed him
41
…continued on next page
�GREAT FRIENDS IN THE 44TH BOMB GROUP
CONTINUED
Pete Henry
Russell Gately
Bob Lehnhausen, Mike Mikoloski,
Roy Owen & Ruth Morse
Dale Lee
Jack Butler &
Bill Brandon
George Washburn &
Cynthia Harmonoski
Mary Aston
Roy Owen
42
…continued on next page
�GREAT FRIENDS IN THE 44TH BOMB GROUP
CONTINUED
Lois Cianci &
Jackie Roberts
3 Presidents: Mike Mikoloski,
Roy Owen & Jerry Folsom
Tony Cianci
The Beiber Crew
Perry Morse, Nathan Woodruff & Jerry Folsom
President Robert Lehnhausen
43
�FOLDED WINGS
All the pain and grief is over, every restless tossing passed.
I am now at peace forever, safely home in heaven at last.
Unknown author
News of his passing came from his
wife of 20 years, Mary. He had 4 children
and one step child; also 5 grandchildren,
and 2 great great grandchildren. Lee
and Mary were residing in Elberton,
Georgia at the time of his passing.
Byers, Eugene M., Jr. #22742 67th
Squadron 6 April 2006 Lt. Byers was a
Navigator, flying with a number of
crews. His first mission was 26 September
1943. He flew with several pilots, most
with Robert Stamos; others with Harold
Pinder, Robert McCormick, Raymond
Lacombe, and Lawrence Brooks. He
also flew with a number of Command
Pilots: Walter Bunker, Sylvestor Hunn, A.
T. Culbertson, William Brandon and
Robert Cardenas.
On his last mission to Frederichshafen,
18 March 1944, the plane went down
and Captain Cardenas and the crew
were interned in Switzerland. Capt.
Cardenas escaped, but the rest of the
crew were held until the war was over.
The planes he flew in were: F for
Freddie, Seed of Satan, Amblin Okie,
H-Q-2, Avenger, Peep Sight, Raggedy
Ann II, The Impatient Virgin, Lib-erty
Belle/Lass and Chief & Sack Artists.
After the war, Byers stayed in the Air
Force, rising to the rank of Lt. Colonel.
His assignment was flight control. He
retired in 1958.
Byers is preceded in death by his wife
of 55 years, Edris Dunaway Myers. The
couple had 2 twin girls, and one grandson.
He was living in Fort Wayne, Indiana
at the time of his passing. Information
Aston, Robert Lee #19247 67th
Squadron 1 September 2013 Captain
Aston was a Navigator on the Christopher
Spagnola crew. Their first of 35
missions was on 26 August 1944.
All missions of this crew were into
Germany, except one into France. They
were knocking out bridges, destroying
oil and arms production complexes and
bombing railroad centers, always moving
ahead of the allied troops that were
moving east toward Germany.
The planes they flew in were: Old
Iron Corset, Judy’s Buggy, Phyllis,
Limpin Ole Sadie/San Antonio Rose,
Sultry Sue and Mi Akin Ass. Their last
mission was 2 June 1945.
After the war, Aston remained in the
Reserves. He became an Attorney-atLaw, and earned a degree as a Geologist.
He became an Adjunct Professor at the
University of Missouri. He earned three
doctorate degrees, and was a candidate
for LLD, Doctor of Law.
Aston was an active member of the
Sons of the Revolution. He owned a
piece of land full of granite, and placed
monuments on a number of his
Revolutionary War ancestors.
Aston will be remembered by the
th
44 Bomb Group, first for providing the
granite, designing and producing the
44th’s monument at the Army Heritage
Education Center’s courtyard. He also
doggedly searched for belated awards
for veterans of the 44th, also other
groups, and arranged for presentations
by important members of the Army
and/or Air Force.
44
…continued on next page
�FOLDED WINGS
of the American Jersey Cattle Club, and
his Jersey bloodline was awarded and
recognized nationwide. In 1980 they
retired and sold their stock to two
farms, one in Vancouver and the other
in Ballingham, Washington. He was
also very active in the civics and politics
in Vancouver, serving on various
community and agricultural boards.
The couple raised 5 children, 3 boys,
2 girls. They had 10 grandchildren and
4 great grandchildren. Mike was preceded
in death by Barbara. Information of his
passing came from his daughter,
Colleen.
Gardner, Harrell Lee #20320 506
Squadron 29 April 2013 S/Sgt. Gardner
was a Gunner on the Charles Atkins
crew; their first mission was on 19 July
1944. At different times he served as a
Wing Gunner, but mostly as a Tail Gunner.
On one mission he flew on a mission
piloted by Hal Kimball. The planes he
flew in were Down De Hatch, Sierra
Blanca, Southern Comfort III, Clean
Sweep/Dragon Nose, Sabrina III,
Joplin Jalopy and Hairless Joe.
After the war Gardner returned to
his hometown of Hartsville, SC and
started a successful farm supply business,
in which he was involved until the last
five years of his life. During that time he
was active in county politics, serving as
a County Councilman for 20 years.
He was predeceased by his wife,
Winifred Parrott Gardner, a/k/a “Dot”,
a marriage that lasted 53 years. They
raised three children who continue to
live in this city.
Information about his passing came
from his son, Lee Gardner.
of his death came from his daughter
Karen.
Clark, John E. #25825 67th Squadron
7 November 2012 Flight Officer Clark
was a Co-pilot on the Raymond Zanoni
crew. His first mission was 17 March
1945, targeting railroad yards at
Munster, Germany.
Clark flew in multiple planes, including
Mi Akin Ass, Missouri Belle, Hit Parade,
Old Iron Corset and Miss Marion. He
flew eleven missions, the last on 20
April 1945.
After the war, Clark attended Cornell
University, earning a BS in Agriculture in
1949. He was in the Air Force Reserves
until being discharged 15 December
1954. The majority of his career was as
a County Supervisor with the Farmers
Home Administration – USDA from
1956 to 1986. He retired while working
in Juneau, Alaska where he enjoyed his
passion for hunting, fishing and hiking.
He is survived by his wife Faye, three
children, seven grandchildren and one
great-great grandson. John and Faye
were living in Belmont, New York at the
time of his passing.
Curtin, Mike #24613 67th Squadron
20 February 2013 Master Sgt. Curtin
was an Aircraft Maintenance Technician,
serving from 10 October 1942 until the
war was over as a Crew Chief.
Mike married Barbara Holbrook in
1941 in Vancouver, WA. During the
war, she served as a Classification ClerkTypist, assigned to the US Army 7th
Infantry Finance Office. Upon his return
home they started Curtin Jersey Farm/
Heritage Farms, where they raised and
showed Jersey cows. Mike was a member
45
…continued on next page
�FOLDED WINGS
last, on 13 May 1944. Lopez served as
Right Wing Gunner at time; other times
as a Ball Turret Gunner. He flew in
Heaven Can Wait II, Mary Harriet,
Victory Ship, Margaret Ann, Flak
Alley, Bing’s Big Box, Full House,
Pistol Packin’ Mama, Flak Alley II,
Flak Magnet, and Fearless Fosdick.
After the war, Lopez was employed
in the field of Electronics, serving in
many capacities in six different states.
He is was the father of two daughters,
three sons, 15 grandchildren and 14
great-grandchildren. He was preceded
in death by his wife and a son.
He was residing in Salt Lake City at
the time of his death. News of his passing
came from Gerald Folsom, from a
newspaper clipping.
Wells, Donald #22511 67th Squadron
1 August 2013 Lt. Wells was a Co-Pilot
on the Leslie Lee Crew. Their first of 31
missions was on 31 December 1943.
The crew flew in many nameless planes,
But also in Fearless Fosdick, Three
Kisses for Luck, Limpin Ole Sadie/San
Antonio Rose, Mi Akin Ass, Old Iron
Corset, Sultry Sue, Miss Marion, and
Lady Fifi Nella.
Their last mission was 25 April 1945
to Hallien, Austria. It was also the last
mission the 44th flew in the war. On
May 8th 1945 Germany surrendered.
It was VE Day.
A member of the 44th BG Board of
Directors, Richard Lynch, was a Tail
Gunner on this crew.
West, Thomas J. #22525 68th
Squadron 9 May 2013 Sgt. T/Sgt.
West was an Engineer/Top Turret
Gunner on the William Solomon Crew,
Oshel, Loren L. #21569 66th
Squadron 11 September 2012 Corporal
Oshen was a member of the Ground
Crew, first serving at Honnington Air
Base, which was a sub depot base.
There he worked on B-17s and B-24s
that were having landing gear problems.
Later he was moved to Shipdham,
where he worked on repairing
instruments after each mission. He
adjusted compasses, calibrated air
speed indicators and standardized
instrument panels. Oshel stayed at
Shipdham until the end of the war.
After the war he attended Kansas
State University, earning a BS degree as
Agricultural Engineer. He worked for
the USDA Soil Conservation Service for
30 years. He worked as a Field Officer
Engineer in Clay City, Texas; a Planning
Engineer on the Watershed Planning
Staff at Salina Kansas, and Tucson &
Phoenix Arizona.
Loren and his wife, Maxine, were
married 66 years. They had 2 daughters
and one son, all of whom were highly
educated. The son became a photogrammetrist, working with the space
program. One daughter is a pharmacist,
the other, in working with prisoners not
eligible for release.
Loren and Maxine were living in
Sierra Vista, Arizona at the time of his
passing. News of his death came by
e-mail from Maxine.
Lopez, Vincent George # 23071
th
68 Squadron 21 May 2013 S/Sgt.
Lopez was a gunner on three different
crews: Joseph Kessler, Baxter Weant,
and Robert Rose. His first of 30
missions was on 13 August 1943; his
46
…continued on next page
�FOLDED WINGS
with whom he flew 17 missions. He
flew his last five missions on the R.C.
Pitts Crew, the last being to Hallien,
Austria, which was the last mission of
the war for the 44th Bomb Group.
In his 22 missions, he flew in the
following planes:
Puritanical Witch/Puritanical Bitch;
T. S. Tessie/Beck’s Bad Boys; Hellza
Droppin; Lady Geraldine and Jose
Carioca.
After the War, West spent 38 years
as a steel worker for the Wheeling
Pittsburgh Steel Company.
West had two children. At the time
of his passing, he was living in Tiltonsville,
Ohio. Information of his death came
from his son, Thomas, Jr.
47
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
He was getting old and paunchy, and his hair was falling fast,
And he sat around the Legion, telling stories of the past.
Of a war that he once fought in, and the planes in which he flew,
And the times he saw a buddy ‘chuting down into the blue.
But we’ll hear his tales no longer, for ol’ Joe has passed away,
And the world’s a little poorer, cause an Airman died today.
He won’t be mourned by many, just his children and his wife,
For he had lived an ordinary, quiet sort of life.
But when his name shows up in Folded Wings, within the next edition,
His buddies will remember that they also flew that mission.
His local paper tells his life, we hope that they will say,
“Our Country is in Mourning, Cause an Airman Died Today”
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 13 - Issue 5: Fall 2013
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
-
https://d1y502jg6fpugt.cloudfront.net/65043/archive/files/05fbe401f608125a368c23b6ded5f351.pdf?Expires=1712793600&Signature=B5z8p4TIjSKVr5KTYyPYOf9IMXeuYY3DLb3%7EvhmR7wqn6ATJSAu-Kv51cr1WOlDh%7EVSD5m0tPKxLYk9Ehluk7b28%7EHJmS8RVC8xFscg8KfVOc%7EejOiLyi2tzv7plf28O7NwwpJX5IMt9DRzvn3WcEEMMgSIoyeec-BDDprYeRz%7EjjOXS3D7kUGgB%7E%7EW5134RKzPF4skPpYZYe%7EgX-yjVDEsHJiqlf8PT3ljY5bQmvzfufV1RYabghipI84P-2Ur%7Ek%7EcsqZlZ8IFechfzJBx4OWSlJR4TFwkMfmDvfKuwDK3Di7l7omNMP%7Eeug46iufrpb1ucOxi-ZegPzDIhuQ4yug__&Key-Pair-Id=K6UGZS9ZTDSZM
48b62bae066387d8c4214c554ecbdc78
PDF Text
Text
44th Bomb Group Veterans Association
42-50427
8 BALL TAILS
Vol. 13 Issue #4
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Spring 2013
EIN # 68-0351397
OLD CROW
The plane arrived in Shipdham on 4 May 1943, and was assigned to the 506
Squadron. It flew a total of 16 missions, including many out of Africa, to Italy,
Sicily, Foggia and Ploesti. It’s disastrous mission was on Friday, October 1, 1943
to Wiener Neustadt. As reported by Steve Adams, the left wing spar was cracked,
having been hit with a 20 mm shell. Piloted by Captain James McAtee, he made
it to Tunis, where it was scrapped.
In addition to the McAtee crew, six other crews flew in Old Crow before it was
finally scrapped: George Rebick, Nathaniel Graham, Walter Bunker, Gordon
Stevens, Frank Slough and Harold Laudig.
It has been suggested that the Nose Art on this plane reminded some of the
crew of a label from a liquor bottle – Old Crow.
1
�2013
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85142
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail: leeaston@elberton.net
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail: Stephenadams2009@BTInternet.com
Database Custodian and Webmaster:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: Afbas@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�NATHANIEL GRAHAM CREW
Top Row L-R: Joseph Young, Bombardier; David McCash, Navigator; Harold Laudig,
Co-Pilot; Unidentified man.
Front Row: Nathaniel Graham, Pilot; Mason Davis, Engineer/Top Turret Gunner;
Norman Kiefer, Right Wing Gunner; Albert Kern, Left Wing Gunner; — Edwards,
Tail Gunner; -?- Modd, Belly Gunner.
Nathaniel Graham flew four missions in Old Crow; his Co-pilot, Harold Laudig
flew with him, then moved into the James McAtee crew. He flew sixteen missions
with the McAtee crew, then became a First Pilot.
James McAtee flew several missions in Old Crow into Sicily and many into Italy. He
made it safely through Ploesti, but on the second raid on the Messerschmidt plant at
Wiener Neustadt, the left main wing spar Old Crow was cracked, having been hit by
a 20 mm shell. McAtee landed in Palermo, Sicily. According to Steve Adams, it was
ultimately left in Tunis and scrapped.
(Will Lundy’s book does not record this loss, but apparently Steve Adams’ research
discovered this to be true.)
3
�PRESIDENT’S MESSAGE
In late January, The Colling’s Foundation B-24
“Witchcraft” stopped in Zephyr Hills on the start of its
annual tour of the country.. The 44th is well represented in
the names of contributors that are listed on the fuselage
sides. Wally Balla, John McClane, Dick Hruby and Tom
Parsons are there along with several others. The public
can tour the ship except for the flight deck, but a lady
opened it up for us. A fascinating person. Turned out that
she flies the B-24 between some of their stops. We had a
nice visit comparing notes. She is a former 767 Captain and has some 16000
hours flying time. She said the hardest part of flying the Liberator was taxiing
it! She and her husband, who flies the B-17, own a Stearman and invited me
for a ride which I did a few weeks later. It was almost 70 years since I learned in
a Stearman, so it was quite a thrill.
The Collings Foundation gives Vets a free ride in their planes when they move
between stops .Walter Fitzmaurice, 68th radio operator did that last October
from Norwood, Mass. to Concord, New Hampshire and had forgotten how
noisy it was!
Their tour takes them from Florida in January across Texas to California up
the West Coast-across the Northern States to New England in the fall -then back
down the East Coast to Florida in November. They spend two or three days in
each stop. Check their Web site for their schedule which is only for the next few
months, so you will have to check it from time to time to see when it will be in
your area. Even if you cannot arrange a ride, stop by and see it, as they love to
visit with B-24 veterans.
George Washburn
GENERAL CARL A. SPAATZ MEMORIAL ASSOCIATION
General Spaatz, a native of Boyertown
Pennsylvania, was recently honored
for his contributions to aerial flight.
Spaatz was the commander f the Army
Air Force during WWII. A graduate of
West Point, he shot down three German
planes in WWI. In an effort to prove
the capabilities of midair refueling, he
helped keep a plane flying for more
than 150 continuous hours in 1929.
As commander of the 8th Air Force, he
prepared for the American bombing
in Europe. In 1944 he commanded
the U.S. Strategic Air Forces in Europe
4
through the pre-invasion period and the
campaign after D-Day. In 1945 he took
command of U.S. Strategic Air Forces in
the Pacific, supervising the assault on
Japan, including the atomic bombing of
Hiroshima and Nagasaki.
Spaatz was the only person with the
rank of general or its equivalent to be
at all of the WWII surrenders in 1945:
Rheims when Germans surrendered to
the Americans May 7; at Berlin when
they surrendered to the Russians, May
9; and aboard the USS Missouri when
the Japanese surrendered September 2.
�LETTER FROM SHIPDHAM
By Peter Bodle
Well, winter is really upon us here in the UK as I type
this and virtually all of the country is looking pretty white
and belatedly Christmassy. Unsurprisingly your old
station at Shipdham is currently buried under several
inches of deep crisp snow, with a promise of quite a bit
more to come. As contaminated runways and light
aircraft don’t play too well together, there is a shortage
of cheery aviation news from the Aero Club, as all the
pilots patiently (or impatiently in some cases) wait for the
better days to arrive. I guess I’ll have to write something
else, rather than ‘what we are doing over here’ will have
to fill this section of our editor’s programme.
How about something along the lines of ‘What you are doing over there?’ I’m
currently acting as one of several historic advisors on an upcoming documentary
called Crew 713, www.crew713.com which is the story of the O’Sullivan Crew who
operated under Leon Johnson’s command of the 14th Bomb Wing, out of Station
143 at North Pickenham, just a few miles down the road from Shipdham. Shanty
Films out of Dallas, Texas are putting it together, and the provisional timing for its
release is sometime towards the end of this year, (2013) all being well. Much of the
footage is ‘in the can’ as they say, with hours of material shot from and in the
Collings Foundation B-24, interspersed with footage from the ’40 and some rather
clever animation that also uses the Collings plane to create as authentic image
as possible.
Via other contacts in the US, I recently heard rumblings of a group of folks who
would like to see a film put together of the Ploesti raid. This is very embryonic at
the moment, and really have no idea how it will pan out, but to me, it’s a helluva a
great idea. There is certainly some original footage available from air to ground,
ground to air and variations thereof that already have been aired on Discovery
Channel and / or National Geographic Channel. It would be a fitting tribute to those
guys who flew that mission and another piece of 44th history permanently recorded
for future generations to see and learn from.
I noticed that after this edition there will be just two more 8 Ball Tails, and
subsequently just two more Letters From Shipdham. However sad that may seem
I want you all to know I am honoured to have had the chance to keep in touch with
you all over the past years and delighted to have been able to keep you up updated
about your old East Anglian home.
Until next time, keep well and look after yourselves.
All the best from Shipdham.
Peter
5
�MEMORIES OF S/SGT. EDWARD BARTON
GUNNER, RAYMOND MONDLEB CREW, 68TH SQUADRON
In August ’44, flying low left of entire
formation, we crossed the Rhine River
into Germany, caught intense and
accurate flak; #2 fuel tank was hit, and
we were losing gas fast. We turned
back toward France and asked for fighter
support, which resulted in a beautiful
P-51 Mustang coming up and tucking
himself under our right wing. He had
swastikas under his canopy. His name
was “Bean City Charlie.”
He vectored us in a P-47 base outside
Paris, a city named Coulomoniers. We
landed and parked the plane off to one
side. One week prior, this had been a
German airfield, now a P-47 base. We
then transferred fuel from a damaged
tank to the others, then went into town
and bought some food, some wine and
French perfume, using the 4000 French
francs from our escape kit.
The next day we flew our plane back
to Shipdham. We had been MIA for a
day. About two weeks later, we were
told to report to the Finance Office.
It seems we had spent about $10.00
worth of francs, and the Finance Dept.
wanted their money back! No matter
that we had brought back a $250,000
plane, and had slept under the plane’s
wings. We were docked $10.00 each.
Is that how wars are won?
the other side of the fuselage, cutting
the tail-gunner’s oxygen line and hitting
me in the right buttocks. Wow! What a
blow, like being hit with a baseball bat
– one big bruise. The crew cut my
electrically heated flight suit; my pants
and underwear were cut open, and I
was put into an electric blanket to prevent
shock. I stayed that way until we landed,
about 3 hours longer. I downplayed the
incident at the interrogation, and did
not encourage my pilot to put me for
the Purple Heart.
Ed. Note: The date was 2 October 1944.
The plane was unnamed. According to Webb
Todd, on that mission Major Robert Lehnhausen,
Captains Charles Peretti and John Warga; Lts.
John Baxter, Hal Farmer, John McClain, Jr.,
Burr Palmer, Thomas Ryan, Jr., and FrankKunnath; Sgts. Otto H. Freeman, Jr, Matthew
Ogozalek, Richard Stamper and John Schneider
all completed their tour of operations.
IRWIN STOVROFF AND
SEAN HANNITY
The Bombardier that parachuted out
of Passion Pit 70 years ago is still at
work, grateful to be alive despite the
fact that he almost got killed by the
Germans, just because he was Jewish.
Irwin’s latest endeavor is raising
money to train guide dogs to lead
blinded veterans, and service dogs to
aid disabled veterans. His organization
is called vetshelpingheroes.org. The
show on Fox News showed him visiting
some of the grateful benefactors of
his efforts, showing how their life is
enhanced by these beautiful animals.
A replay of the presentation is available
on his web site. Go to vetshelpingheroes.org;
go to the bottom of the screen and the
video will be played.
Ed. Note: Barton did not indicate the
mission’s destination, but it is reasonable to
think it was Hamburg, Germany. The plane in
which they were flying had no name.
Next Unforgettable Mission:
In October 1944, over Hamm,
Germany, I was in the waist of the
plane, throwing out chaff; which to me,
always seemed to attract the German’s
radar. Flak was heavy. To my surprise
and shock, a piece of flak came through
6
…continued on next page
�MEMORIES OF S/SGT. EDWARD BARTON
GUNNER, RAYMOND MONDLEB CREW, 68TH SQUADRON
CONTINUED
Many great things were made
possible by 44th Bomb Group members
in the post-war era. Many members of
the 44th BG were high achievers, who
made major post-war contributions to
our country. Irving Stovroff was certainly
one who made his contribution.
trans-Atlantic tours, maintaining an
ongoing friendship with our British
friends.
When possible, members of the
League also assist in the care of plaques
and monuments sprinkled through
England.
The League produces a publication
about
the 2nd Air Division’s history,
CHRIS CLARK AND
and hold annual reunions. Their 2013
THE HERITAGE LEAGUE
reunion will be in Savannah, Georgia,
Chris Clark has agreed to recruit
alongside the 8th Air Force Historical
second and third generations of veterans Society. (Details available at
to join this ambitious group of young
www.heritageleague.org)
people, and continue to preserve the
Their 2014 reunion will be in England.
stories of their fathers and grandfathers.
Chris feels that the League is one
The League’s original goal was to
support the Heritage Library in Norwich, groupndthat carries on the tradition ofth
England. It has the story of America, its the 2 Air Division (including the 44
BG); that is preserving the history of
history, geography and customs, along
those noble airmen, who risked their
with its activities in WWII. The 44th BG
lives for our freedom.
database, created by Arlo Bartsch, is
President George Washburn and
constantly updated, so the history of
other leaders urge young members of
our veterans is well known to the
the 44th BG, to consider joining this
young people of England, high school
enthusiastic group. Chris’s e-mail
and college students. Occasionally
address is: Clarkhistory@aol.com.
the members of the League take
ITALIANS RESEARCHING CRASHED A/C
Bob Zoller, nephew of S/Sgt. Harper F.
Zoller, received a book from an Italian,
who found his uncle’s plane that had
gone down on the mission to Foggia,
Italy. They sent Bob a copy of the book,
written in Italian. Fortunately, he was
able to get most of it interpreted, and
will give the book plus the English
version to the Army Heritage Education
Center in Carlisle.
S/Sgt Zoller was a gunner on the
Rocco Cureli crew, 66th Squadron. The
plane was attacked by fighters, and
seemed to explode in midair. Luckily,
the Radio Operator, Wesley Zimmerman,
was blown out by the explosion, was
captured, escaped and returned to
Shipdham. All others were KIA. This
was the crew’s second mission.
According to Will Lundy, the
following A/C were lost that day: LADY
LUCK, SUZY Q, BLACK SHEEP, BUZZIN’
BEAR, NATCHEZ-BELLE, SOUTHERN
COMFORT and TIMBA-A-AH.
BALDY AND HIS BROOD were able
to fly to Malta and get care for two
wounded crewmen.
7
�FROM THE DIARY OF JOHN J. GREISHAMMER,
GUNNER ON THE NORMAN NUTT CREW, 66TH SQUADRON
10/10s cloud cover. Our flight plan again
took us out over the Channel and into
Holland, where we encountered some
scarecrow flak, and several flak batteries
opened up on us as we entered Germany.
Then, after the IP and on our ten-minute
bomb run, the Germans threw up plenty
of flak. However, most of it burst
between 21,000-22,000 feet below us,
as our bombing altitude was 23,500 feet.
Some burst eventually were pretty close,
but we received no battle damage, even
though the flak was heavy. Flying time
was six hours and fifteen minutes.
23 March 1945 – Mission 13 Target:
Rhine Germany; A/C #314 G+. No
Name. Bomb Load: 44 100-lb GPs plus
two cluster incendiaries.
Bombing altitude was 20,000 feet.
Our target was the Rhine marshaling
yards in an attempt to keep the Jerries
from supplying the Western Front. I got
Nutt Crew, not individually identified. up at - 3:15 this morning. Ate fried eggs
The crew never had a formal picture
for breakfast, and had briefing at 0420
made.
hours. Our formation assembled at
Norman Nutt, Pilot; Fleet Van Riper, 12,000 feet, and we were over the
Co-Pilot; Haven Kesling, Navigator;
Channel by the time I had pulled the
Carl Sharf, Bombardier; Elmer Kohn,
safety pins from all the bombs. By that
Radio Operator/ Gunner; James Marsh,
time we were at 15,000 feet, but before
Engineer/Top Turret Gunner; John
we took off, I found that one did not
Greishammer, Waist Gunner; Jangl
have an arming wire! Again, we flew
Wenclas, Waist Gunner; Andrew
over Holland and into Germany, but only
Hartung, Tail Gunner.
penetrated about 18 miles into the Ruhr
Valley, where we bombed the Rhine
17 March 1945 – Mission 11. Target:
Munster marshaling yards. A/c #616 R+ marshaling yards visually. Flak was
Glory Bee; – 30 to -40 degrees temperature moderate and pretty accurate. Bombing
at 23,000 feet. Bomb load: 44 100-lb GPs results were excellent, according to the
lead ship commander at Lt. Alley’s plane.
plus two clusters of incendiary.
We came back to base, landed at 1230
I got up about 0600 hours, ate fried
hours with our flying time shown as five
eggs for breakfast, briefed at 0720
hours and 25 minutes, so it was our
hours. We took off around 1000 hours
shortest mission so far. NOTE: our plane,
to enjoy a pretty day in the air until we
G+ 314 was lost on March 24th, flown
neared the target. There, we found
by Lt. Grandell.
8
…continued on next page
�FROM THE DIARY OF JOHN J. GREISHAMMER,
GUNNER ON THE NORMAN NUTT CREW, 66TH SQUADRON
25 March 1945 – Mission 14 Target:
Hitzacker, Germany. A/C #594 P+
Temperature at 18m000 feet was -25
degrees, Bomb Load: 24 250-lb GPs.
Target was the Hitzacker Oil Storage
Dump where the Jerries keep their oil
reserves. The dump was located out in
a forest near a small town of Hitzacker.
I was awakened at 0130. Ate five fried
eggs for breakfast and was briefed at
0245 hours. We formed up at 12,000
feet, but couldn’t get all the planes
together due to bad cloud conditions,
with a storm setting in over the base.
However, we caught one formation near
Holland and stayed in that formation.
We flew on into Germany, and as we
passed Hanover, the RAF was attacking
it! I saw intensive flak thrown up
against the Limies – there were RAF
bombers all over the sky. It sure looked
CONTINUED
like a rat race to see which one could
unload his bombs first.
We dropped our bombs on signal
from the lead ship, visual bombing, as
the weather was good. A few bursts
of flak and some scarecrow flak were
thrown up at us, but it could be
considered nearly nil.
Shortly after we hit our target, we
passed over the small town of Minburg,
where we were greeted with about 50
bursts of accurate flak –apparently a
six-gun battery. But from there on, it
was okay, and we landed about 1230 to
1300 hours. Flying time was seven
hours 15 minutes. Don’t know what
the results were, but they should be
good, for we bombed visual. (Official
records show results were excellent.)
From the Air Force Gunners Association Magazine, these statistics from
Richard Smart, Engineer/Gunner, 44th Bomb Group, 506 Squadron.
350,000
47,000
28,000
26,000
Americans served in the 8th Air Force.
suffered combat induced casualties.
became POW
were KIA
Each bomber could carry up to 8,000 pounds of bombs.
ME-109s and flak were the relentless enemies.
Returning to England over the North Sea, some bombers were out of fuel, battle
damaged with dead and wounded impaired, forced to ditch, not knowing how
they would fare. 450 bombers ditched, 4500 crewmen went down, and less than
1,500 survived.
LIFE
LIFE NOT ONLY BEGINS AT FORTY – THAT’S WHEN IT BEGINS TO SHOW.
IF LIFE IS EVER FOUND ON THE PLANET MARS, THEY’RE SURE TO ASK US FOR A LOAN.
THE TROUBLE WITH LIFE IS THAT BY THE TIME YOU LEARN HOW TO PLAY THE GAME,
YOU’RE TOO OLD TO MAKE THE TEAM.
9
�CHARLES RUNION AND HIS SEARCH FOR CRASH SITES,
FOR BUILDING AN INCOMPARABLE MUSEUM
Wings Remembered, Inc is a non-profit museum in Lebanon, Tennessee that is
dedicated to preserving pieces of wreckage from aircraft lost in combat during
WWII. It is a repository of wreckage that he dug up from crash sites – bits and
pieces of history that have been laying in the soil and under the grass for sixty plus
years.
The 44th Bomb Group can recall the reunion in Branson, 2007, when our veterans
had a group photo, standing under the vertical stabilizer from Black Jack.
B-24 Black Jack Vertical. The large display case to the
right has items from each of the ten crew members.
B-24 waist window display.
The stabilizer occupies a prominent
space in Wings Remembered, along
with battered pieces of planes and
navigational equipment, all of which
have been placed in Runion’s keeping.
Europeans who find items from lost
planes mail them to the museum,
adding to his collection. Much of the
44th BG’s history is stored in this museum,
Display case with flight jackets.
and Runion is hoping that when families
run out of space, and are looking for a
safe haven for veterans’ treasures, they will consider entrusting him. His e-mail
address is: contactus@wingsremembered.com
A local television station reported on Wings Remembered, and a video of their
report can be found by dialing http://www.youtube.com/watch?v+PRuRi554hjk.
Watch it, if you can. It tells an amazing story.
10
�EMIL UKENS WENT TO EDINBURGH, SCOTLAND
DID ANYBODY TRAVEL WITH HIM?
Don Ukens, son of Emil, has looked at
this picture for years, and now he wants to
know more about it. His grandma had it
hanging in her house for years, motivating
Don to enter the U.S. Navy; and coincidentally,
an opportunity to go to Scotland in 1970.
Now he is looking for somebody in the
th
44 who might have travelled along with
his father. He is writing a story about his
father, and would like some information
about that trip.
The Ukens family has continued the
heritage of government service: their
daughter was a Midshipman in the NROTC.
Her husband served as a Marine Artillery
Officer. Next he is going to the University
of St. Andrews, which will be a good
reason for the family to visit Scotland.
Don’s wife is a native of Scotland.
So…… if any of you veterans accompanied
Emil to Scotland, please contact Don. His
home number is 580 652-3296; E-mail
address: uken@ptsi.net.
Emil’s buddies when he was serving as a ground man in
the 44th BG.
11
Shipdham Air Base, as it looked sixty years ago.
�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
On 21 January 1944 our target was the
German rocket-launching ramp north of
Rouen, France, which was a few kilometers
south of the Channel. We were awakened
at 4 a.m., had breakfast and then on to
briefing. We were told they didn’t expect
us to encounter much enemy contact, so
as I finished my duties, which was to
check all guns and bombs, I went to my
station, expecting just another “milk run.”
On this particular mission, the navigator
and bombardier were replacements. I did
not know their names. Lt. Spurgeon,
because of illness, was off flying status
and assigned to ground administration.
Our squadron was flying the low element
of the flight. Our ship Queen Marlene was
in the position known as “Purple Heart
Corner”. Upon approaching the target,
we got a call from the lead ship saying,
“We missed the target. Go around, go
around”. As we approached the target
again, Lt. Spelts called the bombardier,
telling him that we were on course, and
he should open the bomb bay doors and
take over the ship. The bombardier then
said, “We are on target! Bombs away.”
At that moment I saw five or so Folke Wolf
fighters, or as we called them “Georing’s
Yellow Bellies,” chasing in. I yelled,
“Fighters! Fighters! Six o’clock low.”
The sound of their gunfire rang
through the aircraft from the under side.
The ball turret gunner, Sgt. Reedy
screamed, “I’m hit. I’m hit.” The fighters
passed and made a curve to the right and
returning from above, gave fire, which
killed our top turret gunner, Staff Sgt. Hail,
the radioman yelled, “Hydraulic fluid is
spraying over my face.” Then the navigator,
Lt. Goodnow, said, “I’m hit. The bombardier
is dead. My God, we’re going down.”
Lt. Spelts’ voice came through, “Abandon
the…” That was all. The radio intercom
had gone out. At that time, I looked back
into the waist position and saw the gunners,
Sgt. Gooden and St. F. P. Hall, putting on
their parachutes. I then rotated my turret
to gain access to the waist position. I fell
backward out of my turret, grabbed my
chute with my right hand and opened the
lower escape hatch with my left. While I
was snapping my chute to the right
harness ring, it happened! The ship did
a rollover.
I presume there was an explosion because
I blacked out. When I came to, I was falling
free from my aircraft. My chest pack was
hooked to the right ring. I frantically tried
to hook the left ring, but the harness was
too tight. I decided to pull the ripcord
anyhow. The chute did not open. I clawed
at the cover and managed to open it and
reel the chute by hand. It opened with a
loud, crackling sound. I felt like I was
going right through the harness. I blacked
out again momentarily. When I came to
again, I saw pieces of the Queen Marlene
falling around me.
Luckily, I landed in a newly plowed
field. I didn’t appear to be hurt, however,
I had lost my partial dental plate, and my
flying boots were gone. I was bleeding
on the left side of my face. I had a few
superficial cuts from shrapnel.
Before I could get to my feet, two
Frenchmen ran up to me, felt my arms and
legs for broken bones; and, being assured
I was okay, they turned and ran up a small
rise nearby to see what had happened.
I followed them and saw the remainder
of the aircraft burning. I did not see any
chutes or anyone else from the plane.
I then saw German military trucks racing
up to the site. At that time, it was the
policy of the German Army to go to the
site of the crash and search an area of a
mile in diameter.
12
…continued on next page
�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
When I saw the Germans, I ran back,
buried my chute, and raced off in the
opposite direction. I saw a wagon loaded
with boughs and wood stopped at the
edge of a wooden area. The driver of the
cart was also watching the burning
plane. I ran to him and said, “Comrade
Americana. Comrade Americana.” He
motioned for me to get into his cart and
hide under the boughs. I did, and we
moved off down the road.
As we bumped on down the road, I
wondered where he was taking me, and
wondered if I had made a mistake in
going with him. After a few miles and
many anguished moments for me, we
stopped. I crawled out from under the
boughs, and saw I was is a farmyard.
The farmer quickly hustled me into his
barn and motioned me to go up into the
haymow. I peeked out and saw him
close the gate and go to the house.
I waited in the loft, scared and worried,
wondering where I could go and where I
was. Finally, I heard voices. I peeked out
and saw the farmer, his wife and two
young women coming toward the barn.
They came in and climbed up the ladder.
They had food and drink for me. I was
too upset to be hungry, but I ate a little
while we tried to communicate. The
farmer sent the women back to the
house, and they soon returned with
clothes. He indicated I should get out of
my uniform and put the clothes on. I did
as he asked, emptied the pockets of my
flying suit, and he took it to dispose of it.
I imagine he buried or burned it.
He gave me a pair of pin stripe pants,
oxford shoes and socks, a collarless shirt,
and a dark jacket, also a beret. The
clothes were ill fitting and odd-looking,
but they changed my appearance. He
tried to explain about the pants, and I
CONTINUED
think I finally guessed right, and realized I
was wearing pants the old man had been
married in years before.
They left. After dark, the farmer came
and took me into the house. I sat in a
chair before the fireplace. I tried to tell
him I wanted to go to Paris. Finally, I
drew a picture of a train and said, “Paris,
Paris.” He nodded. He gave me a cup of
coffee with some schnapps in it. I drank
it and went back to the barn. I had given
my candy to the children and divided my
cigarettes with the father.
Later in the night, I imagine midnight
or one a.m., he came and got me. He
was wheeling a bicycle and repeating,
“Antily, Parie. Antily, Parie”. I figured we
were going to Paris. By sign language, he
tried to make me understand that he
would ride the bike ahead, stop, park
the bike and walk on. I was to walk to
the bike, get on, and ride a similar distance
past him, park, walk on, and we were to
repeat this sequence until we got to the
railroad station. I fouled up the first
time, but after some more exasperated
explanations, I finally caught on, and we
arrived at the station. He kept repeating,
“Antily, Parie, Antily, Parie”.
When I was walking up to get my
ticket, it finally hit me! That was what I
was to say to the ticket agent. I was
right. He gave me my ticket. I picked it
up and walked away. The agent said
something about “Amiens,” but I didn’t
know what he meant. I had French currency which was issued to us in our escape kit, but I didn’t know the value of
the money, or the cost of the ticket. I just
laid a bill down.
After I had walked a few steps, I heard
the agent yell at me loudly and jabber
some French words. What now? I walked
back, and he handed me some change.
13
…continued on next page
�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
However, the little episode caught the
attention of two German soldiers who
were in the cage behind the ticket agent.
From then on I could feel their eyes upon
me. I casually sauntered out and sat on a
bench to wait to board the train. I wanted
a smoke, but I knew that if I took out a
Camel cigarette, it would be a dead giveaway. I reached in my pocket and took
one cigarette out of the pack, still in the
pocket. I emptied some of the tobacco
out of each end, rolled the ends, brought
it to my lips and licked it like I had seen
them do when they rolled their own.
When it was time to board the train,
I watched where the Germans went. The
train was old with compartments with no
walkways between them. You boarded
the train on the side and stayed in your
own compartment until time to disembark.
When we finally stopped, I knew what
the ticket agent had meant when said,
“Amiens,” because we were at the end of
the line. I would have to board another
train to Paris. I had no idea which one.
I watched and saw the German soldiers
walk by my window. I waited for my
compartment to unload. When there was
only one couple left, a man and a woman,
I jumped up and stepped between them
and said, “Americana, Antily Paree”. The
man was offended and shoved me and
made a threatening gesture, but the
woman said something to me and took
me by the arm. I walked between them
around to the platform, and they put me
on the train. They both hugged and
kissed me and bid me goodbye and left.
I arrived in Paris the next morning.
I was finally in Paris, but what was I to
do and where was I to go? I noticed the
men all hurrying in a certain direction,
and figured they were going to the toilet.
I was right! I walked along, looking for
CONTINUED
an empty stall, and suddenly noticed a
pair of American combat boots. My
heart flipped. I thought I had run across
another escapee, something I had not
thought or considered. I quickly stepped
into the vacant stall beside him and said,
“Comrade Americana. I don’t know who
he was or what, but he didn’t want anything to do with me, because he finished
his business in a hurry and disappeared.
While in the toilet, I reread my escape
instructions and tried to decide what to
do. We were told to go south. I had my
compass. I got it out and headed south.
I walked a few blocks, and rounding a
corner, I bumped smack into a young
woman. I repeated my time worn phase
in a desperate voice. She finally indicated
I should follow her. We went to her
apartment where I spent three days. We
tried to communicate. I finally decided
to go to some bars to see if I could
connect with the underground. We had
been told in briefing to do that – go to a
bar and ask for beer, and the underground would contact you. However,
nothing happened. I learned that, the
underground didn’t contact you unless
you were alone.
The next day I decided to head south
again. I walked through Paris and came
out on the southern end along roads that
lead to a village called Blanc Messnil.
I walked along the country roads,
watching and ready to hide, if necessary.
I had nothing to eat, and at night I slept
where I could… in culverts, fields and any
place I could get out of the cold.
Walking was hard. The shoes were ill
fitting, and I developed blisters as big as
dollars that broke and made huge painful
sores on my feet. The third or fourth day
I saw a man working a field along the
road. By this time I knew I needed help,
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�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
and I approached him. He was a simple
man who had a soft manner and kind
eyes, and looked like he could be trusted.
He, in turn, could tell at a glance that I
was a human being who desperately
needed a helping hand. He motioned me
to come with him. We walked together
through the village of Blanc Mesnil to a
secluded house.
Upon entering the house, I saw a
young woman. Her name was Danice,
and she was beautiful, but she was not
to be taken advantage of. She pounced
on me with questions. Where? When?
Why? I tried to explain my plight. I had
begun to learn a few French words by
now, and could make myself understood
a little. Finally, I could see compassion in
her eyes. She sat me down, bathed my
sore feet, put salve on the sores, and for
first time in days, I had food and warmth.
As we talked, I found out that Danice
was a war widow with two small children.
She had been living in Paris where it was
unsafe, as the city was being constantly
bombed. She met a man named George
Engle who befriended her. He took her
and the children to his home in Blanc
Messnil, so they would be safe.
When George came home later that
first night, and saw me, he said, “Not
again. Oh well, take him to my room.
We’ll talk in the morning.” I learned later
that I wasn’t the first scared, miserable
young escapee that he and Danice had
helped. A few months before, they had
helped a young Canadian Air Force man.
I went into George’s room and fell
into his bed that had a huge feather tick
on it. My feet were so bad, I couldn’t
walk or even stand. I stayed in bed for
several days and slept. My meals were
served to me by Danice. I would eat and
flop back and sleep some more.
CONTINUED
When I was able to be up and around,
George introduced me to a friend of his
named Joseph. He was also older, like
George; and as they knew where to go in
Paris for help, it was decided that I
should have a false I.D., and that I should
go by train to Toulouse, which was in the
south, next to the Pyrenees Mountains.
The evening before, George, Joseph and
I were to leave for Paris, we had a huge
dinner at Joseph’s home. Twelve courses,
a different wine with each course, the
mashed potatoes were yellow with real
butter. After desert, which was apples,
cheese and sweet wine, we sat and talked.
Joseph told me about his life. He had
been a carnival man. He got out pictures
of a carrousel he had owned, but it
looked like what we call a giant swing in
the U.S. He was at that time on a board
that issued ration stamps, which probably
accounted for the delicious meal.
During this time, Grandma, Joseph’s
mother or mother-in-law was busy knitting.
When it came time to say goodbye, she
had completed a brown woolen turtleneck dickie, which she gave to me to
keep me warm. I really treasured it and
wore it until I reached Spain. Joseph
gave me his address and asked me to
keep in contact, as they wanted to know
what happened to me. After returning
home I did, in fact, communicate with
Joseph, George and Danice for two or
three years.
Early the following morning, George,
Joseph and I went Paris. We went to a
bar where they were both well known.
Over cheese, bread and wine, we discussed
what each of us would do. Joseph would
get the necessary documents for an
identification card. George would take
me to get a photograph to put on the ID.
After Joseph left, George and I started for
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�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
our destination. We stopped in bars
along the way. As the first bar, George
whispered to the bartender, “This is my
American Comrade”. We had free drinks
for the rest of the evening. This happened
a few more times in a few more bars.
Finally, at the last one, George, feeling
no pain, forgot to whisper and blurted
loudly, “This is my American Comrade”.
Everybody looked up, and we had more
drinks on the house.
While we were there, the air raid
sounded. At that particular moment,
George and I were in the can. When we
came out, the bar was deserted and the
door was locked. George explained that
the bartender was an air raid warden and
had to go to the shelter. Since there
nothing else to do but wait, we had a
few more drinks and ate hard-boiled
eggs. When the owner returned, we left
for the photo shop, which was next to
Gestapo headquarters.
The lady photographer kept repeating
a phrase to me, which I didn’t understand. Finally, George handed me a
comb. I combed my hair and she
snapped the picture. We returned to the
appointed place where we met Joseph
and put together the identification card.
They listed my profession as a journalist,
stamped it with a French coin, and it
looked quite official. He gave me the
name Marcel Petit, born July 22, 1925. I
carried this card with me the rest of my
journey, and I still treasure it today. They
took me to the railroad station. We bid
goodbye with hugs, kisses and tears. I
got on the train and was on my way to
Toulouse, France.
I was seated in a compartment. A
young French girl sat across from me.
Two German officers came in and sat
down beside her. I assumed they were
CONTINUED
lieutenants. Three other people came in
and seated themselves, and I heard the
conductor coming down the aisle saying,
“Bieat,” which meant ticket. I glanced
over my shoulder and saw that the conductor was accompanied by a German,
and that they were checking tickets and
identification. Again, I became frantic,
fearing I would be caught. However, I
had noticed the person next to me had
placed his ticket on the back of his seat
and went into the bathroom.
When he returned I put my ticket on
the back of my seat and went into the
bathroom. I waited. Suddenly the door
handle rattled and a huge bang on the
door. I thought, “My God. I’m really
caught now.” I tried to the open the
window so I could jump out, but it was
bolted shut. I thought, “What the hell,”
and opened the door. There stood the
conductor and the German. They said
something I didn’t understand, pushed
by me and went in. I returned to my seat
and waited. They left and went on to the
next car, and I breathed a sigh of relief.
A little further down the way, the two
German officers got off the train, and I
slept the rest of the way to Toulouse.
We got to Toulouse at five or six in the
morning. It was bitter cold and still dark.
Once again I had no place to go, but I
checked my compass and headed south.
About an hour after leaving town, I
became cold and tired. I saw haystacks
along the road. I picked a stack in the
middle of the field, dug a hole in the
side, crawled in and fell asleep. I awoke
and again started walking.
After a few miles, I ran into two
French Gendarnes. They came up to me,
and since there was a light drizzle, they
asked me to accompany them to a stone
shelter nearby. They started asking me
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�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
for identification. I played dumb, acting
like I couldn’t hear or understand. Then
one policeman held me, and the other
one searched me. They found my false
I.D., my escape map, etc. After seeing
my map and realizing that I was an
American trying to escape, they made me
understand that I should get off the
highway and stay in the fields.
I walked in the fields about one-half
hour, and suddenly heard dogs barking
furiously. This thought came into my
mind, that they might have turned me
into the Germans. I knew they used dogs
to track. I began running franticly,
thinking I’m surely caught now. I tore
through brambles and bushes to the top
of the hill, and I collapsed, exhausted.
I looked back down and found, to my
embarrassment, it was some hounds
chasing a rabbit.
After resting a while I continued on
along the crest of the hill. I could see the
roadway and further down a village with
a bridge crossing a river. Reason told me
I should probably follow along the roadway. However, when I got closer to the
bridge, I could see a guard post and
German guards, and I knew I couldn’t get
by there, so I’d have to change my route.
I turned to the east and came to a canyon
with a dirt road, which I followed. After
a while I came upon a Frenchman walking
along the road in the same direction.
Again, I indicated that I was an American
escapee and he motioned to me to come
with him.
He took me to his home, which was a
three-story house. Upon entering the
house, he took my arm and ushered me
directly to the top floor and put me in a
bedroom. A short time later he returned,
took me down to the main floor and
introduced me to his father, mother and
CONTINUED
two brothers. Mother put dinner on
the table, and we all sat down. Father
served. We all ate with little or no
conversation. After the meal, the father
and the three sons had a conversation in
low tones. I sat and waited. I knew they
were deciding what to do with me. Later,
the brother who brought me home, took
me up to the bedroom and told me to
stay there until morning.
Early the next morning, the same man
came and got me. He and another
brother and I walked for three to four
hours, climbing into the mountains.
About sun up, we reached a plateau and
stopped and had a lunch of wine, bread
and cheese. We continued on for another
45 minutes, and finally came to a log
cabin built in the side of the hill. The
cabin had no windows and three walls.
The back wall next to the hill was dirt
with a huge fireplace built into it. The
door opened inward. On one side were
two levels of bunks covered with straw,
on the other was a table and two chairs
and boxes, which contained apples, flour,
beans and dried mule meat.
The man built a fire, and while we
finished the cheese and bread, he told
me I was to stay there, and he would
return in three days. They left, and I
watched them disappear down the hill. I
went into the cabin, stoked the fire, lit a
candle and settled down for the night,
feeling secure and safe. The next morning
I took stock of my surroundings. I found
the ax, cut wood for the fireplace and
hauled it in. I found the spring for water,
carried a pail in and put on a pot of
beans and mule meat. There was a set of
books on the shelf, which were French
instructions in English. I occupied my
time trying to learn French by reversing
the words. Looking around outside, I
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�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
noticed a tramway from the cabin that
ran down the mountain.
The men were to return on the third
day. That night I heard a lot of wind
blowing, but didn’t pay attention. I got
up the next morning, pulled the door
open. It opened inward, and the snow
was up to my nose. I got the shovel and
shoveled a path to the firewood, the
spring and to my makeshift toilet. I still
expected the men to show up. When
they hadn’t appeared by dusk, I knew I
would be there another night, but each
morning there was more snow. As a
result, they didn’t show up for 13 days.
I got damn sick of beans and mule meat.
One night I dreamed of pancakes
dripping in butter and syrup, so the next
morning, I mixed some flour, salt and
water and fried myself some pancakes.
I cooked apples for syrup. I ate it; it was
terrible, but when you are hungry, everything is eatable, I guess. The woodcutter
returned on the 13th day. He brought
me a razor and some more food. That
night we had a nice meal with wine,
cheese and bread. The next morning he
told me that the pass over the Pyrenees
was closed,, and he wouldn’t be able to
guide me over the pass until spring.
However, he said I was welcome to stay
there. He left. I was again alone to ponder my situation. I spent most of the
night thinking: should I stay until spring
or leave? By morning I decided to stay
because of the deep snow.
A week later, loneliness and desolation
overcame me, and I knew I had to leave.
I knew I had to prepare myself the best I
could. The snow is still four to five feet
deep. I found a pair of high top logging
boots in the cabin, and although they
were a little large, they were a great
improvement over the ill-fitting oxfords
CONTINUED
that had caused so many blisters on my
feet. I also took one of the woolen blankets
and filled my pockets with dried apples.
I shoveled a path to the tramway. It had
a log cradle, which was a cable extending
down the south side of the mountain.
I knew it would be impossible for me to
try to walk down the south side of the
mountain. The snow was too deep and
should I try walking, I would probably
freeze to death before one night had
passed, but I figured I could ride down
in a log carrier.
I crawled into the log cradle, pulled
the release and “We’re off”. Shooting
down the side of the mountain, I picked
up speed as I went. Soon I realized I was
going too fast, the bottom of the tram
was booming in on me. I grabbed the
blanket I had taken and threw it over the
cable and pulled down hard in an effort
to slow down, but the blanket burned
through. The cradle slammed against
the bottom end, hurling me into the air.
I landed in a bank of snow, which
fortunately cushioned my fall.
Getting to my feet and gathering my
senses, I looked on down the mountain.
I thought I saw a road about 300 feet
further on. After falling, sliding and
rolling, I finally reached the road. I looked
around and could see a village down in
the valley, but remembering the German
guards at the last village, I decided I
better take off in the opposite direction.
I trudged the rest of the day through
waist-deep snow. I was tired, cold and
miserable, and felt hopeless when I
noticed a prayer shelter along the road.
I went in and knelt down and prayed,
“Dear God, please freeze the snow so
I can walk on top”.
I continued on about one or two
miles, and as dusk settled in, I came to a
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�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
small farming village. I saw a lighted
building, which I started toward when I
met a man on the street. I approached
him and said, “Comrade Americana”.
He looked at me, took me by the arm
and took me into the building. There
were seven or eight men sitting around
a fireplace, and as we walked in, the
conversation stopped, and they stared
at us. My benefactor said, “This is an
American. He just walked into town.
They all howled with laughter, saying
“He’s crazy. There has been only one
man in the village for the last week, and
he came in on skis and went out on
snowshoes.” Then one of the men got
up and motioned me to sit on his chair
nearer the fireplace. Another handed
me a glass of wine, and we talked. I had
some sausage and cheese; and finally,
the men departed for the night.
The man who I had met on the street
took me by the arm, and we walked a
couple of blocks. We came to a crude,
three-sided shelter with a watering
trough in it. He said, “You can stay
here,” and walked away. There was no
hay or straw, only snowy manure on the
floor. I huddled against the wall, shivering
and trembling, tears rolling down my
cheeks. I knew I couldn’t have stayed
there. I would have frozen stiff. I
wandered around, and finally found a
barn with animals in it and piles of hay.
I dug in and went to sleep.
About five o’clock in the morning,
I was awakened by a man pitching hay
to feed his cattle. I recognized him as
the man who had taken me by the arm
the night before. He saw me and said,
“Hungry?” Naturally, I said yes, and
he motioned me to follow him into
his house.
CONTINUED
We went into the kitchen where he
explained me to his wife. She gave me
some breakfast and then took me to the
top floor and put me in a room with a
bed. I laid down, covered myself and
went back to sleep.
I stayed in that room for three days,
eating and sleeping. Early on the fourth
day, the man and woman came to tell me
I would have to leave right away. The
mayor of the town was pro-Nazi, and he
was inspecting houses. He would really
cause trouble for me if he found me. The
man pointed in the direction for me to,
which was toward the Pyrenees. I walked
all that day, constantly climbing. Toward
evening I spotted a farmhouse in a remote area and decided to take a chance
in contacting someone. I was cold and
tired, and I had a bad sore on my foot
from the boots I had taken from the
mountain cabin. They were too large,
and I had laced them tight. A sore
formed where the laces were.
As I approached the house, I saw a
farmer just outside the front door. I
again explained that I was an American
escapee, and he took me in the house.
The living quarters were on top of the
barn. We climbed the stairs and entered
a room with a fireplace. There was an
elderly woman sitting, holding a baby,
and a young woman who was the
farmer’s wife. She was stirring a pot of
food. The table had been set, and after
the farmer spoke to his wife, she put
another place on the table and motioned
for us to sit up at the supper table for
supper. The grandmother placed the
baby in a cradle and stood up. Then I
saw she had only one leg. However, she
placed the stump on the seat of the chair,
and hanging onto the back, she thumped,
thumped, thumped her way to the table.
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�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
During the meal I found out she had lost
her leg in the war, as she said, “The war
to end all wars”.
After we had eaten, the farmer took
me downstairs again and up another
ladder to the hay loft, which was another
part of the upper story. I crawled into
the hay for warmth and slept. Early the
following morning, I was awakened with
the thump, thump of Grannie’ chair, as
she went about preparing breakfast.
The farmer came up and beckoned me
to follow him. I thought I was going to
breakfast, but no. He handed me a shovel
and told me to dig a path in the snow to
the watering trough; which I did, and
broke the ice so he could bring his oxen
down to drink. He motioned me back to
the barn, took a pitchfork and scooped
manure into a wheelbarrow. Then he
handed me the shovel and told me to
finish the job.
After I finished, we washed our hands
and went upstairs to the living quarters.
The wife was shaking ground grain in a
large strainer, separating the flour from
the chaff, which she was putting in a
huge pot cooking on the spit over the
fireplace. It smelled great. I was hungry,
and I thought, “Oh good. Nice, hot
cereal for breakfast,” but I was mistaken.
We had coffee, bread and sausage.
After eating, I thought I would be able
to rest and survey the territory. No way.
The farmer took the pot off the spit and
motioned me to follow him up the stairs.
We went to a stall where the farmer
tenderly took a quilt off a huge fat and
old sow, and motioned me to pour the
gruel into her trough, which I did. The
wife then came out of the house and
motioned me to follow her. We went to
a large clay outdoor oven. I split boughs
and wood, and we stoked up a roaring
CONTINUED
fire in the oven. After it burned down,
she showed me how to sweep out the
ashes. I swept until I had the oven
spotlessly clean. It was a hot and dirty
job. The oven was still hot enough to
bake bread, and you had to practically
crawl in to sweep it out.
She went back in the house and came
out with large loaves of bread to bake.
The farmer then came and put an ax in
my hand and led me to a woodpile
where I split wood until they called me
for dinner. Dinner was a treat. We had
the delicious, newly baked white bread.
I ate and then exhausted, I went back to
my bed in the hay and slept until morning.
I guess he had all the jobs done, because
the next morning he said goodbye and
pointed me down the road toward the
mountain.
It took me the rest of that day and
into the night to climb over the mountain
ridge and descend into a valley. I came
upon a hard-top road, and I walked
down the road in the dark until I was
completely exhausted. It was freezing
cold, and I had to find a place to sleep
and get out of the cold. I noticed a
culvert under the road. It had leaves in it,
which I gathered up around my head and
body and fell asleep until morning.
I was so stiff and sore when I crawled
out, I could hardly straighten up. It took
me a while to get my bones moving to
continue down the road.
About noon I entered the village of
Pamiers. By this time, I was really hungry.
I hadn’t had anything to eat for two and
one half days. I had ration stamps
(which Joseph had given me) and money,
but I had been afraid to use them.
However, I was so hungry and knew I had
to have some food in order to continue
my walk over the mountains. So I took a
20
�RICHARD A. MAYHEW’S MEMOIRS
TAIL GUNNER, 66TH SQUADRON
CONTINUED
chance, and finding an eating place, went
in and sat down at a table. A lady came
to the table and indicated she wanted to
see my bread stamp before she would
serve me. Since I didn’t know which was
which, I handed her the whole pack. This
made her suspicious, and I knew she
knew I was an escapee, but she gave me
my food; and even though I offered to
pay her, she refused the money and
waved me off with a gesture of good
luck.
Ed. Note: Mayhew did make it to Spain,
but had continued trials along the way. His
story will be continued in the next issue.
SAM CERVELLERA’S 8TH MISSION
RADIO OPERATOR, FRED STONE CREW, 506 SQUADRON
The target was one of the biggest
supply and repair depot for FW 190s.
We flew mostly north and then south
into Germany and up to our target. We
came out over water and over Denmark.
We expected quite a big battle with the
Luftwaffe, as this is right in their heart.
We hit them alright. They were called
out at eleven o’clock, and I started to
count them. I got up as far as twenty,
and they came in at the low element.
They did not take long coming in, and
we found out why. Four P47s were
coming in to the FWs, and they had to
break up. They were too low for us to
get any shots to be effective. (Glen)
Hartzell, (Robert) Foust and (William)
Strange came close. We went over the
target, and we were not bothered by
fighters. There was a seven tenth cloud
cover, and we could not see the results.
Coming out, we had P51s and P38s all
the way out. Over the Denmark coast,
we ran into flak, but not very accurate.
It’s funny how those Jerries run
when they see just one of our fighters.
It is almost the biggest morale to a
bomber crew, to see a friendly fighter.
Over the Channel, you could hear the
fighter pilots asking us, “Is everybody
happy?” We answer, “Yeah Man.” With
them there, Jerrie won’t dare come
around. For my part, those fighters are
winning the war. They saved us three
times now. One bomber was fighting
off a couple of FW190s, and asked for
fighter help…The answer, “OK. Scrappy,
here comes Pappy” After he drove them
off, he sang, “If you’re ever in a jam,
here I am”.
AVIATION DICTIONARY
Airspeed: Speed of an airplane. Deduct 25% when talking to a Navy Guy.
Bank: The folks who hold the lien on most pilots’ cars.
Crab: The squadron Ops Officer.
Dead Reckoning: You reckon correctly or you are.
Glide Distance: Half the distance from the airplane to the nearest emergency
landing field.
21
�MEMORIES OF WILLIAM WARNER
PILOT, 68TH SQUADRON
My first combat mission was as Co-Pilot
with a crew who was flying their last
mission. We went to Nuremberg, Germany.
Several planes directly ahead of us were
shot down by German ME 109 fighters.
The Americans’ parachutes caught on
fire as crew members bailed out of their
disabled planes. I realize the men knew of
their impending death, freefalling toward
earth. I was very scared for the whole
nine hour mission…
Warner described the next two missions
were uneventful, but mission number four
had new problems: bombing Aschaffenburg.
We returned from Germany, just north of
Switzerland. The plane was badly damaged
by flak, and we were running low on fuel
due to a leaking fuel tank. The weather
had closed in, and we lost radio contact
with our alternate field in France. We
crash landed near Leon, France. The
engineer’s shoulder was broken, and the
radio operator’s face was badly lacerated
from flak, but everyone else was all right.
Military personnel from a nearby chateau
came and helped us out of the plane and
kept us overnight. The chateau’s huge,
deep bathtub impressed everyone! The
next day we were taken in a 6 x 6 truck to
‘Marysville” on the French coast and given
another war-weary B-24 to fly back to
Shipdham.
A week later we flew to Magdeburg
and plastered the oil refineries visually.
The flak was accurate and heavy. Over the
target, the number 3 engine was hit by
flak and caught fire. On the turn off the
target, the complete electrical system
went out, and we were unable to get the
bomb bay doors closed. We limped back
to northern Holland where the number
4 engine cut out. The crew bailed out at
1100 feet, twenty miles over the Holland
border in ‘no man’s land’. I was told that
22
one of our crew’s parachutes did not
open, which devastated me when I thought
of the loss of one of my men. I had
encouraged them to bail out for their
safety. That made the loss my responsibility.
However, we heard later they were all
picked up by a British armored car, with
no crew member lost.
We were taken to a British medical
facility to set up in an old monastery. Due
to the loss of the electrical system in the
plane, my electric boot warmers had not
worked, and my feet were frozen. At the
monastery medic worked on the first floor
and the patients were placed on the
second floor. The monks stayed in small
cubicles on the third floor. An old Catholic
church stood next door, miraculously
undamaged.
All night long heavy military vehicles
traveled along a blacktopped road alongside the hospital. It was raining. By
morning the road was a mire of mud. The
medics left the window open in my room
to expose my feet to the air. They gave
me a large glass of brandy to help me
sleep. Doctors informed me that my black
toes had to be amputated, but I argued
against that decision. I was discharged,
and my feet soon returned to a more
normal state. The black toes improved,
and are still with me today!
Ninth Air Force mechanics patched the
plane, and we flew it back to our home
base at Shipdham. On the way, we lost
two of the four patched engines, but
landed safely at our base. We spent the
next week at a rest home for R and R to
recuperate.
Occasionally, we were given different
assignments. On one very dark night I
was asked to go on a secret flight. With
parachutes and dressed in black, two or
three men rode in the back of the plane.
…continued on next page
�MEMORIES OF WILLIAM WARNER
PILOT, 68TH SQUADRON
CONTINUED
Their officer gave me the headings to fly
into French territory. When completed,
the officer said, “Alright, you can return
now!” The men had jumped out, and we
returned to the base without another
word.
It helped that after stressful periods
of time during combat, we returned to
relatively peaceful surroundings and
adequate food. At Shipdham we were
housed in a Quonset hut, sectioned off
into three rooms, heated by a small
peat-burning stove on which we sometimes warmed up K-rations we swiped
from the airplane.
Before I arrived at Shipdham Air Base,
a buzz bomb had landed 150 feet from
our barracks. The resulting crater had
filled with water and weeds. When we
left for the United States, we threw our
bicycles into that pond. You see, upon
arrival at Shipdham, we bought the bikes
from the British for 20 pounds. The Brits
refused to give us anything for them
when we left, so the crater became a
bicycle graveyard. I have since heard that
the crater/pond still exists on the abandoned
air base. I wonder if the hulk of my bike
is still under that water, covered with
weeds.
Now a 1st Lieutenant, I departed England
in May 1945, piloting the last plane I flew
in combat. It was a B-24 named One
Weakness with nose art of the girl from
the Dick Tracy comic strip. Twenty
military personnel were aboard.
After returning home, Warner became
a Flight Instructor. He flew in B-29s, and
after discharge remained in the Air Force
Reserves. He attended Purdue University,
earning a degree as an electrical engineer.
He became a civilian test pilot for the Air
Force. He was a pilot for 51 years,
fulfilling a childhood dream.
(Ed. Note: Warner was dropping agents to
work with the French Underground.)
The longest mission I ever flew on a
B-24 was ten hours, twenty minutes. At
that point, we were running on gasoline
vapors. The B-24 range was approximately 2000 miles, with a speed of 180
mph. We bombed at altitudes reaching
28,000 feet, as well as bombing right
down on the deck. Often there more
than a thousand bombers in the sky at
one time, wave after wave of planes. The
logistics of it all baffle me to this day!
I am often asked how the crews coped
with the possibility that they might not
survive. I had a navigator who shot
himself, just as we were getting ready to
load up on the bomber. That came as a
surprise to us because he was the
sharpest navigator with a happy-go lucky
temperament. I also had a crewmember
grounded because he could not take the
stress anymore. Later in the States, he
also committed suicide. Few pilots I
knew had problems coping. All of the
mental and physical screening that we
received was used to determine an
individual’s capacity to endure stress and
discomfort. It was the pilot’s job to
maintain command and composure,
ensuring the safety of the crew and plane
for the accomplishment of the mission.
THE TRUTH IS…
AN EXCUSE IS USUALLY A THIN SKIN OF FALSEHOOD STRETCHED TIGHT OVER A BALD FACE LIE.
THE MORE YOU SPEAK OF YOURSELF, THE MORE YOU ARE LIKELY TO LIE!
THE PERSON WHO SAYS THEY ENJOY A COLD SHOWER IN THE MORNING WILL LIE ABOUT OTHER
THINGS TOO.
23
�REPORT ON THE AFRICAN ASSIGNMENT
AUTHOR UNKNOWN
It is necessary to give a picture of Benina Main, the desert airfield in Mussolini’s fallen
Empire. Located 15 miles from Bengazi, chief seaport with Tobruk in the heyday of Il
Duce, Benina Man had become the chief bomber base, operating against the islands of
Pantelleria and Lanpedusa, and now Sicily. Haphazardly tossed onto the red desert
sands, it was but an incoherent jumble of runways and revetments, and to find one’s
way from point to point amid the sage and swirling sand became a science.
The days unbearably hot after the time in England, the various insects and desert
rodents at every turn, the gritty sand in the food – and tearing into the aircraft engines,
all combined to make the days too short. Hundreds of Italian and German planes,
damaged beyond repair, littered the surrounding area for miles, and on the wall of the
battered hangers, still raising its ugly head through the broken concrete, remained the
shattered basis of Fascist philosophy, the words, “Believe, Obey, Fight!”
The nights, cool, comfortable and starry, time and again tended to bolster the
sagging spirits of the terribly overworked men. Engine change, once considered
complex and burdensome, became but an everyday drudgery, as the howling sand
ate its way into the cylinders, and every remaining system of the B-24s.
And now the 67th Squadron had ten planes, but for the greater part, they were
unknown and untried. Only Major Howard Moore and 1st Lt. William Cameron among
the pilots, were veterans. Their planes, pilots and names were:
W. R. Cameron
Buzzin’ Bear
J. D. Hill
Calaban
R. L. Carpenter
Horse Fly
E. H. Reinhart
G.I. Gal
C. S. Griffiin
Lady Fifinella
C. P. Henderson
4-Q-2
F. H. Jones
Available Jones
R. E. Kollinger
Suzy Q
E. R. Mitchell
Bela
WILLIAM HUEY REMEMBERS THIS CRASH
FLIGHT ENGINER/GUNNER, WALTER FRANKS CREW,
68TH SQUADRON, FLYING IN LADY GERALDINE
After 20 missions, we were permitted to have two weeks of R & R. Our Co-Pilot,
William Burlingame, tried to talk us out of going. He said, “Let’s finish our missions
and go home.”
We voted for R & R. Burlington said, “Just wait and see. Something will happen
when we get back.”
Sure enough, on the 21st mission, we were shot over Germany and had to bail
out over Nancy, France, just barely inside the American battle lines.
Ed. Note: Needless to say, Huey completed his missions, then flew in the weather squadron
until the end of the war. Lady Geraldine got repaired and returned to the ZOI after the war.
24
�A BIT OF WWII TRIVIA
what may, no peace with the diabolical
Hitler Regime!” Another, “Why fight and
for Hitler’s plutocrats? All reasonable
Germans must help destroy Hitler’s war
machine.”
Otto Hampel sought to jar his fellow
citizens of how destructive Nazi rule would
prove for them, their families and their
families and their country. Unfortunately,
the Gestapo eventually caught up with him.
Both Hampel and his wife were beheaded.
Although the Nazi party had a near
monopoly on communication, there were
still many hearts and minds that its
propaganda failed to win over.
When Adolph Hitler was on the rise, the
newsreels showed thousands of people
yelling ‘Heil Hitler’, and it appeared that all
of Germany was behind him. Not so. A
growing number of thinking people found
ways to defy his propaganda machine and
leave messages where they would be found
by the common folk.
A metal worker at the Siemens Cable
Factory sat at his kitchen table and wrote
short messages on post cards that he would
later leave in stairwells of apartment buildings, in waiting rooms of doctors’ offices
and other public places where they would
be found and read. “Hitler’s war is the
workers death,” he wrote. Also, “Come
Source: Brad Bauer, WWII Magazine
BOOKS OF GREAT EVENTS IN 44TH BOMB GROUP HISTORY
If you are looking for a high adventure
WWII story, read Escape in the Pyrenees by
the late Archie Barlow, Engineer and Top
Turret Gunner on the Hartwell Howington
crew. The mission on 21 January 1944 was
to Escales Sur Buchy, France, to wipe out
the V-1s that were striking London. Ram It
Dam II went down and Barlow survived and
evaded. He relates his moment by moment
escapades of being hidden by the Underground, chased by Germans with dogs,
sleeping in freezing haylofts, and finally
sliding down a very high hill to safety into
Spain.
Barlow’s wife, Aline, has copies of the
book. 160 Johnson Drive SE, Calhoun, GA
30701-3941. Tel. 706-629-2396. The cost is
$35.
A copy of Escape in the Pyrenees has
been sent to the Museum of Resistance in
Gratenoix, France. This facility was built to
honor the brave Resistance Fighters - men
and women - who defied the Nazi occupiers,
and helped hundreds of American and
British flyers return to safety in England.
Pierre Berenguer, one of the leaders of this
effort, is asking anyone who was helped by
this determined band of Frenchmen, to
25
please send him their stories. Contact me if
you received their help, and I will get your
adventure delivered to the French Museum.
(717 846-8948)
BURNING HITLER’S BLACK GOLD is a
factual account of the greatest mission of
WWII – Ploesti Oil Refineries, Romania.
Major Robert W. Sternfels, pilot of the B-24
Sandman, 98th Bomb Group, compiled this
book following two years of interviews with
historians and participants in the mission.
The book replicates many official documents,
plus the report of an interview with the
planner of the mission, the late General
Jacob Smart.
Sternfels group flew alongside Leon
Johnson’s 44th BG, experiencing the same
dangerous surprises – the railroad car full of
German soldiers with anti-aircraft guns,
small arms fire, steel cables, black smoke
and fighters.
To purchase this factual, highly organized
report on this valorous mission, contact
Major Robert Sternfels, 395 Pine Crest Dr.,
Laguna Beach, CA 92651. The price is
$26.75 with shipping.
�COMBAT CREWS THAT HELPED BRING VICTORY
THE CHARLES HINSHAW CREW
L-R Back Row: Lester Carreck, Left
Waist Gunner; Donald Armstrong,
CoPilot; Charles Hinshaw, Pilot; Robert B.
Fisk, Navigator; James T. Booker, Right
Waist Gunner.
Back Row: Charles Brenton, Radio
Operator: Robert Ray, Nose Turret
Gunner; Jimmie Wilson, Tail Gunner;
Charles Holbrook
THE CHARLES HUGHES CREW
L-R Back Row: Angelo Paluzzi,
Engineer; Eugene Symons, Right
Waist Gunner;
Thomas Chocklett, Engineer; Stanley
Langcaskey Left Waist Gunner; Stanley
Langcaskey, Belly Gunner; Aulus Blitz, Tail
Gunner
Back Row: --- Miller, TG; Sternberger,
Navigator; Charles Hughes, Pilot;
Sylvester Hunn, Co-Pilot; Maurice
Hause, Bombardier.
MAIL & E-MAIL
until May, when the trip was rescheduled.
The Crandell family met Peter Loncke,
a Belgium airman, and attended the
dedication of a memorial for the Harold
Pinder crew in Winbrin, Belgium. That
memorial is located just a few feet from
the large boulder in the Ardennes.
Local people, including members of the
Belgian Underground, came to meet the
family.
Barbara Crandell, sister-in-law of
Leonard Crandell, sent photos of great
memorials to 44th BG members lost in
Belgium and Germany. As it happened,
the Crandell family, Joe (brother of
Leonard), Barbara and Connie were in
France on September 11 when they
received news that terrorists had struck
the World Trade Center. The dedication
that was planned for the monument in
Hamminkeln, Germany was postponed
26
…continued on next page
�MAIL & E-MAIL
In Wesel, the monument is unveiled.
Present are: Holger Schlief, Mayor of
Wesel, Connie, Barbara, Peter and Joe
Crandell.
Of note: Connie & Peter met in 2001
at the Pinder ceremony. They were
married two years later. Peter’s death,
in 2012 took place on the same day, 67
years prior, that Leonard Crandell’s
plane Kay Bar went down, with all crew
members KIA.
Daughter Connie took part in the ceremony.
Peter Loncke and George Vantilt at Pinder Monument
The cost of this memorial was paid
by Forrest Clark, in honor of his friend
Abe Sofferman, a gunner who flew this
mission in Clark’s place. Sofferman
survived the crash, was attempting to
evade when he was captured and
murdered by the Germans – because he
was Jewish. Peter Loncke arranged for
the creation of the monument.
The ceremony for the Crandell
monument took place when the 44th
BG’s tour was rescheduled in May.
The Max Chandler’s plane, Southern
Comfort, was lost that same day, with
two survivors, Louis DeBlasio and
Robert Vance. DeBlasio was present
when the group went to Wesel for a
very nice lunch and presentation by
German officials in the city of Wesel.
27
Ed. Note: In reporting the death of Peter
Loncke in the Tails, I credited him with creating
the Crandell and Chandler monument in Belgium,
but that is an error. It was in Hamminkeln,
Germany.
William Peterson to Will Lundy:
The mission that sticks in my mind
better than the rest was 22 April 1944.
The target was in Hamm, Germany. We
had the usual morning briefing, went
out to our bird, but had a stand down,
then another. They even brought our
mail to us. I had 4 letters from Bernice,
who is now my wife. It was a beautiful
day. Early in the afternoon we finally
got the green light. On the way back,
while crossing the channel, just as it
was getting dark, I saw flashing lights
behind us. I called Pete, and he told me
to stay alert for them and keep him
informed. Nothing unforeseen
happened until we were ready to land.
…continued on next page
�MAIL & E-MAIL
The runway lights were extinguished; it
was getting dark. Then it seemed hell
broke loose. There was flak, except no
smoke puffs, but firework; there were
fires on the ground; tracer bullets
seemed to come straight at me. I was
in the tail, and had reloaded the 50s,
but the
tracers seemed to veer off at the last
instant. I don’t know if I fired back, as
I can’t remember seeing any fighters.
We landed at a B-17 base near London,
and returned to the 44th the next day.
Then we heard a neighboring base had
been strafed.
I have never read anything about this
mission, but I know I didn’t dream it.
CONTINUED
Vincent standing in our one and only
dingy, pulling all the survivors in it. If it
were not for his strength and determination to deploy that remaining dingy,
we would have all perished. All who
survived owe their lives to Vincent E.
Huenerbert, the best engineer a pilot
could have. Regrettably S/Sgts Walter
Brown and Edward Durrand were
crushed on the flight deck when the top
turret tore loose from the fuselage, and
they were unable to escape.
I have very happy memories about
my association with Vincent, and they
shall go with me forever. Many of my
friends have heard me tell stories about
the Flight Engineer on the crew of
Horsefly.
Sincerely, Reginald Carpenter, Pilot of
Horsefly.
(Ed. Note: This story does not appear in
the Database, nor on the Legacy Pages of the
44th Web Site. Nevertheless, the letter was
sent to Will Lundy, and he made notes on the
letter, verifying the story to be authentic.)
Reginald Carpenter to Mrs. Pearl R.
Huenerberg: I was saddened to learn
that Vincent Huenerberg passed away in
March 1993. Your husband was a marvelous Engineer who always did his best
to see that the aircraft was kept in tip
top condition.
On the low level Ploesti mission,
August 1 1943, when we were forced to
ditch in the Mediterranean Sea, Vincent
was the first crewman to go out the top
hatch. The aircraft’s tail was torn off,
and it was sinking nose down very
rapidly. Vincent swam to the left dingy
hatch, which was now under water, and
attempted to deploy it, but the door
was jammed, and he could not open it.
Rapidly, he swam over to the right dingy
hatch, and fortunately, he was able to
open it and deploy the dingy. When I
finally got free off the cockpit and came
to the surface, the first thing I saw was
28
(Ed. Note: Reginald Carpenter was a highly
respected and much beloved pilot in the 67th
Squadron. After surviving the Ploesti Raid, he
was among those who flew to Wiener-Neustadt.
Their unnamed plane was shot down by fighters.
Five members of the crew was KIA. Carpenter
and all others became POW.)
Frank Schaeffer to Ruth Morse
regarding reunions: I’m sorry the 44th
is holding no more reunions. The 8th Air
Force is still going strong. Their next
reunion is in Savannah. I am interested
in the B-24 reunion at Tempe, Arizona.
I hope to attend the Air Force Evasion &
Escapees Reunion and 16th Armor in
Rapid City, Iowa.
Ed. Note: Frank is a very modest gentleman,
but he has supplied many pictures to the Tails,
and has written his story in a number of different
publications. Frank has been a faithful
attendee of the 44th over the years.
Nevertheless, he is finding others to attend.
�FOLDED WINGS
The tide rises and the tide falls; the twilight darkens, the curfew calls,
The day returns, but nevermore returns the traveler to the shore.
And the tide rises and the tide falls.
Unknown author
Becker, Ralph S. #19351 66th
Squadron 11 February 2013 Flight
Officer Becker was a Navigator on the
Leo D. Crooks crew. Their first mission
was 15 February 1945. The Allies seized
the Remagan bridge over the Rhine on
March 7, but the 44th BG was striking
targets all over Germany, hitting Berlin
with great thousands of pounds of
bombs.
Becker flew in seven different A/C:
Glory Bee, Down De Hatch, Jersey
Jerk, Loco Moto, King Pin, The Big
Headed Kid and Jail Bait.
Becker flew sixteen missions, the last
on 20 April 1945. On May 20, Germany
surrendered.
After the war, Becker attended the
University of Vermont, then the University
of New Hampshire, then the University of
Florida where he earned a PHD degree.
He was a specialist in Photochemistry.
He taught at the University of Houston
for 37 years, and was the first recipient
of the Ester Farfel Award for faculty
excellence in 1978. He also served as
a visiting professor in a number of
colleges in Europe.
Becker published books, papers and
articles that influenced thinking in
photophysics and photo chemistry,
and joined in research with colleagues
in Europe until 2011.
He is survived by his wife Phyllis, four
children and four grandchildren. The
couple was living in Fort. Worth, Texas
at the time of his passing.
Fisk, Robert B. #20216 66th
Squadron 16 November 2012 Lt. Fisk
was a Navigator on the C. R. Hinshaw
crew. Their first of 30 missions was 27
September 1944. Fisk flew all missions
with the Hinshaw crew; on one mission,
the Command Pilot was Sterling Dobbs.
They flew in many unnamed planes, but
also in Scotty Mac, Jail Bait and Big
Time Operator. Their last mission was
on 15 March 1945.
After the war, Fisk joined the Air
Force Reserves, rising to the rank of Lt.
Colonel.
He attended Syracuse University,
earning a degree in Business Administration.
After graduating, he was employed as
photographer for the University, a
position he held for 42 years.
In 1952 Fisk was sent to Iran to make
health education movies and film strips
under the Economic Development
Program.
Fisk is survived by his wife Connie
and four children. He was living in
Syracuse, New York at the time of his
death. News of his passing came to
Roger Fenton by e-mail from his family.
Fitzsimmons, Richard #20222 506
Squadron 15 December 2012 Lt.
Fitzsimmons was a Bombardier on three
crews: J. W. Grow, Sidney Paul and
Ralph Golubock. At one time he flew
with Benton Greene as Command Pilot.
Fitzsimmons flew in many different
aircraft: The Wasps Nest, Southern
Comfort-Replacement, Greenwich,
Prince/Princ-ass/Princess, Pistol Packin’
29
…continued on next page
�FOLDED WINGS
“Knight of the Legion of Honor”.
After the war he earned a degree in
Mechanical Engineering from the
University of Buffalo. He worked many
years at Pfaudler Company in Rochester,
NY. He was a participant in Honor
Flight in June 2009.
Gordon is survived by his wife of 61
years, Helen Horwitz Gordon, his
children David and Ruth (Miller), both
of Chicago; and two grandchildren.
Harrison, Lyle A #25249 67th
Squadron 2 May 2012 T/Sgt. Harrison
was an Engineer/Top Turret Gunner on
two crews, James Brownlowe, and
James Clements. He flew with many
Command Pilots: Robert Lehnhausen,
Harold Stanhope, William Strong,
Eugene Snavely, M. W. Miskewich,
James McAtee, Donald Adams,
George Insley, Wayne Middleton, J. L.
Henderson, Donald Adams, Harold
Stanhope, and Elmer Hammer.
Harrison flew 31 missions, the first
on 11 September 1944, the last on 24
March 1945. He flew in the following
aircraft: Myrtle the Fertile Turtle,
Phyllis, Limpin’ Ole Sadie/San Antonio
Rose, Fearless Fosdick, Sand Bomb
Special, Miss Marion and Louisiana Belle.
According to his cousin, Steve and
wife Judy Harrison, he worked with
Arcata Redwood in Northern California.
Harrison was survived by his wife Jean,
daughters Jean and Judy and son Rob,
plus many grandchildren and greatgrandchildren. He was living in Redding,
California at the time of his death.
Robison, Wallace # 21829 506
Squadron 2 March 2012 T/Sgt.
Robison was a gunner on many crews,
first as a Waist Gunner, later as a
Mama, Ole Cock and Gallavantin’ Gal.
On 29 May 1944 on the flight to
Politz, Germany, flying in Princess, they
were hit with a fighter, knocking out
the #1 engine and the fuel cells in the
left wing. The fuel was flowing out in
huge amounts. The pilot could not
feather the motor on the #1 engine,
and for a short time, the plane was
uncontrollable. He rang the bell once
to bail out, but when he was able to
stabilize the plane, he did not ring the
second bell. However, the Tail Gunner
bailed out, was picked up at sea by the
Germans, and became POW. All others
were interned in Sweden, and eventually
returned to Shipdham.
Gordon, Charles “Shep” #20419
th
68 Squadron 20 December 2012
Lt. Gordon was first a Bombardier, later
a Navigator on many crews. He flew
with S. H. Bowman, Raymond
Hamlyn, Norman Peterson, Charles
Durell, James Williams, A.D. Bonett
and Charles Kuch.
Gordon flew 33 missions, including
the one on D-Day to Colleville/St. Laurent.
The thirteen different planes he flew in
were: The Exterminator, Heaven Can
Wait II, Northern Lass, V for Victory,
D-Barfly, Full House, Flak Alley II,
Pappy’s Chillun, T.S. Tessie/Beck’s Bad
Boys, Seed of Satan, Lone Ranger,
Flak Magnet, and Lili Marlene.
According to his son David, His most
memorable mission was his 33rd, to an
aircraft factory at Bernburg, Germany.
Fighter attacks were vicious, but
Gordon managed to shoot a ME 410.
His son reported that he received
much local acclaim when he was
awarded the French government award
30
…continued on next page
�FOLDED WINGS
Togglier/Top Turret Gunner. He flew 36
missions, the first on 27 March 1944,
flying with the following pilots: Paul
Blow, B. L. Scuddy, Eustice Hawkins,
D. H. Dines, Charles Connor, H. K.
Bennett, J.L. Kearney, M.D., M. D.
Mendenhall and Fred Stone.
He flew in the following planes: Ole
Cock, M’Darling, The Banana Barge,
Feudin’ Wagon, Shack Rat, Southern
Comfort II, Passion Pit, Prince/PrincAss/Princess, Cape Cod Special, My
Peach and Baldy & His Brood.
On D-Day., Robison flew to Colleville/
St. Laurent. His last mission was
3 August 1944.
Robison’s wife Florence wrote of one
of her husband’s memorable missions:
“Sgt. Robison flew 33 missions, the
most memorable was on 8 April
1944, Easter Sunday. As a waist
gunner on Bearden’s regular crew,
was drafted as a replacement gunner
for Lt. Scuddy’s crew. We were flying
M/Darling.
During the dark days following the
8 April 1944 missions, the 44th was
blessed to have top notch Commanders
when the chips were down. L/Col
John Gibson, 44th Commander and
Gen. Leon Johnson, 44th Combat
Wing Commanders, were commanders
who represented ultimate leadership
qualities that helped get through the
adversity.
Robison and Lt. Beardon remained
in contact, and on each year on April
8, they made a telephone call contact,
so that together they can express
their thanks for another year of life.
Lt Beardon identified that Easter
Sunday mission “The day blood ran
in the bomb bay.”
Ed. Note: The official records do not quite
coincide with Robison’s memory. However,
the powerful evaluation of the 8 April 1944
mission is accurate. According to Will Lundy’s
evaluation, that month was the bloodiest of
the war.
The April 8 1944 was the worst. The mission
to Langenhagen Germany cost the loss of the
most plane losses and casualties of the entire
war for the 44th:
A/C lost – 13; KIA – 46; POW – 72; WIA – 3.
31
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
A GREAT LITTLE FRIEND
The P-51 Mustang, built by North American Aviation, was a fighter/bomber that
exceeded the performance of the Luftwaffe, and is considered a lifesaver by many
airmen. It was powered by the Packard V-1650 with a two-speed supercharged
engine, and armed with six .50 caliber M2 Browning machine guns. Mustang
pilots claimed 4,950 enemy aircraft shot down.
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 13 - Issue 4: Spring 2013
Source
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
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PDF Text
Text
44th Bomb Group Veterans Association
42-50427
8 BALL TAILS
Vol. 12 Issue #3
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Summer 2012
EIN # 68-0351397
JUDY’S BUGGY
Judy’s Buggy first flew with
the 458th Bomb Group, and was
transferred to the 44th BG sometime between January or February
1944. She apparently got rugged
wear, having been repaired at
Beccles, Suffix on April 8 1944
after a mission to Langenhagen.
Next she was repaired at Heston,
Middlesex on 31 May, having
a nose gear collapse and a
replacement of #1 engine. On
14 July there was a request to
declare her war weary, so back
she went to the 458th and used in
a trucking operation, still wearing
the 44th BG markings. She flew
one more mission to Dresden on
16 January with the Howard
Hinman crew, and crashed at
the Orly/Paris airport after the
crew bailed out. She was
salvaged in February, having
flown a total of 38 missions.
Flying with members of the 67th Squadron, this plucky B-24 carried no less than
nineteen crews safely through all missions: Rockford Griffith, Jack Thames,
J. R. Jefferson, William Wahler, Richard Thornton, Paul Durett, Stephen Harris,
Wilbur Carter, Oliver Hurst, Christopher Spagnola, Russell Pellow, Ernest
Holmer, James Bledsoe, Joseph Kuklewicz, O. Collins, Howard Hinman,
James Bledsoe, Thompson Daily and Robert Chaille.
1
�2012
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85142
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail: leeaston@elberton.net
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
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Database Custodian and Webmaster:
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42 Promesa Drive
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Phone 501 922-5247
E-Mail: Afbas@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�THE SPAGLOLA CREW (67TH SQUADRON) & JUDY’S BUGGY
L-R Top Row: Robert Keyes, Co-Pilot; Christopher Spagnola, Pilot; Vincent
Silverthorne, Bombardier; Robert Lee Aston, Navigator.
Front: Harry Selkirk, Radio Operator; Thomas Curde, Engineer; George Chigaris,
Waist Gunner; John Pondfield, Waist Gunner; Norman Sutherland, Tail Gunner.
Absent from the picture is John Gately, who replaced Pondfield after the 5th mission.
(Pondfield was wounded by flak on the mission to Misburg.
The Spagnola Crew flew four of their
thirty one missions in Judy’s Buggy,
also in Phyllis, Limpin’ Ole Sadie/San
Antonio Rose, Mi Akin Ass and many
unnamed planes.
Spagnola’s first mission was with
William Meyerriecks, after which he
moved to the left seat with his own
crew. All of their missions were into
Germany at the time when Allied Armies
were pushing forward, and the planes
were clearing the way. Eleven of their
missions were hitting Marshalling Yards,
keeping German troops from moving
west to help their comrades.
The Spagnola’s crew’s first mission
was 5 September 1944, three months
after D-Day. Once Normandy was taken,
and the troops were moving inland, the
Americans and British sent a motley
bunch of ships to Omaha Beach and
Gold Beach and sunk them. They
became the foundation for two huge
artificial harbors that would serve as
ports until Cherbourg and Brest could be
captured and put into operation. Codenamed “Mulberries”, these artificial
ports handled 25 divisions and their
mountain of supplies in the next 20
days, plus 6,000 tons of supplies daily.
While all these activities were going
on under them, planes from Shipdham
were flying overhead, headed for oil
fields and railroad bridges. B-24’s were
paving the way for the battles ahead.
By the time the Spagnola crew had
completed their final mission 26
February 1945, the Americans had
defeated the Germans at Bastogne,
ending the Battle of the Bulge; Churchill,
Stalin and Roosevelt had met at Yalta;
and the Allies were launching a major
offense to cross the Rhine River.
3
�PRESIDENT’S MESSAGE
News from Norfolk- We are all very well aware of the
untold number of monuments in Norfolk honoring our
presence there during the war. The English people have
never forgotten our contributions to the war effort and the
many losses that were incurred. One has only to visit the
area and receive the warm welcomes and thanks for our
efforts. They really make us feel at home. Well, their work
still goes on.
In a recent issue of the 2nd Air division Heritage League
publication, there appeared an article describing the plans of a group of
people to erect a monument to twelve Americans who were killed in a crash
of a Liberator in the village of Garveston which is about three miles from
Shipdham. Cynthia, whose home was in Garveston, remembered that crash
and made contact with one of the organizers. As a result we have received
formal invitations to attend the dedication ceremony on June 6, which we have
accepted.
On June 4,1944, a 492nd group B-24 spun in while assembling for a mission
killing the entire 10 man crew two firemen from our base, Sgt. Monroe Atchley
and Pvt. Ted Bunalski went to the scene and were also killed by the exploding
bombs. Our Tony Mastradone and another 44th medic crawled up a ditch to
retrieve these men.. Tony was at the Savannah reunion last October and vividly
recalled that day. The full story of this crash is on Page 304 of Will Lundy’s Roll
of Honor and Casualties book.
It promises to be quite an affair with several relatives of those men travelling
over for the ceremony. If all goes well and I don’t forget the camera we will
give a report in the next issue.
I hope everyone had a great 4th of July. Just remember that we have many
British friends as they remember us.
George Washburn
IF SOMEONE WITH MULTIPLE PERSONALITIES THREATENS TO
KILL HIMSELF, IS IT CONSIDERED A HOSTAGE SITUATION?
IF A TURTLE DOESN’T HAVE A SHELL, IS HE HOMELESS
OR NAKED?
WHERE DO FOREST RANGERS GO TO ‘GET AWAY FROM
IT ALL?
4
�LETTER FROM SHIPDHAM
By Peter Bodle
Last time I wrote to you guys, the weather had not
been particularly good to the flyers amongst us…sadly
nothing much has changed very much in the past few
months, and no one is setting any great records for
flying at the moment…except of course the fuel
companies and the extortionate price they now charge
for aviation fuel. At Shipdham we have spent most of
the time since your departure trying to make flying
affordable for ‘the man in the street’, and by and large,
we think we have managed it. Sadly, somehow I can’t
see that lasting for too much longer. Fuel prices and
government taxes really are turning General Aviation
back into a rich man’s sport…and that is definitely not what the club is about,
and I’m sure it was not what you guys would have wanted. For once I am starting
to think that Governments might have to look at intervention in the supply of
fuel…the word profiteering springs to mind.
A slowdown in flying gives everyone time to reflect, and one of the questions
that has repeatedly come up in post flight natters round a coffee in the Shipdham
Club House, is …”after a rough mission, how did you guys wind yourselves up to
climb aboard your plane for the next one???” … Sorry if it seems a bit of a blunt
way to put it, but it is meant as a serious, respectful and thoughtful (thought
provoking?) question. If we amateur pilots have a bad day, we can turn round
and come back to Shipdham, we can go home and relax, we can take a few
weeks away from flying…all options that were not open to you. Not having been
with you at the time, we can but try to imagine your situation. If any of you
guys feel able to put your thoughts into words to enlighten me and others in the
club who share an interest in what you guys did, and what you had to go
through to achieve that, I’d love to hear it.
The ability to ‘hitch a ride’ on the Colling’s B-24 has to be one of the best
experiences money can buy. I did rather like George’s view that ‘Witchcraft’ was
in somewhat better shape than the planes you were given by the 44th B.G. to do
the 8 hour delivery run to Germany. I bet the guys in the Collings ground crew
have better working conditions and a longer time scale to get their aircraft into
shape…I guess it also helps not having an angry enemy firing at you every
flight…
The snow is pretty deep across the country as I write this, but it is officially
Spring, so let’s hope some decent flying weather is just round the corner and the
season can get started soon.
In the meantime, keep well and look after yourselves.
All the best from Shipdham.
Peter
5
�DONALD JOHNSON, NAVIGATOR IN THE 66TH SQUADRON
TO THE EDITOR OF THE 8 BALL TAILS: YOU GOOFED!!!
Johnson was correct: The Editor recorded
the loss of CORKY on the cover page of
the Spring issue of the Tails as 28 June
1945. By that time, the war was over!!!
The correct date was 28 January 1945.
My apologies to my readers for the
error, but especially to the crews of
Maurice Corwine, flying in Corky – 68th
Squadron; Roblee Perrault, flying in Tally
Ho II – 66th; and John Muldoon – 66th
flying in Chief Wapello. Eight members
of the Corky crew were KIA, two became
POW. The crews of both Tally Ho and
Chief Wapello crashed in Allied territory,
but all returned safely to Shipdham.
For that same mission, Vincent
Allmonia, pilot of Flak Magnet,
attempted to take off, but ice had built
up on the wings and it crashed a few
miles east of the field. It caught fire and
burned completely. One member of the
crew, Layton Scott, Nose Gunner, died
from burns; all others survived.
in each tank. After calling the Group’s
formation leader, they did a 180 degree
turn, let down 21,000 feet through dark
clouds – and iced up. They utilized instruments to finally break out of clouds
at 2,000 feet and over Brussels, Belgium.
Heading northeast, they missed the field,
did another 180 degree turn and over
Brussels, Belgium. Heading northeast,
they missed the field, did another 180
degree turn to get back.
The engines started to spit and sputter
from lack of fuel, so they headed for an
open field; bombs were salvoed, which
blew out all windows in the aircraft,
damaged the elevators so they failed to
operate. #3 engine began burning and
#2 smoked. The pilots used throttles to
maneuver the nose up and down – they
had rudders and ailerons. They went
into a grassy meadow about 30 miles
northeast of Brussels (Hentje Westerloo).
The nose wheel collapsed, the main gear
held up, but the ship split apart. The
dashboard was shoved back into the
pilots’ laps, but only minor bruises and
cuts from flying plexiglass resulted. The
aircraft was wiped out.
In 1998 a Belgian, Chris Van Kercrhoven
from Westerlo, Belgium, sent these
pictures of the damaged plane to Donald
Johnson. (Obviously, Belgians are forever
grateful.)
From the Editor: Robert Lehnhausen and
George Washburn also noted the error.
Would anyone else like to speak up? I do not
mind being told of errors in the Tails. I take
all the blame, and thank you that you are a
careful reader.
Donald Johnson, Navigator on the
Charles P. Norris’s crew was on the
mission to wipe out the Chemical Works
at Leverkusen, Germany, which had
been described in the Spring 2012
edition of the 8 Ball Tails. A/C #4251234 lost manifold pressure on #3
engine. It dropped to 30 inches and
remained that way. #4 had fluctuating
power. They returned with the formation,
coming back over Belgium. When they
made a check of the fuel level, they
found only about 50 gallons remaining
#42-51234
6
…continued on next page
�DONALD JOHNSON, NAVIGATOR IN THE 66TH SQUADRON
TO THE EDITOR OF THE 8 BALL TAILS: YOU GOOFED!!!
CONTINUED
Johnson’s Unnamed Plane #42-51234
Will Lundy reported the losses on the mission to Leverkusen, Germany: FLYING
GINNY (67th Squadron); FLAK MAGNET (68th Squadron); and #42-51234
(66th Squadron). KIA - 18; WIA - 2; Returned safely - 9.
CHRIS CLARK AND THE HERITAGE LEAGUE
Chris was recently appointed to the Board of the Heritage League, an organization
of 2nd & 3rd generation of Air Corps Veterans. His assignment is to help recruit
members, and to provide ideas for the growth of this organization. As a volunteer
at the National Archives, Chris has provided a great deal of information to the 44th
BG, about missions which were flown. The League is also concerned about long
time storage of bomb group history.
The Tails at one time reported that Chris’s grandfather was in the AAC, but this
is an error. It was his Uncle Frank, S/Sgt. Charles Franklin Clark. Clark had a full
tour with the 459th Bomb Group, then transferred to the 44th in November 1944.
He flew nine missions with the 506 Squadron, the first on November 26, 1944;
the last on 1 January 1945.
The members of the Board of the 44th BG are urging young members to consider
membership in the Heritage League. They have developed a great comradship,
have worked on preserving history, plan great overseas events, and help in the
preservation of monuments to the different Bomb Groups.
Chris can be reached at clarkhistory@aol.com and www.heritageleague.org
7
�JACKIE ROBERTS TELLS OF HER RIDE ON A LIBERATOR
Lowell. He showed me where each and
every one of you sat. What a very brave
job you young men did. The one thing
we didn’t have was the flak coming at
us. Nor the bombs on board. Little did
you young men know you would be
giving us FREEDOM and would go down
in HISTORY.
Well men that’s my story. I will never
forget my ride in the B-24. And I know
you will never forget your ride.
Thank You All for sharing your stories.
You will never be forgotten.
We Hug Each of You with Our Love,
Jackie and Lowell Roberts
I had one of the best things happen
to me that could ever happen. Lowell
and I went in a B-24.
I was so excited I thought I died and
went to heaven. It put everything into
perspective for me. It was the B-24
Liberator Collings Foundation’s plane,
WITCHCRAFT. We flew out of Wiley
Post Airport, Okla. City, Ok. I told the
Flight Engineer Dan Wallan that my Dad
was a Waist Gunner. So he sat me on
the floor and strapped me in where my
Dad would have sat. The Flight Engineer
showed us all 10 places in the plane. I
ended up behind the pilot and co-pilot.
This was my first reality check. There
were no plush padded seats!
Every young man had his spot. I
could see in my mind each and every
one of you that I know in your places.
Perry Morse - he was sitting with me
on the floor until he got up and took
the Tail Gunner’s spot. Bob Lehnhausen,
George Washburn, Lee Aston, Roy
Owens, Richard Lynch, Will Lundy.
Lois Cianci’s Dad and my Dad were by
my side through the whole flight. And
my wonderful pilot in life, my husband
Jackie Roberts, 44th BGVA Treasurer, is the
daughter of Jack Ostenson, Waist Gunner on
the Gary Mathisen crew. They were flying in
Valiant Lady. Lois Cianci’s father was Clair
Shaeffer, Engineer on the Frank Sobotka crew,
flying in #42-7501. According to the research
of the late Roy Owen, both planes were flying
side by side, possibly brought down by the
same burst of flak. The date was 21 January
1944; the mission was to Escalles Sur Buchy,
France, to bomb the missile sites of the V-1 rockets.
ATTENTION 44TH BGVA MEMBERS
THOSE ABLE AND WISHING TO ATTEND A CONTINUED SMALL GATHERING OF
THE 44TH BG AROUND LATE SEPTEMBER 2012, PLEASE CONTACT R. LEE ASTON
FOR A “HEAD COUNT” AS EARLY AS POSSIBLE, BEFORE JUNE 30, 2012 TO MAKE
ARRANGEMENTS. SUGGESTED PLANNED LOCATION IS CARLISLE, PA. (ARMY
HERITAGE EDUCATION CENTER.) IF YOU HAVEN’T SEEN THE BG MONUMENT,
THIS WOULD BE A GREAT OPPORTUNITY. ALSO, IF YOU WALK ON THE SOLDIER’S
WALK, YOU WILL FIND YOURSELF AMONG FRIENDS. THERE ARE ROWS OF 44TH
BG MEMBERS’ BRICKS.
CONTACT LEE ASTON: TEL. 706-283-1337; U.S. MAIL: 830 Cardinal Drive,
Elberton, GA 30635. E-mail leeaston@elberton.net
8
�SALUTING OUR CO-TREASURER, LOWELL ROBERTS
Lowell Roberts is the silent partner
of Treasurer Jackie; in fact, the only time
he speaks up is at the Board Meeting
when he gives the Finance Report and
later, the Budget for the coming year.
Otherwise, he operates silently.
He and Jackie are specialists at
planning Reunions, and why not: he
has planned many for the organization,
Oklahoma and Texas Master Locksmith
Association, of which he is President.
He negotiates with hotels for the best
prices, arranges for Color Guards, and
gets members on the bus on time for
tours. He handles wheel chairs and
walkers and is ever-present to see that
everybody finds their way to seats at
Squadron Dinners and Banquets.
Lowell has his own history with the
Air Force:
In January 1947, I was bored with
college, and a friend had joined the Air
Force, so I did too. My first duty station as was with all new troops - I was sent
to Lackland AFB, San Antonio, Texas for
six weeks. Then off to Amarillo AFB,
Amarillo, Texas for five months of Tech
School on B-47 Bombers. It seemed
General Curtis LeMay needed a lot of us
in SAC, as my whole outfit was shipped
to Mountain Home AFB, Idaho in June
1957.
After getting my Security Clearance,
I was given an A/C to crew on; come
October 1957, the whole wing went to
Anderson AFB on the lovely island of
Guam, (by way of Hawaii and Wake
Island). It was monsoon season, and
after getting the airplane unloaded and
midnight chow out of the way, I lit up a
smoke and knew this was the time to
stop, before they started to taste good
again. It was the First Good Thing the
Air Force did for me!
In January 1958, we all came back to
Mtn. Home and on a trip to Boise, Idaho
to see a friend, I met the love of my life,
although it took me until February 1959
to talk Miss Jackie into marrying me,
(the Second Good; no, the Best Thing
the Air Force did for me.)
In later years I learned that General
LeMay ran his Air Force differently from
the rest of the Air Force, when they
took an Airman Second Class and
placed him on a Senior Master Sergeant
position – with all the authority and
responsibility as a Supervisor in an Alert
Compound, without the pay! I did this
until I got out. In July 1962 I ended up
at Tinker AFB, Oklahoma City, OK as a
WG5, A/C Electrician, and retired there in
November 1987 as a GS 11 Engineer.
Jackie & I had a Security business
from 1970, so I went into it full time
after leaving Tinker. We still live in
Oklahoma City. We have 2 children, 4
grandchildren and 2 great grandchildren.
Finding the 44th Bomb Group and
becoming part of it in 2000 is the Third
Best Thing the Air Force ever did for
both Jackie and me.
“To all the WWII Veterans,
you will be forever in our hearts.
Thank you for being there when
the nation needed you.”
Lowell Roberts
Jackie & Lowell accepted the Treasurer’s
office, following Richard Lynch and his
Co-Treasurer, Betty. They followed Jerry
Folsom. All have been great stewards of the
44th BG funds, which is the reason the 44th
BGVA has been able to leave their history in
many different places.
9
�THE B-24 MEMORIAL IN SAN DIEGO, CALIFORNIA
The B-24 monument came
about through the effort of many
WWII veterans and civic leaders,
and was spearheaded by B/G
Robert Cardenas (Ret). The
building in the background was
the Chapel of the Navy Hospital.
When the hospital moved, the
Veterans Memorial Center took it
over in a 50 year lease. With the
help of the Mayor, the Memorial
Committee built the Veterans
Memorial Garden. The huge
bronze B-24 points directly toward
its birth place at the Consolidated
Aircraft Company, some two miles away. Powerful lights in the water shine up at
the statue at night. The large flag is also lit up at night.
A large plaque, listing participants in this beautiful venture is part of the exhibit.
It includes Cardenas, the late Col. Richard Butler (Ret), both from the 44th BG and
Col ‘Bud’ Chamberlain. Both Butler and Chamberlain were Past Presidents of the
2nd AD, both of whom were present for the dedication ceremony.
Other accomplishments of this Memorial
Committee included the Miramar National
Cemetery where veterans rest in peace in
beautiful, well manicured surroundings.
Cardenas was a 44th BG pilot, an internee
and escapee from Switzerland, test pilot for
Wright Paterson Air Base, and veteran of
both Korea & Viet Nam. After retirement, he
dedicated his life to helping veterans. When
he learned of homeless, tragic veterans who
may have been without a family, he made
certain they were buried with military dignity.
AVIATION 101:
1. IT’S BEST TO KEEP THE POINTED END GOING
FORWARD AS MUCH AS POSSIBLE.
2. TRUST YOUR CAPTAIN...BUT KEEP YOUR
SEAT BELT SECURELY FASTENED.
3. GOOD JUDGMENT COMES FROM EXPERIENCE,
AND EXPERIENCE COMES FROM BAD JUDGMENT.
4. GRAVITY NEVER LOSES! THE BEST YOU CAN
HOPE FOR IS A DRAW.
10
�LOY NEEPER, ENGINEER & TOP TURRET GUNNER, 67TH SQ.
REMEMBERS SOME REALLY ROUGH MOMENTS
By the time I made my first mission on
14 May 1943, there were two groups of
B-24’s in England, the 93rd and the 44th.
The combined groups were able to get
19 planes in the air. The target was a
German Navy Submarine base at Kiel,
Germany. We lost seven of those 19
planes. It was then that I decided, “Three
missions and my odds will be up!!”
By July 1943, we had our forces built
up to large numbers, with several more
planes per Group and several more
Groups. Our group was transferred to
North Africa, but our crew was left in
England when the rest of our group flew
to Southern England, and as soon as we
landed, an armored truck and a jeep with
a 50 caliber machine gun on it arrived.
They started loading boxes onto our
plane, and a Major got in with us. He
told us to load all of our guns, including
rifles and side arms, and to have two
men on guard all the time when the
plane was on the ground!! We thought
our cargo must be something really
special but we did not know what it was
until the briefing for the low altitude
bombing mission of the oil refineries of
Ploesti, Romania. In the briefing they
told us we were going in low because
they had so many anti-aircraft guns
there. Their guns would not come down
to a horizontal position, so we could go
BELOW where they could get a good
shot with their 88 MM guns. They had
lots of fighter planes with machine guns,
though!! Expected losses were fifty
percent, but it made us feel better about
going (??) when they said if we got the
target and lost 100%, it would be worth
it to the war effort!
We left Bengasi early the morning of
1 August 1943, with delayed action fuse
bombs. Acid fuse bombs were dangerous
because they had a glass with acid in it,
and if the glass got broken or cracked,
the acid leaked and caused the bomb to
explode.
As we approached our target, there
was a B-24 on the ground with the crew
lined up beside it. (They waved as we
passed.) As we got to our target, it was
on fire with lots of smoke. There was
lots of machine gun fire. We pulled up
to 150 feet to get over the towers of the
refinery. As we were going over the top,
the #3 engine quit. The Co-Pilot reached
to hit the feathering button, but hit the
#4 instead at about the same time. It
was a lucky mistake. It raced before it
caught, or before the governor caught it,
causing lots of vibration, then the #3
engine started. It was found later that a
barrage balloon cable had cut into the
wing, grounding the #3 magneto wire.
The vibration shook it loose!!!
It looked like one of every three planes
was on fire as we left the target. One
plane, on fire from wing-tip to wing-tip,
pulled straight up. We passed under it.
Two people bailed out as it nosed back
into the ground. Shortly after that a
fighter plane attacked from the rear. He
didn’t want to pull up because too many
guns would be able to shoot at him. He
passed by our right wing close enough I
could see his face, but could not get a
shot because he was between us and
other planes. When he was a little ahead
of us, he hit the ground in a ball of
flames. We pulled up to get over the fire.
This trip lasted 14 hours. Of the 25
missions that I flew, the most famous
one was this ‘Tidal-Wave’ low level raid
on Ploesti. Some of the planes came
back with corn stalks in the bomb bay
area…we were flying that low!! There
were 179 B-24’s carrying 1600 men that
11
…continued on next page
�LOY NEEPER, ENGINEER & TOP TURRET GUNNER, 67TH SQ.
REMEMBERS SOME REALLY ROUGH MOMENTS
flew from the five air bases around
Bengasi, Libya to bomb Ploesti. 54
planes and 310 men did not make it
back!! We wrecked the refinery, but the
Germans built it back in a matter of
months, and it had to be bombed
again, but from a higher level.
During the bombing raid on WeinerNeustadt, our plane was shot up with
157 bullet and shrapnel holes, but only
one man on our plane was hit. We
then crash-landed in Sicily, nose-dived
into the sand.
On another occasion, we crash landed
in England when #2 engine caught on
fire, then all four engines quit at about
500 feet. The plane burned, but we got
everybody out. My leg was injured, and
I could not walk for six weeks. I went to
flying again to finish my tour, around
March 1944. I was then sent to another
place in England as Gunnery Instructor
for seven months.
Editor’s Note: The unknown baggage that
the crew picked up in Southern England were
the models of Ploesti, used by pilots in practicing
low level flying. Neeper was first assigned to
the Walter Bunker crew, later with Richard
Butler, who had been Bunker’s Co-Pilot. The
target at Ploesti was Creditul Minier Refinery,
led by Lt. Col. Posey. It was totally destroyed,
CONTINUED
and not re-opened until the Russians took
over. This deprived the Nazis of aviation fuel,
severely limiting the amount of training they
gave to young aviators.
Flying in Miss Emmy Lou, on the mission to
Wiener-Neustadt, the #3 engine was hit, they
were low on gas, and pilot Butler chose to
land in Sicily. The plane had no brakes, the
plane skidded and crashed, and the crew
hitch-hiked back to Shipdham.
On 21 December 1943, on a training flight
in Miss Emmy Lou II, an explosion in #2
engine caused the other engines to quit; the
plane crashed in West Bradenham, England.
Richard Butler and Robert Nicholos, Bombardier,
were carried off on stretchers. Neeper had an
injured leg, but he distinguished himself by
returning to the burning plane and carrying
Nichols to safety. He was awarded the
Soldier’s Medal.
From the 2nd Air Division: The Eight
Ball Tails notes the passing of Maxine
Mackey. wife of Oak Mackey, Vice
President of Membership and noted
leader of the 2AD. Maxine will always
be remembered for her assistance in all
2 AD reunions, and her work with Oak
in all of his historic achievements for
the 2 AD.
JAMES BAKER (68TH SQUADRON) WAS STILL LEARNING
On our first mission, we were told at school, to call pilot on sighting flak. I called
the pilot 3 times to advise him of heavy flak @ 12-2; 3 and 4, with no answer. Upon
landing, I told the pilot that my mike was inoperable; his reply was “Father Time”.
( I was the youngster on the crew.) “If you would have looked out the other waist
window, you would have seen flak there also.”
12
�FROM THE DIARY OF JOHN MCCLANE, NAVIGATOR,
68TH SQUADRON MISSION #3 TO BERLIN – 29 APRIL 1944
Today was my third combat mission.
The first two were not too rough, and
we were a little too complacent. At this
time, I was not a lead navigator, therefore not privileged to advance reports
as to what the day’s mission was for the
8th Air Force’s heavy bombers.
After stumbling through the blackout
to the breakfast that morning, the usual
question was on everyone’s lips, “Where
are we going today?” Was it going to
be a ‘milk run’ over the coast of France
or a deep penetration to the heart of
Germany? As we filed into the large
Nissen hut used for briefing, the men
gathered together, as crews, sitting
facing a stage with a huge map of
western Europe above it. However, this
map was securely covered with dark
draw curtains. Suddenly the command,
“Attention” was sounded. In unison, all
snapped to their feet, and in walked the
Commanding Officer, Col. John H.
Gibson, and his staff. The Briefing
Officer stepped forward with a long
pointer, and the map curtains were
quickly drawn open. At this movement,
we all knew that was our target for the
day; the ribbons pinned to the map led
straight to the heart of Hitler’s Germany,
the “Big B”, Berlin. The howl and
commotion could have been heard a
mile away.
Finally, everyone settled down, and
the Briefing Officers proceeded to detail
our objectives. The predicted weather,
the expected fighter opposition and
flak concentrations were outlined. The
various pilots were assigned positions in
each section of each squadron of the
group. Some were to lead, others were
to be wing men; some were assigned
high and others low positions in the
formation. And of course, someone had
to fly coffin corner, the low left rear
with the least protection from the guns
of the fellow planes in the formation.
The pilots, bombardiers, navigators,
flight engineers, radio men and gunners
all went to their own briefing for further
details and instructions pertaining to
their specific duties. The pilot was in
command of the ship, but the success
of every mission depended upon close
teamwork. No one man, crew, flight
squadron, group or Division did it all. In
total, we were a powerful Air Force, out
to do battle with a determined enemy.
Our objective was to do maximum
damage to today’s target. Theirs was to
prevent us from reaching the target, or
to inflict such painful punishment that
we would cease trying. The stage was
set, the battle would soon begin.
Hundreds of men would be either killed,
wounded or missing this day, but nothing
could stop the mission, once it had
been set in motion.
Briefing over, we gathered as crews
to be taken by truck out to our plane.
At this time, our crew flew whatever
plane was assigned. (Later, after we
became a lead crew and I, a lead
navigator, we were assigned a special
plane with special navigation equipment,
260 P Lili Marlene. Now began an
extremely tense period before each
mission. We would busy ourselves
preparing for flight, each man checking
what pertained to him. At the same
time, we kept an eye on the tower, the
reason being that if the mission for the
day were aborted, a certain colored
flare would be sent aloft; but if it were
‘Go’, a different flare color was used. I
think it was red, but it may have been
13
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�FROM THE DIARY OF JOHN MCCLANE, NAVIGATOR,
68TH SQUADRON MISSION #3 TO BERLIN – 29 APRIL 1944
white, as my memory fails me after 40
years. Today the mission was go; the
engines were started, and we mounted
the plane. The moment of truth was at
hand; there was no option but to go,
and only God knew who would return.
On both takeoff and landing, I vacated
my forward navigation compartment to
stand behind the pilot. I would hold on
to a steel protection plate at his back.
This gave me an excellent view of takeoff
and landing. If a crash situation were
to develop, I was to sit on the floor with
my back to the steel plate, my knees
pulled up and my hands behind my
head, which I would brace also against
the steel plate. (Fortunately, I only
needed to use this once when coming
back from Berlin on my 21st mission, our
hydraulic system to the nose wheel was
shot out, and we skidded nose first
down the runway, badly damaging the
bomb sight and navigation compartment.)
The 44th sent 21 planes up this day
with no aborts. Now came one of the
most frightening parts of every sortie.
As I stood behind the Pilot, Lt. Charles
Peretti, he would work our way down a
long line of bombers until it was our
turn to take off. He would go through
his check list, and he and Co-Pilot Burr
Palmer would shove all four throttles
full forward. Ever so slowly, we would
accelerate, but at the same time, eating
up runway. The plane would be loaded
with 2700 gallons of hi-octane gasoline
and 6 to 8000 pounds of high explosives
and incendiaries. At lift off speed,
Peretti would pull back on the stick, and
we would be airborne, but just barely.
Still just off the ground and gaining
altitude slowly, I could see the trees at
the end of the runway getting closer
CONTINUED
and closer. At no time did I ever learn
not to be apprehensive and actually
frightened. Somehow we always made
it by inches over the trees, I believe by
defying all laws of physics and gravity.
Assembly was an exacting and
demanding task, both in piloting and
navigation. First, by two and threes,
and finally by squadrons, all the planes
came together to form a group of
approximately 21 to 36 planes. The
Lead Navigators’ job was to have us
over a designated spot at a specific zero
time, headed in the right direction. In
this manner we formed Squadrons into
Groups, Groups into Wings, Wings into
Air Divisions and Air Divisions into the
Mighty Eighth Air Force. From beginning
to end, we would extend over 100 miles
in a straight line through the sky. With
the contrails forming at the wing tip of
hundreds of planes, the beauty of the
sight would have to be seen to
comprehend.
It was 0730 hours, and we were off
to Berlin. According to “Stars and
Stripes,” our ETO newspaper, this was
the heaviest daylight assault in history
on any one target. The Force was made
up of 600 four motor bombers carrying
almost 1500 tons of explosives and
incendiaries. We were escorted by
another 814 fighters, P-51 Mustangs,
P-47 Thunderbolts and P-38 Lightnings.
But the Germans were ready with some
of the heaviest opposition encountered
to date on daylight operations. One
Wing alone reported being attacked by
at least 200 Nazi fighters. The Germans
used ME 109’s and FW 190’s as their
principle fighters, sometimes ME 210’s.
The resistance met by the various
elements of the massive bomber fleet
14
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�FROM THE DIARY OF JOHN MCCLANE, NAVIGATOR,
68TH SQUADRON MISSION #3 TO BERLIN – 29 APRIL 1944
varied widely. Fortunately the 44th
Bomb Group was well known by the
Luftwaffe pilots as being a seasoned
combat outfit and best left alone, as
long as there were less experienced
groups that would be an easier target.
A number of German interceptors did
test us however, approximately 30 on
the way to Berlin and 40 to 50 on the
way out. My most vivid memory of the
war was burned on my mind when we
were approximately halfway to Berlin.
I can still close my eyes and after forty
years, see it again, and until death takes
the last light from my sight.
What I am about to record sounds
so incredible that I blame no one who
wishes to disbelieve. As God is my
witness, I tell the truth. Over my
earphones came the voice of Paul
Corlew, our Engineer and Top Turret
Gunner, “Fighters high at One O’Clock”.
I looked out of my astro-dome and saw
three German fighters circling. One
could almost hear the lead Nazi pilot
say, “Watch my boys, I’ll show you how
it’s done.” He peeled off into a wide
arc, so he was at an altitude headed
straight for our formation. At this I
switched positions so I could look out of
my right bubble window, which afforded
an excellent view forward, down and
to the whole right of our line of flight.
As the interceptor flew towards us, he
began a slow roll. I became very fearful,
as I was looking down his two 20 mm
wing cannons; and with each burst,
I saw the orange-red flash of the guns.
He appeared to be aimed directly at me,
and I could not help but wonder where
the shells were going. I fully expected
the next one to explode in my navigation
compartment. I was extremely fearful
and yet spellbound at the same time.
CONTINUED
But what happened the next second
or so really put fear into me. As the
scoundrel slow rolled toward us, closing
at rapid speed, I really became upset.
It appeared to me that he was going to
crash into our plane with a head on
collision. I was petrified with fear. Then
suddenly the pilot lifted his wings in
a vertical position, so he could slice
between our right wing tip and the left
side of the plane on which we were
flying wing. I jerked my head as he
flashed by, at which time I could see the
German pilot at our wing tip; he just
missed it by inches.
An awesome sight caught my attention.
At the base of the wing of the adjacent
plane, right at the inboard motor and
fuselage, a large ball of orange flame
exploded before my eyes. The whole
left wing peeled off; and to me, it
seemed like an eternity that the plane
stood there as if it were flying. I knew it
could have only been a few micro-seconds,
but the vision is burned in my memory
like a still photograph. Then in a flash,
the plane flipped over on its back as the
right wing was still flying. It was a
violent motion that skewered the whole
axis of flight. At this point, I hesitate to
record what I saw next, as it is too bizarre to be believable. Try to accept my
version as the truth. Believe what you
will, but I’ll tell it exactly as I remember
what I saw.
As the plane flipped, the force of the
action catapulted the waist gunner on
the right side out of the gun opening
and towards our plane. The arc of his
flight through the air put him toward
our right wing and he fell between
where I was standing at my bubble
window and our right inboard motor.
He had no parachute. He wore only a
15
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�FROM THE DIARY OF JOHN MCCLANE, NAVIGATOR,
68TH SQUADRON MISSION #3 TO BERLIN – 29 APRIL 1944
harness with two nipples. (I also had
on the same type chest pac parachute
harness. My parachute was on the floor
by my feet. We had been instructed
that if, for any reason you did not have
time to snap the chest pac on the nipples
of the harness, then just grab your chute,
jump out with it in your hand and snap
it on as you fell through the air.
Needless to say, this unfortunate
waist gunner had no such opportunity
to grab his parachute before he was
thrown through the window. As he
passed me, at most, only a few feet
away, he was kicking both feet and
grabbing the air with his hands in
desperation. Maybe he thought he
could grasp our plane in some way to
hold on. I watched his plummet toward
the ground until my attention went to
the wreck of the one winged B-24
Liberator falling through the sky. It was
cartwheeling nose over tail, over the
one wing in a huge windmill spinning
motion. All of the other nine men were
trapped due to centrifugal force in the
plane, with no help whatsoever of getting
out, I thought. (Will Lundy reported the
plane was A/C #42-29471X, piloted by
2nd. Lt. G. H. Sweigart, and that three
men did survive to become POW’s.
My eyes were glued to this action as I
watched the wreck tumble end over end
for at least 10,000 feet.
I had lost all track of time of anything
else that was going on around me when
I heard on my helmet earphones, “Second
fighter coming in”. I looked up and saw
a second enemy craft repeating what
his leader had done. At this point, my
mind went blank. I cannot remember
anything about the second or third
fighters as they attacked the formation.
CONTINUED
I suspect I was too absorbed in my own
thoughts and fears.
At some point in time, I again came
back to reality as I remember our approach
to the city of Berlin. The flak was
intense. The Nazi defenders had 320
anti-aircraft guns trained in a 20 mile
arc on us. The sky was one huge black
cloud of exploding metal. The guns
fired in batteries of four, or so it seemed
to me. When it was bursting at some
altitude other than our own, we had
little to fear; but as soon as she zeroed
in, trouble was at hand. I never did get
over the fright of seeing a flak burst
right in front of us, then a second a
little closer, and a third closer yet. With
each burst, the plane would almost
instantly fly through the black cloud.
One could easily sense the cordite smell.
At this point, you knew the next burst
would be inside your plane, but with
God’s help, the burst would be directly
behind the tail.
You note, I said “With God’s help”.
This mission was the first time I can
remember praying out loud for God to
let me live through the battle. I asked
him to let me survive the day. I promised
I’d do anything he asked of me, if only
he would spare me. Here I am forty
years later, and I must admit, I have a
bit of a guilty conscience when I think
back on my promises. Like all men, the
flesh is weak when the danger is past.
Yet, somehow, I feel I have been a better
person for having experienced these
strong emotions.
More planes went down. I can
especially remember one of our planes
sliding off to the side of a rather steep
dive. I heard later it was because they
had lost their oxygen supply, and had
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�FROM THE DIARY OF JOHN MCCLANE, NAVIGATOR,
68TH SQUADRON MISSION #3 TO BERLIN – 29 APRIL 1944
flown low level back to base. We did
survive the flak barrage somehow and
headed back to England, but our troubles
were not over by a long shot. We
turned into a 100 knot headwind. Our
indicated air speed was about 165 mph,
and at 25,000 feet and as cold as it was
(60 degrees F below zero) our true air
speed was over 200 mph. However
with a headwind, our ground speed was
something just over 100 mph. Talk
about eternity, this was it. We had 600
miles to go, and it would take hours at
the ground speed we were flying. Our
fighter escort had turned back due to
fuel consumption.
Many planes were damaged and just
would have made it home under the
best of conditions, but with the delay
caused by this strong head wind, some
just could not make it. I don’t know
how many planes I saw go down that
day on the way to target, over the city
and on the way home. I know it was a
great many. I saw some explode, others
trailing smoke, others with wings on fire
and many more parachutes open as the
crews bailed out. But one sight stands
out above all others on the way home.
As we crossed the North Sea, I began
to see planes ditching in the water. It
was like watching a motion picture...
I was so detached from the action!
Some of the planes would glide to the
most gentle stop, and the men would
climb onto the wings, but others would
hit a swell in the water and seem to dive
nose first in a crumpled heap. It was
obvious that almost no one could survive
the shock. British PT boats were on
hand to pick up survivors.
This was one of the worst days ever
for the Eighth Air Force, as we had lost
CONTINUED
63 four engine bombers and 13 fighters
on this mission to “Big B”, as we often
called Berlin. When we reached base
and landed at 1730 hours (5:30 p.m.),
I actually bent over and kissed the
ground, I was so pleased to be back.
I had been in the air 8 hours and 15
minutes. This was my third mission.
Now I knew why we were told if we
flew 25 missions at an average of 4%
loss per mission, that we had a 100%
chance of being shot down. (They raised
it to 30 missions before I completed my
tour, just to be sure none of us made it;
and then I volunteered for a 31st, against
all current wisdom to never volunteer
for anything). I did survive the 31
missions and ‘GOD WAS WITH ME!’
After my experience of seeing the
man come out of the plane without a
parachute, I had immediately reached
down and snapped on my chest pac,
even though it was considerably in my
way to work at my desk. When I turned
in my parachute after the mission,
I asked to be issued a back pac chute.
The orderly behind the desk asked what
position I flew. When I responded that I
was a navigator, he said that navigators
wore chest pacs. I had news for him,
and I cannot remember what or how I
said it, but he issued me a back-pac
without an argument. Never again did
I ever take off without my parachute on
my back. I even would flip up the
corners to be sure the nylon was in
place. The story had it, that some guys
found it would influence their girlfriends if they gave them the nylon.
I don’t know how much truth was in
the rumor, but you can be sure I was
not going to take the chance.
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�FROM THE DIARY OF JOHN MCCLANE, NAVIGATOR,
68TH SQUADRON MISSION #3 TO BERLIN – 29 APRIL 1944
According to the “Mighty Eighth War
Diary” by Roger A. Freeman, a day to
day operational record of the 8th Air
Force, 679 B-17s and B-24’s were
dispatched, of which 618 were effective.
We dropped 1498 tons of bombs, 63
bombers were MIA, three from the 44th
Bomb Group, 2 interned, 432 damaged,
18 men were KIA, 38 WIA and 606 MIA.
Of 814 fighters dispatched, 13 were MIA.
This amounts to over 10% of the
bomber-fleet and over 77% of all the
effective bombers lost or damaged on
this one mission. I, for one, shall never
forget that day and like every mission
I ever had in combat; I flew it twice –
once in reality and again that night in
my dreams. I relived in vivid detail,
CONTINUED
every event and emotion that I had
experienced. One of our enlisted men
actually “bailed out” of his top bunk
several times while dreaming.
Editor’s Note: Will Lundy inspired John
McClane to write his book of all his missions.
After much research, Will was able to determine
that the A/C that exploded and threw out the
gunner to his demise was one of four planes
from the 392nd Bomb Squadron, flying with
the 44th BG. The 44th lost three on that
mission: TUFFY, flown by Keith Schuyler;
#41-29471X, flown by Glenn Sweigart, and
#41-29513 Z Bar, flown by Richard Hruby.
Losses were: POW -13; KIA – 7. Hruby was
able to successfully ditch in the English Channel,
the crew was picked up by a British minesweeper, and all members of the crew survived.
THE ‘GOOD’ MEMORIES OF BILLIE ROSSER, PILOT,
66TH SQUADRON (WRITTEN 2 OCTOBER 1995)
by a young Texan on his first trip
abroad).
Of the developing comradship of
brave young men totally dedicated to a
cause in which they believed.
Of being known as a ‘lucky’ crew.
Nothing bad ever happened to us, and
we were proud that other airmen who
had to fly make-up missions, wanted to
fly with Rosser’s crew.
Of my admiration for, almost idolatry,
of Winston Churchill and his marvelous
voice and his mastery of the language,
as well as his indomitable spirit.
Of the day we bought bicycles in
Norwich and riding them back to base
that night, and the air raid as we rode
with search lights sweeping the ground,
as well as the skies – and wondering if
I’ve been to England a number of
times, but I’ve never visited Hingham
or Shipdham. Perhaps I’m afraid I’ll
destroy the good memories – I long ago
chose to wipe out the bad ones. Here
are some of my good ones:
On our first night in England (Stone)
after having flown a B-24 over, when
we sneaked out a hole in the fence for
our first visit to an English pub. Of not
caring for the warm beer, and deciding
the best way to handle it was to “chuga-lug” it – and the man who slid over
next to me said, “I say Matey, if ye’re
going out to meet Jerry tomorrow, ye’d
best stick to the wee ones.”
Another memory - the party which
followed with our new English friends
teaching us better pub manners; and
the local semantics (both sorely needed
18
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�THE ‘GOOD’ MEMORIES OF BILLIE ROSSER, PILOT,
66TH SQUADRON (WRITTEN 2 OCTOBER 1995)
we would be thought to be parachuted
agents if the lights picked us up. We
hid in ditches.
Of the 200 mission party on our first
day at the 44th, with beer kegs and tin
cups on strings at every intersection on
the base; and wondering if this could be
the way wars are fought.
Of the day that General Johnson gave
two of us a lift in his staff car, and our
astonishment that a General with a
Medal of Honor could be so considerate
of two junior members of his command.
Of the one-eyed man sent to repair
the broken gate on our coke and coal
compound, who had been an able-bodied
seaman all his life, but due to the insanity
of wartime rules, he was no longer
allowed to sail – and understanding his
bitterness. And the awakening of us of
the plight of the civilian population when
he would not eat the orange we gave
him because he wanted to take it to his
granddaughter, who had never tasted
one. We gave him several to take to her.
Of the very young farm boy, dressed
in his Sunday best, who would (quite
illegally, I’m sure) bring boiled eggs to
our Quonset huts to sell for six pence
each.
Of the memorable week between
Christmas and New Year’s Day, which
we spent in Coom House at Salisbury,
which had been turned into a rest and
recuperation place.
And of course, of the too many
nights of too many drinks at the little
pub near the base (Ethan Green??) ,
and pub-crawling in Norwich and
London, and the girls and the afterhours clubs, and the girls, and Soho,
and the girls, the Regent Palace Hotel,
CONTINUED
V-1s and V-2s, the taxis, the Windmill
Theater and Dixie Lee…
Then there was this memory, which
Will Lundy included in his book, Roll of
Honor & Casualties: On 16 January
1945 we landed at Orly after a mission
to Dresden. Had fields on the continent
not been available, it is doubtful that
the mission could have been completed
as flown, because a great many planes
were low on fuel. I don’t remember
how many landed at Orly, but there
were a whole lot of them. Someone ran
off the taxi strip into deep mud, and
stranded several planes. Since there
was no equipment available to free him,
we were “stuck” in Paris for three days.
I told you we were lucky!
According to Will Lundy, the mission
on 16 January 1945 was to the Marshalling
Yards at Dresden, Germany. This was a
secondary target. John Testa was pilot
of #42-50660, a 66th Squadron crew
flying in a 68th Squadron plane. Eugene
Snavely was Command Pilot. The plane
was lost in northern France, but all of
the crew parachuted to safety. JUDY’S
BUGGY, 67th Squadron, went down
over Rimmely, France. There were
injuries, but all returned. HELLZA
DROPPIN’ was piloted by Gerald Lindsay.
Shipdham was fogged in; Lindsay could
not find the airfield so the crew bailed
out and the plane went down in the
North Sea. Seven of the crew were
injured.
Lee Aston says “Old 44th BG
members never die. They just fold
their wings.
19
�PETER LONCKE, A GRATEFUL BELGIAN
The tragic news of the passing of
Peter Loncke came from his wife,
Connie, niece of Leonard Crandell.
Peter can never be forgotten by the 44th
BG members, who travelled to Belgium
to see the monument erected in honor
of the men who died or were captured
on 24 March 1945 on the mission to
Wesel, Germany. Crandell’s plane,
#42-1003, and Max Chandler’s aircraft,
Southern Comfort 1V, were lost on the
low level mission to Wesel, Germany.
The purpose of the Wesel mission
was to drop supplies to the British
soldiers who had crossed the Rhine,
and were ready to carry the war to
Berlin. Of the two planes that were
lost, only two airmen escaped – Louis
DeBlasio and Robert Vance. Also lost
that day was a pilot of a P-47, John
Delaney. For years, neither DeBlasio nor
Vance knew the name of that pilot, but
Peter Loncke found him. Delaney later
became a member of the 44th BGVA.
At the 2nd Air Division and 44th Bomb
Group Reunion in Washington, DC,
Peter, DeBlasio, Vance and Delaney met
for the first time.
Loncke worked with local officials to
see that a monument was built, so
memory of those men would not be
forgotten. When 44th BG members
toured the area, they were honored by
local officials, who expressed gratitude
to the veterans for their help in liberating
their country. Later the group was hosted
to a luncheon by officials in Wesel.
They greeted the Americans warmly,
and expressed gratitude that peace
reigned between our two nations. We
also met Peter Emerick, who tearfully
explained that he had been assigned to
carry the ammunition that brought
down the two planes. He was sixteen
years old at the time. Peter interpreted
his words to the 44thers who were present.
Years later, Joe Crandell, brother of
Leonard, along with his wife Barbara
and daughter Connie, made several trips
to Belgium to see the monument and
Leonard’s crash site. As it happened,
Peter and Connie fell in love, and later
married. Peter completed his 38 years
with the Belgium Air Force, became an
American citizen, and moved to America.
He joined the 44th BGVA and many other
WWII groups, wrote two books about
WWII, and spread information about
WWII to many local groups in his area
of Illinois.
Until the end of his life, Peter Loncke
expressed gratitude to America for
liberating his homeland. Coincidentally,
he died on the anniversary of the crash
of the two planes – sixty six years ago.
Found among old records, this thought
from the late Roy Owen: The ultimate
responsibility of the pilot is to fulfill the
dreams of the countless millions of
earthbound ancestors who could only stare
skyward and wish.
EXPERIENCE IS SOMETHING YOU DON’T GET
UNTIL JUST AFTER YOU NEED IT!!
20
�MEMORIES OF CHARLES NORRIS,
506 BOMB SQUADRON MAINTENANCE CREW
We were up many hours after we
left the Chantilly before we arrived at
Shipdham. When we arrived at our
barracks, the radio was broadcasting a
message from Lord Ha Ha in Germany.
He named some of our officers and
welcomed them to the European war.
He said that Goering’s yellow nosed
squadron was ready to do battle. We
were amazed, and wondered how they
had acquired this information. He said
they would be over to welcome us.
That night they bombed us!
The airfield was made up of sites that
were scattered over 10 square miles;
and at first it was a problem getting
from your site to the flight line and to
the mess hall. We solved this by moving
into an air raid shelter on the flight line.
This was with the approval of the CO.
We installed a door on the entrance and
a cover over the escape hatch. We made
a stove from a 25 gallon drum and ran
a stove pipe up the escape hatch. We
burned used oil mixed with gas, which
fed through a tube connected to a 25
gallon tank on top of the shelter. We
could control the heat with a valve in
the tube. We had a very warm place
to live.
Five of us lived there for over 2 years M/Sgt. Flight Chief Herbert Huff; Crew
Chief, August Goodman; Crew Chief
Alexander Favero and Electrician
Charles Higbee.
In 1943 when some of the 506 went
to Africa for the Ploesti raid, I was sent to
Land’s End to deliver six B-24s, equipped
with Radar to hunt subs. Because of the
24’s range, they could cover the Atlantic.
The British took control of these planes,
and they patrolled the Atlantic and
ended the sub threat.
To Libya…
I was then sent on the mission to
cover the invasion of Italy. We lost a
number of planes, and some were
damaged. When it was time to return
to England, we had to make one plane
from two. The Line Chief, N. F. Jackson
and myself were left behind to do this.
We changed the stabilizer and two
engines, and patched a large hole with
plywood. The work was being done in
desert conditions. McAtee was the
pilot in charge, and he told another
pilot by the name of Shaw, who had a
jeep, to keep us supplied with water,
food and parts we needed. Shaw took
off, and we never saw him all day. We
needed parts for the repair and water.
This delayed our return to England.
When McAtee found out, he was furious.
We finally test hopped the plane and
were ready to depart; McAtee left Shaw
stranded in Libya, and told him to get
back to England the best way he could!
New Equipment…
In 1944 the Honeywell Company was
to install the first flight indicator in four
of our planes. It was a black box with a
number of thin metal arms that made
lines on a paper roll, like you would see
on an earthquake seismograph. Each
arm was hooked to different aircraft
instruments – airspeed, oil pressure, rate
of climb, manifold pressure, and a few
others that I don’t remember. We
installed them on 3 planes, they were
all lost. No one wanted the 4th box
installed on their plane.
Meeting the General…
Before I had a bike, I was walking
along the back road, going to chow,
when General Johnson stopped his car
21
…continued on next page
�MEMORIES OF CHARLES NORRIS,
506 BOMB SQUADRON MAINTENANCE CREW
and offered me a lift. I got in the car,
but I failed to salute the General, and
the driver balled the hell out of me. I
was sitting in the front seat and looked
in the rear vision mirror, and saw the
General reading some papers. He
looked up and saw me looking at him.
He lowered his reading glasses and
winked at me. When I got out of the
car, I sure gave him a big salute. He was
truly a great man.
Earthquake and El Champo
I acquired my bike from Lt. John
Money, who was shot down in
SOUTHERN COMFORT 11. The
morning before the flight, he stopped
by Tech Supply and left us with two
thoroughbred Cocker Spaniels named
Earthquake and El Champo, and said he
would pick them up after the mission,
from which he never returned. John
Weber, who was in Tech Supply took
CONTINUED
over the dogs, but they really belonged
to all of us. Earthquake died from
distemper. When it came time for us to
return to the States, John went to the
British Kennel Club, wanting to know
how he could take El Champo with him.
They would not allow John to take him
out of England.
John gave El Champo to the farmer
that was just behind Site 2. John was a
school teacher in Portland, Oregon; he
had free time in the summer, so he
would visit El Champo each summer.
Champo lived to a ripe old age. John
also paid the farmer for taking care of
Champo.
(Ed. Note: After the war, Norris was
employed as a Fish & Poultry Dealer. Later he
was employed by the City of Cincinnati for
13 years as a Food Inspector.)
THE PICTURE OF CORKEY INSPIRED
SOME MEMORIES IN BOB LEHNHAUSEN
The Gildart crew flew none of the
African missions out of Benina Main
prior to the Ploesti mission. While
stationed at Benina Main, I shared a
three man tent with Davido and Jack
Anderberg, who was the radio operator
of the Gilhart crew. Despite the rigors of
desert living, we got along extremely well.
On the morning of the Ploesti mission,
after briefing, David Alexander’s assigned
co-pilot, Homer S. Gentry, became ill.
Alexander located Davido and asked
him to fly as his co-pilot. He did not
bother to go through the operations
office personnel. (Alex handled it himself,
“I first thought was Frank Davido,
and how this plane got its name. My
second thought was of the talented
young airman who accomplished the
art work. My third thought was of the
marvelous crew chief responsible for
the maintenance of this workhorse of
a combat airplane.
Frank Davido came to the 44th
as the co-pilot of the Ben Gildart crew.
They arrived at Shipdham on June 19,
1943 and were assigned to the 68th
Squadron. Their arrival preceded our
movement to Benghazi by ten days.
22
…continued on next page
�THE PICTURE OF CORKEY INSPIRED
SOME MEMORIES IN BOB LEHNHAUSEN
so the ops folks were unaware of this
happening.) Frank Davido agreed to, and
did. The Form 1, the Board Document
which records the crew members who
fulfilled the requirements of the flight,
was apparently never corrected. So
Webb Todd’s history of the 68th shows
Gentry as the co-pilot, NOT Davido. The
books that have been written about
Ploesti that list the participants also list
Gentry, NOT Davido. Officially this has
apparently never been corrected. The
error was discovered by Kent Jacquith
shortly before the dazzling 60th reunion
of the Ploesti mission that was staged in
Salt Lake City.
Jacquith, who with Blaine Duxbury,
conceived, planned and staged this
elegant affair, had gotten to know
Davido. They lived near each other in
the state of Washington. Shortly before
Frank’s death, he had gotten a newspaper
reporter to interview Davido. It was in
that interview that Davido confirmed
what I have stated above. Ploesti was
Frank Davido’s first combat mission.
When Col. John Gibson granted me
the great privilege of commanding the
68th Squadron on April 12, 1943, I
chose Frank Davido as my Operations
Officer - the number two responsibility
of the air echelon. We became very
close as a result of these shared
responsibilities. We lived together and
dedicated ourselves to working closely
with the very young men assigned to
us. We were both insistent upon our
men being well trained in their assigned
tasks, assured that a better chance for
surviving what the enemy arrayed
against us.
When Frank Davido was sent overseas,
he was married to Mildred, whom he
CONTINUED
called “Mickey”. At the time they parted,
she was pregnant with their first child.
They had decided that if that child was
a boy, he would be named Frank, Jr. but
they would call him “Corky”. What they
had hoped for happened. Corky arrived.
When the B-24 H, serial #42-51101
was delivered to the 68th, it was not
difficult for the young Operations Officer
to request the Engineering Staff, that
the shiny new aircraft be named for his
son ”Corky” and it was.
It is my recall that Bob Krueger, an
Assistant Crew Chief on one of the
plane’s crews was the talented young
man who suggested the nose art to
Davido, and with his approval,
accomplished the art work that adorned
the nose section of the fuselage.
Krueger was also the artist that did
most of the nose art for the squadron,
except for Flak Alley, that was done by
Sgt. Robert Hamby, who was an aerial
engineer on one of the earlier crews.
Pictures of the nose art and the
whole plane got broad publicity at
some point in time, I am told. Several
years ago, one of the nation’s outstanding
aviation artists did an oil painting of
Corky that was widely reproduced. A
young Canadian Doctor became
enamored of the art and acquired the
original art piece. Having gotten the art,
he then became obsessed with finding
out all he could about the history of the
plane and the origin on the name. For a
period of time he was a member of the
Heritage Group of the 44th. I have no
recollection of his name or location.
Now to a very part of the history of
not only this fabled airplane, but of
each of the many, many planes assigned
to us. The Master Sergeant who babied
23
…continued on next page
�THE PICTURE OF CORKEY INSPIRED
SOME MEMORIES IN BOB LEHNHAUSEN
Corky was a superb mechanic who had
been an auto mechanic before joining
the military. He was a few years senior
in age to most of our personnel, so he
became, with respect, “Pappy”. I always
felt that he cherished the moniker, and
rightfully, for he was also a great
instructor who was able and willing to
impart his knowledge and skills to assist
others in their professional development.
The work that Sgt. Hill and his fellow
engineering group accomplished in
CONTINUED
our behalf has never truly been
acknowledged. They were mechanical
magicians, performing heroically in
miserable circumstances, knowing that
they would not get to ‘go home’ until
the war was over. They were committed
for the duration. Thank God for each of
them and their combined talents.
The friendship between Lehnhausen and
Davido continued until Davido’s death, which
is listed in the current Folded Wings.
THE EARLY BIRD GETS THE WORM,
BUT THE SECOND MOUSE GETS THE CHEESE.
24
�SOME OF THE CREWS THAT WON THE WAR
The Dick Haynes crew
The Walter Bunker crew
25
�FOLDED WINGS
Life, we have been long together, through pleasant and through cloudy weather;
Say not goodnight – but in some brighter clime, bid me good morning.
Unknown author
Croft, William M. #19876 68th
Squadron 24 March 2012 S/Sgt. Croft
was a gunner on the William Dolan
crew. He flew 25 missions, the first on
6 November 1944. The Dolan crew flew
in seven different aircraft: Flak Magnet,
Corky, Lili Marlene, Puritanical Bitch/
Puritanical Witch, T. S. Tessie/Beck’s
Bad Boys, Lady Geraldine and Three
Kisses for Luck. One of Croft’s
memorable missions was to Zossen,
Germany, in which the 68th was led by
James McAtee, CO of the 506 Squadron.
After the war, Croft was employed at
the Naval Supply Depot in Mechanicsburg,
PA, where he was supervisor of the
Electrical Parts Department.
Croft was survived by his wife of 57
years, Joanne C. Marshman Croft, one
son, William A. Croft, two daughters,
Joyce Randall and Diane Wesche. The
Crofts had three grandchildren.
Croft was living in Carlisle, Pennsylvania
at the time of his passing. News of his
death came to Robert Lee Aston from
Croft’s son-in law, Brian Randall. Aston
had been able to attain an AM/OLC for
Croft. This drew Randall’s attention, as
he was in the Military Science Department
at the College of William & Mary,
Aston’s Alma Mater.
Williams, George Jancen, William
Brandon (Command Pilot), George
Martin. In a number of those missions,
he flew in different positions on the
plane, once as a Tail Gunner; in some
instances, he was listed as ‘Other’.
In 12 March 1944 he moved over to
the left seat and flew the next 4 missions
as First Pilot, later rose to the rank of
Captain and flew as Command Pilot,
flying with the crews of Ben Gilhart,
Saul Fineman, Harold Morrison,
Howard McCormick, Harry Yoder
(with whom he flew two missions on
D-Day), J. W. Grow, Paulino Ugarte,
Robert Guntor, Oscar Leonard, James
Ward, Harold Stanhope, Quinton
Torell, Dale Benadom, Richard Keller
and Harry Orthman.
He flew in Wing and a Prayer, Eve/
Hag Mag/The Mothball O--- Avenger,
Margaret Ann, Flak Alley, Pizz and
Moan, V for Victory, Northern Lass,
My Peach, I’ll Get By and My Akin
Ass. Davido’s last of 25 missions was
17 October 1943.
After the war, Davido worked in the
field of agriculture for Stadelman Fruit
Company in Zilah, Washington as foreman
and manager. Later he was employed
with FMC, Niagra Chemical Division
until his retirement in 1966. According
to his wife Mildred, he took many
young people under his arm and into
his home, to help them re-organize
their lives in the right direction.
Davido leaves Mildred, his wife of 57
years, two sons, a daughter and seven
grandchildren. They resided in Toppenish,
Washington.
Davido, Frank #19930 68th Squadron
27 December 2011 Captain Davido was
a pilot, later a Command Pilot, having
flown 25 missions, starting with the
most awesome mission – to Ploesti.
Davido flew with many different
pilots as Co-Pilot: Robert Lehnhause
(Command Pilot), Ben Gilhart, Samuel
26
…continued on next page
�FOLDED WINGS
men. Information of his passing came
from the 2nd Air Division Journal.
Ed. Note: The Database does not credit
Davido with 25 missions, but it is recognized
that his personal records were correct.
Picardo, Eddie #21677 67th Squadron
Heyburn, William H. #20648 506
2011 S/Sgt. Picardo was a gunner
Squadron 2012 T/Sgt. Heyburn was a
on the Edgar Spencer crew: on one
Radio Operator/Top Turret Gunner on
mission, they flew with John Edwards
the Milton Parrish crew. He also flew
who was a Command Pilot.
with William Edkins. The war was
Their first of 27 missions was 4
almost over when he flew his first
August 1944 to Kiel. They flew in six
mission on 14 April 1945; his last, four
different aircrafts: Fifinella, Limpin
days later on 18 April 1945. In his four Ole Sadie/San Antonio Rose, Myrtle
missions, Heyburn flew in two different the Fertile Turtle, Old Iron Corset,
planes: Joplin Jalopy and The Big
Sultry Sue and Phyllis.
Headed Kid.
On 8 September 1944, when
After the war, Heyburn became a
returning from a bombing of the
salesman, first with farm equipment,
Marshaling Yards at Karlsruhe, Germany,
later for Mutual of New York.
their pilot reported that their plane ran
His last known address was in Louisville, out of gas, and they were forced to
Kentucky. Information of his passing
land in a British airfield in France for
came from the Second Air Division Journal. refueling.
In the last year of his life, Picardo
Landrum, Thomas W. #21031 68th
was living in a nursing home in Seattle,
Squadron 2012 The Database has no
Washington. News of his passing came
information of his activities, so it is
from a volunteer in the home who had
assumed that he was part of the
befriended him in his last days.
auxiliary services that aided the combat
27
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
Oh beware a singing nation with a banjo on the knee,
And beware the sons of fighting men, who died to make them free.
For music is a dangerous thing, with anger in its beat,
With memory of flying planes, above the marching feet.
The first B-24 Bomber was built by Consolidated Aircraft in 1939. Named the Liberator,
it was used in every theater of operations in WWII: Western Europe, Africa, the Pacific
and in China-Burma operations. Ford Motor Company at Willow Run could produce one
Liberator every 59 minutes!
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 12 - Issue 3: Summer 2012
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
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PDF Text
Text
44th Bomb Group Veterans Association
42-50427
8 BALL TAILS
Vol. 11 Issue #2
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Spring 2012
EIN # 68-0351397
CORKY
Corky arrived in Shipdham in early June 1944. She flew 66 missions with many
crews, including Charles Deurell, Reuben Ricketts, Arnold Lansosn, A. D. Bonnett,
Benjamin Ford, Robert Knablein, Richard Donald, Thomas Kay, Elmer Kohler,
Raymond Mondloh, Maurice Corwine, William Soloman, Thurston Van Dyke,
Gerald G. Lindsay, Ned Anderson, Maurice Corwine and Robert Lough.
President George Washburn, flew as Co-Pilot in Corky with Elmer Kohler on
several missions.
The plane underwent major repairs at Woodbridge, Suffolk from damage on
the mission to Gelsenkirchen, Germany. She was lost 28 June 1945 in a mission
to Dortmund.
1
�2011 - 2012
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85142
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail: leeaston@elberton.net
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail: steveadam2009@btinternet.com
Database Custodian and Webmaster:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: Afbas@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�THE GEORGE WASHBURN CREW AND CORKY
Back L-R Herman Eckstein (Co-Pilot), George Washburn (Pilot), Thomas Keenan
(Bombardier), Fred Crites (Waist Gunner),
Front L-R Vanig Abrahamian (Engineer, Top Turret Gunner), Donald McLean
(Waist Gunner), Joseph Grothaus (Nose Gunner), Charles Staples (Tail Gunner),
Walter Fitzzmaurice (Radio Operator).
President George Washburn flew
twelve missions in Corky, flying with the
crew of Elmer Kohler. His first flight
as first pilot was in Corky, which is
probably the reason he considered it
his favorite plane. It is interesting to
note that he was the youngest member
of the crew when he moved over to the
left seat.
George flew in many unnamed
planes, but also in Flak Magnet, T S
Tessie/Beck’s Bad Boys, Lady Geraldine
and Lili Marlene. D-Day had taken
place six weeks prior to his arrival to
Shipdham, so most of his early missions
were into France, one into Holland, later
bombing at the heart of the enemy…
Germany.
Every mission is unforgettable
to a flyer, but with George, his most
memorable was to Gelsenkirchen,
Germany, the heart of the Ruhr Valley.
In an unnamed plane, the Washburn
crew was flying #3 position on left wing
of lead. The aircraft was hit on the bomb
run, and it went into a steep bank and
headed down. Having lost aileron
control, they engaged autopilot, bringing
the plane under control several thousand
feet below the formation. They salvoed
the bombs and headed home alone
landing in Woodbridge. One aileron
jammed in an up position, and could not
be controlled manually, so on autopilot,
George flew to the end of the runway,
plus or minus 10 feet and landed. The
left tire was gone; they ran off the
runway and were buried in the mud. On
inspection of the A/C, Herman Eckstein,
Co-Pilot, found a 3” piece of flak that
had missed his foot by inches.
3
�PRESIDENT’S MESSAGE
I know most of you have had quite a few rides in a
B-24 many years ago. The Collings Foundation is offering
free rides to WWII veterans this year on their country-wide
tour. You could go in the B-17, but I think most of us
would much rather go in the B-24. Witchcraft – a ship
in far better condition than any we flew! You can either
sign up for a trip between two of their stops, or if space is
available, a 30 minute ride at one of their stops.
Their tour starts in Florida in January, goes west through
Texas to the West Coast, then North up the coast, then East
across the country, getting to New England in the fall, then down the East coast
back to Florida in November.
To find out when they will be near your location, go to their web site
“Collings Foundaion”. Their flight schedule will show for the next few months,
so no one will have to keep checking as the year goes on. To learn more, you
can contact Hunter Chaney, Director of Marketing, at their stops. Witchcraft
has the names of the many contributors to its restoration inscribed on the
fuselage, which includes several 44thers.
As you may know, this is the last year that membership dues will be
collected. So far over 150 have renewed. Many thanks to our Treasurer. Jackie
Roberts, for her work in this regard. Jackie also calls all the life members to
check on their status – no small task.
Note that our web site now contains all the issues of the 8 Ball Tails.
Thanks to Past President, Gerry Folsom, for his arranging with the University of
Utah to do all the work of scanning the issues which has now been completed.
I talk quite often with Arlo Bartsch, our Database developer, custodian
and webmaster. One of the most rewarding results of our positions is being
able to provide to the many people who have seen our web site, and are
looking for more information on their relatives. I do not know of any other
Group that has the wealth of available information as the 44th has. This is
all due to a B-17 pilot who developed that data base program, and is now
considered one of us. Many thanks, Arlo.
George Washburn
REMEMBER ST. ANDREW’S HALL IN NORWICH?
An English Couple in Norwich are writing a history of St. Andrew’s Hall,
and hoping some of our veterans will remember some of the events that they
attended there. They are also looking for couples who met at St. Andrew’s and
married. The names of Will and Irene Lundy has been suggested. Were there
more? You can contact Barry and Geraldine Allen at bazallen41@yahoo.co.uk.
Or if you don’t want to send an e-mail, you can call me (Ruth Morse) at 717 846-8948.
4
�LETTER FROM SHIPDHAM
By Peter Bodle
A windy few weeks across the whole of the UK has
really put the dampers on a lot of amateur flying in the
U.K., including any from your old WWII station, Shipdham.
As you may know, my recent heart operation has totally
curtailed my own flying activities and from now on, Jane
and I will be leaving our future airborne transportation
to the likes of Virgin Atlantic and American Airlines,
though we may sneak the off flight from the local
flying school near us.
However to make up for our own lack of ‘hands on’
flying we have recently got the TV series Ice Pilots,
following the exploits of Buffalo Airways in Canada’s North West Territories. If
you don’t know the series, it shows a lot of footage of C-46, DC3 and DC4 flying,
as the Buffalo fleet is mainly made up of these for both freight and passenger
flights for this airline who service a whole bunch of Canadian outpost communities,
using old WWII planes and real ‘seat of your pants’ flying techniques. It is all
totally brilliant stuff to watch. It also has a lot of ‘hangar’ footage, showing the
repairs and maintenance of these tough old aircraft. But for Buffalo, they are
actually the living proof of that old saying, ‘the only thing you can replace a DC3
with, is another DC3’. I don’t know who coined that phrase, but boy is it true in
their situation.
On a personal note, Jane and I are shortly moving from Norfolk to Cornwall in
the far South-West of England, to be closer to the majority of the family and to
the second wave of grandchildren. This is quite far away (300-400 miles) from
the activities of the 2ndAir Division, but home to several of the jumping off
points for the guys involved in the D-Day landings. Some appear to be for the
Marines, and some for elements of the Engineer Corps of the U.S. Army. As you
can see, I have a whole new set of learning curves to climb as I read up on the
history of the ground based guys who were fighting hard some 20,000ft to
25,000 ft below you, as you pushed the air war into mainland Europe.
By the time you get to read this, we will have moved; but rest assured, I’ll be
keeping in touch with the Shipdham team on a very regular basis. Amongst other
things, I will have to return to Norfolk every three months or so, on business.
In the meantime, and well, look after yourselves.
All the very best from Shipdham.
Peter
Ed. Note: The 44th Bomb Group wish for good health and best wishes as he and Jane into
this next phase of their lives.
5
�FRANCIS J. PECK’S LESSON LEARNED IN LONDON
I had finished my missions, and planned to meet a close buddy from my hometown. I went to the Red Cross Club for quarters. In the morning I was shockingly
awakened, finding myself on the floor, having being knocked out of bed! After the
cobwebs left my head, I dressed and went to the main desk.
I inquired of a volunteer, what happened, and she replied, “a V2 bomb landed in
a park a block away. I walked to the park to investigate, and observed a very large
crater. It scared the hell out of me, enough to take the first train back to Norwich.
Needless to say, I didn’t meet my buddy.
I wasn’t about to hang around London and get killed by one of those bombs,
after finishing my missions, unscathed.
Ed.Note: Peck was a Navigator in the 67th Squadron. He flew with the crews of Howard
Holladay, Harold Hess, J. R. Jefferson and J.I. Scarborough.
CHARLES NORRIS AND THE MISSION TO LEVERKUSEN, GERMANY
Just after target #3 engine had no manifold pressure…actually, it was 30. It
remained that way, and then #4 engine began fluctuating. We returned with the
formation, but coming over Belgium, we checked the gasoline situation to find only
50 gallons in each tank. We called formation to advise, and left them, doing a
180 degree turn from 21,000 feet, and let down through the clouds, icing up.
It was an ‘instrument’ let-down, broke out of the clouds at near 2000 feet and over
Brussels. We headed N.E., missed the airfield, and did a 180 degree turn to get back.
Then the engines started to spit and sputter for lack of gas. So we headed for
an open field at about 400 feet altitude, salvoed our bombs, with the resulting
explosions blowing all of the windows in the aircraft. It also damaged the elevators,
so we had no elevator controls. #3 engine began burning, and then #2 began
smoking. We used the throttles to maneuver nose up or down, had rudders, were
forced to crash land on a grassy meadow N.E. of Brussels (25 to 30 miles), near
Hentje/Westerlo. The nose wheel collapsed, but the main gears held up. This split
the ship apart, shoved the dash board back into us. There were minor cuts and
bruises to crew, caused mostly by flying Plexiglas. The Pilot’s knees were banged,
but the crew was OK. The Aircraft was completely wiped out.
Ed. Note: The crashed plane fascinated the local villagers. They wrote to Will Lundy,
asking him to connect them to the crew members of 42-51234.
DON’T WORRY AB OUT A VOIDING TEMPTATION.
A S YOU GROW OLDER, IT WILL A VOID YOU.
WINSTON CHURCHILL
6
�UNEXPECTED PIECE OF HISTORY ABOUT GENERAL LEON JOHNSON
From Langley Air Force Base, we learned that in Fort Hood, they are planning
a celebration for the 44th BG’s great leader, Leon Johnson. Before he came to the
44th BG, maybe even before the war, he was the first commander of the 3rd Weather
Squadron (3WS), a unit that supports the U.S.Army. Under the leadership of the
current commander, Lt. Col. Robert Coxwell, the organization have named a street
on the Post in his honor. They are also building some displays in the Squadron
Headquarters, including a replica of the General’s uniform. The 3WS holds an
annual 5 kilometer race, named in honor of the General.
Lt. Col. R. David Coxwell, Commander of the 3rd Weather Squadron, invites
any member of the 44th to join the race. To register, call his cell phone, 254-289-8829.
Stay tuned. More news may be coming; and hopefully some photos of their events.
WHEN YOUR COMPUTER IS A PAIN, CALL A BARTSCH
A new computer and printer were an overwhelming challenge to your
editor, just when the next 8 Ball Tails were coming due. Arlo, our Web Master
dealt with the problem, then called in the Big Guns – his son Peter.
In some mysterious way, from Wisconsin, Peter took command of my computer
and solved the problem. That is the only reason you are reading the Tails
today. A million thanks to Peter and Arlo, who make it possible for the 44th
BG’s history to travel around the world!
Arlo has placed the Reunion pictures on the Web Page. If you have pictures of
reunions in the past, please scan them and send them to him: Afbas@aol.com.
PETER PASSAVANTS’ MEMORIES OF AMAZING ASSIGNMENTS
I was assigned to the 44th Bomb Group in November 1943. I was flying with a
Night Intruder B-24 unit out of Peterboro before that. We were low level missions
over France, Holland and other places, supplying the FFI and dropping OSS agents,
food, ammo and medical supplies.
Then I was transferred to the 66th Squadron as a spare. I wound up flying with
Spencer Hunn. I flew with him for about 15 missions, and then he went to Group.
I asked for a transfer to the 67th Squadron. Then I flew with Ivan Stepnich, Middleton,
Bill Cameron and others.
ONE OF PASSAVANTIS’ GRIMMEST MEMORIES WAS A LOSS OF A CREW HE HAD
FLOWN WITH: THE GLENN FOLSOM CREW.
Lt. Folsom, pilot, was leading an element of three ships and was approaching the
field when he was involved in a collision with a P-47, and both planes crashed. All
seven members of # 42-7582 were lost, as was the P-47 pilot.
Passavantis had just flown on a mission with the Glenn Folsom crew on the
previous day.
Ed. Note: Passavantis name is lost from the records, except for a few missions that he flew.
This report is based on a letter he wrote to Will Lundy in 1986.
7
�MARCIA ANN AND THE WIENER-NEUSTADT MISSION
By Charles Runion
B-24 serial number 41-239918
Marcia Ann of the 67th Squadron was
lost on the 1 October 1943 mission to
bomb the Messerschmitt Factory, located
at Wiener Neustadt, Austria. Her
crew included George Bronstein Pilot,
Charles Erickson Co-Pilot, Jacob Cohen
Navigator, William Archambault,
George Berkstresser
Engineer, George
Click Radio Operator,
Jack Shephard
Gunner, Michael
Prekopie Gunner,
Harry Bolster
Gunner, and Joe
Mansfield Tail
Gunner. Of these
ten brave men Jacob
and Jack were the
only survivors.
went into a near vertical dive crashing
here. I was not able to observe any
crew members who jumped out of the
plane. When it impacted, there was a
huge explosion followed by black
smoke which formed a mushroom like
cloud. We heard several more explosions
which indicated that ammunition was
cooking off. We ran
over to the site to
try and get closer.
Several farmers
were already trying
to block off the site.
On the way to the
bomber several
farmers found crew
member who had
successfully jumped
out of the plane at
low level. They
surrounded him and
Last October almost 68 years to the
started to talk to him. He had a white
day, I was at the crash site of Marcia
face and was obviously in shock. The
Ann with my friend Max Reisner, a
crash site was covered in flames, to get
Historian and Author in Austria. He
closer was not possible. So we all went
found an eye witness to Marcia Ann’s
back to the village. When we arrived
fate who took us to the crash site.
there some men started to shouting
While we were all at the site, Mr. Schoell at the American. The situation was
told us what he witnessed that day,
becoming violent. The American realizing
translated by Max.
this pulled out a photo and showed it
“At the age of 15 on the 1st of October around. It showed him with a female
1943 I witnessed an American four
and some kids (Very likely his wife and
engine bomber crashing after an attack kids). A German NCO who was on
on Wiener Neustadt at this spot not far holiday in the area arrived at the scene
away from our village. The Bomber was telling the men that he is a POW and
coming in from north flying already low will be handed over to the Police . The
and trailing smoke. Two Messerschmitt situation calmed down. The American
109s were following the Bomber and
was asking for water when one of the
conducting several attacks on it coming women present gave him a cup to
from the rear. They were using their
drink. He smiled and said in German
canons, which we heard very loudly.
words: “The first water from Europe!”.
Suddenly the tail of the bomber broke
Everyone was astonished. Police forces
away from the fuselage and the plane
from Lackenbach police station arrived.
8
…continued on next page
�MARCIA ANN AND THE WIENER-NEUSTADT MISSION
CONTINUED
The site is in a wooded area today,
near the village not far from Wiener
Neustadt. There is something unique to
this crash site. An evergreen tree that is
more than 70 feet tall and over 3 feet in
diameter towers far above all the other
trees in the area as if to be a tribute to
the brave men who lost their lives at
that spot. We recovered a lot of artifacts at this site that will be preserved
and displayed.
They took over the Prisoner. After a
while Luftwaffe soldiers from Wiener
Neustadt arrived too and blocked off
the crash site. On the next day several
farmers and the Luftwaffe soldiers went
to the site. The fuel was still burning.
They were able to gather the remains of
the crewmen that were to be taken to
Wiener Neustadt. In the next weeks the
Luftwaffe returned to the site to collect
the larger parts of B-24”
This photo taken from a mile away from the
tree.
Village Close to Crash site. Marcia Ann went
down between the two mountains.
Ed. Note: Marcia Ann was one of ten
planes that went down on the return mission
to the Messerschmidt Plant at Wiener Neustadt,
Austria. Lost were: Fascinatin’ Witch; #4272887; Queen Ann from the 66th Squadron.
(Queen Ann crash landed outside of Foggia,
which was in Allied territory.)The 67th lost
Marcia Ann, #424017, Count Bruga, 4-Q-2,
Margaret Ann and Miss Emmy Lou. (Miss
Emmy Lou crash landed in Catania, Sicily,
which by then was Allied territory; Margaret
Ann landed in Bari, Italy, at a Canadian Fighter
Base.) The 68th lost Black Jack and Star
Spangled Hell.
This photo taken at crash site. Center is Mr.
Schoell, witness to the crash; right is Historian,
Max Reisner, interviewer and Interpreter; left is
Schoell’s grandson.
9
…continued on next page
�MARCIA ANN AND THE WIENER-NEUSTADT MISSION
CONTINUED
Charles Runion is a Historian who has started a
museum in Lebanon, TN. In addition to his
interest in Wiener-Neustadt, he has searched
many crash sites in the European theater, finding
pieces of American and Allied aircraft. He brought
the left verticle stabilizer from Black Jack to the
Reunion at Branson, a treasure which was stored
in an Austrian farmer’s barn. It’s presence at
Branson was a delight to Robert Reasoner, Tail
Gunner and the family of Eugene Vickery,
Navigator on Black Jack.
Will Lundy and Charles Runion at Branson.
Anyone interested in the seeing the
Runion Museum can contact Charles at
contactus@wingsremembered.com or by phone: 615 444-7719.
LT. FRED MARSHIK REPORTED ON THE
LOSS OF LADY LUCK AT FOGGIA
In reply to an inquiry from the sister of John G. Papadopulos, Lt. Marshik
wrote this: “The missing Air Crew Report and a subsequent report received in this
headquarters indicated that Lt. John Papadopulos was a crew member of Lady
Luck, which participated in a mission to Foggia, Italy on 16 August 1943. While
over the target area this bomber sustained damage from enemy anti-aircraft fire,
and while in a spin, was attacked by enemy fighter craft. Two men in the town
of Ruoti, Italy, who spoke perfect English, stated that the plane seemed to partly
explode in mid-air, and several crew members were seen to parachute from the
plane. When these men arrived at the scene of the crash and landing parachutists,
they saw several civilians taking many articles, such as watches, rings and even
identification papers from the bodies; and also, they took parts of the plane. Later
some German soldiers who were stationed in the town of Ruoti came to the scene
of the crash and chased all the civilians away. When an investigation was made in
this area by the Ruoti police and other officials, nine bodies were found. As many
identifications had been removed from the bodies by the civilians, it was only
possible to identify five of the crew members. The ones identified were Walter
Rossi, Navigator; Rocco Curelli, Pilot; John R. Hughes, Gunner; John J. Grinde,
Engineer; Raymond Shaffer, Asst. Engineer; and your brother, John Papadopulos,
Co-Pilot. He was identified by a name band on his flying suit. Also he was carrying
an identity card, two cards with personal pictures; a little notebook, a letter with
instructions, a portfolio; and he was wearing two identification tags and a bracelet…
Sgt. Wesley L. Zimmerman, Radio Operator, the only survivor, was captured
and taken to Potenza Italy and consigned to the Commander of the Carabinieri of
Potelnza. Later he escaped from an enemy prison camp and has now returned the
United States.
My deepest sympathy.
Signed Lt. Fred B. Marshik, A.C.
10
�WILLIAM NEWBOLD GOT THROUGH PLOESTI
BUT HIS LUCK DIDN’T HOLD AT WIENER-NEUSTADT
William Newbold, Navigator, on the
Walter Bunker crew, in Earthquake
McGoon, came through the Ploesti
mission unscathed, but with strong
memories of flak, fighters and watching
four B-24s go down. Flying on the
right was MARGUERITE, flown by
Roland Houston. He saw the right
wing snap by hitting a balloon cable,
and later learned the entire crew was
KIA. Seven hours later they returned
to Benina, with #3 and #4 engines
damaged, no hydraulics, tail control
cables frayed, and holes through the
gas tanks. He credits his safe return to
two exceptional pilots, Walter Bunker
and Richard Butler. Earthquake McGoon,
following Lt/Col. James Posey to Target
Blue. According to the late Dick Butler,
Target Blue was so thoroughly
demolished, it was never rebuilt until
the Russians took over two years later.
Only two months later, Newbold
found himself on a mission to the
Messerschmidt plant at Wiener Neustadt.
COUNT BRUGA was forced out of
formation to accommodate a sharp
bank by the leading squadron. As pilot,
Charles Henderson, approached the IP,
German fighters struck. It was a nose
attack, with the fighters coming out of
the sun in formation. Five or six attacked
simultaneously, knocking out # 3 and
#4 engines, and the aircraft went into
a steep spiral.
Henderson gave the ‘bail out’ signal,
and tried to hold the ship from spinning,
to give the crew time to get out. Only
three members of the crew got out
safely, Albert Greyhosky, Co-Pilot, John
Dayberry, Radio Operator and
Bill Newbold, Navigator.
Upon hitting the ground, Newbold
was immediately surrounded by hostile
civilians with dogs. German soldiers
took command of the prisoners.
Newbold endured solitary confinement
at Hohemark, Germany for nineteen
days of interrogation. After that,
he spent 20 days in the hospital at
Obermasteld, German for a leg injury.
(Newbold considered his injury minor
compared to a Spitfire pilot from south
Rhodesia in the bunk alongside his.
He had lost one leg and one eye. They
became good friends, and the gentleman
invited Newbold to his home after the
war to pan for gold!!!)
The next stop was at Stalug Luft III in
Sagan where he spent fifteen months.
On 27 January 1945 they were forced
out of bed at 3:00 AM, and in the coldest
winter that Europe had in 25 years,
marched for four days through snow,
sleet and freezing temperatures. The
advance of the Russians on the eastern
front prompted this sudden move.
No less than eighteen 44th BG officers
were imprisoned at Sagan, but the only
one with whom Newbold shared space
was Jim Selasky. His plane had gone
down with the Reginald Carpenter
crew. They were aware of the Russian
advance, as somebody in their area had
a crystal set, and were able to receive
information about the progress of the
war. Needless to say, the crystal set had to
be well hidden. Radios were absolutely
verbootin.
When they were doing their four-day
trek, ahead of the advancing Russians,
many civilians were trudging alongside
the marching kriegies. They walked
along under the threat that if any fell by
the wayside, they would be shot. At
one point Newbold and Selasky carried
a fellow POW, rather than see him fall
and witness him getting shot.
11
…continued on next page
�WILLIAM NEWBOLD GOT THROUGH PLOESTI BUT
HIS LUCK DIDN’T HOLD AT WIENER-NEUSTADT
Their diet consisted of black bread
and not much else. They did receive
hard, dried prunes, which they ate,
chewed the seeds and ate the nut
inside. Sometimes they slept in barns,
which wasn’t all bad – they could steal
the milk from the cows sleeping
alongside of them.
The march ended at Mooseburg;
and one day, they looked out of their
CONTINUED
compound and saw a beautiful sight –
the American flag was being raised. Soon
General Patton strode through the gate,
and freedom had arrived.
General Patton kept his army moving
rapidly forward, but as the GIs passed
the compound, they threw bread to the
starving men.
FROM THE DIARY OF SAM CERVELLERA, 506 SQUADRON
May 11, 1944. Mission # 7. Crew: Fred Stone, Pilot; Merrett Derr, Co-Pilot;
Andrew Patrichuck, Navigator; Glenn Hartzel, Nose Gunner/Togglier; Charles
Brown, Engineer/Top Turret Gunner; William Scott, Ball Turret Gunner; William
Strange, Right Wing Gunner; Morrie Meunitz, Left Wing Gunner, l Robert Faust,
Tail Gunner. The Target was Mulllenhouse, Germany. We were to have excellent
fighter coverage, as they expected the Luftwaffe. They expected right, as we were
hit over France by FW 190s, and I mean hit. At the time our escort broke off at five.
Morrie Meunitz opened up with a burst and got the first FW. The pilot bailed out
and the plane went down in flames. They shot down Walshe’s crew, and Lundy
was in that bomb bay when it went down. We almost did not make it back to the
Field because of Petrol. Our squadron did not hit the primary target or the secondary,
but an jAirfield in france. Thehy did a good job on this field, as the nangars and
runways took a beating. The flak was moderate, except by the airfield, and they
came pretty close. It was a pretty rough mission, and if those FWs would have
come in again, they really would have done some damage. This makes four in a
row and two practice missions. We are pretty tired and sweating…a day off now.
Ryan was grounded because of sinus… 23 more to go.
Will Lundy wrote the following report on this mission: The Marshalling Yards
at Mullhouse was the briefed primay target, but it was obscured by clouds, so
several targets of opportunity were hit, including Orleons Bricy Airdrome and
Belfort Marshalling Yards. The 506 lost #42-94999 Bar H and the James H. Walsh
crew. Walsh and Joseph Peloquin, Engineer evaded and returned, as did Lawrence
Richards, LW Gunner (who was wounded but successfully evaded). Warren Bauder,
Co-Pilot; Peter O’Shanick, Navigator; Donald Martin, Radio Operator, Emery Lundy,
Bombardier; Sydney Roper, Ball Turret Gunner, Edwin Puksta, Right Wing Gunner
(wounded) and Thomas Fanara, Tail Gunner all became POWs.
12
�JOHN GATELY AWARDED
THE ORDRE NATIONAL DE LA LEGION D’HONNEUR
(THE FRENCH LEGION OF HONOR)
S/Sgt. John Gately, 67th Squadron,
received his French Legion of Honor medal on
March 15, 2012 at a presentation ceremony
by French Deputy Consulate General.
David Martinon of the Los Angeles Consulate
on left, John Gately, and John Gately Jr.
Fourteen members of the Gately family
attended the ceremony.
13
�ROBERT NORSEN’S REPLIES TO WILL LUNDY’S QUESTIONS
“I remember “Lemon Drop” was one
of the originals, flown across by my close
friend ‘Phil”— Reginald Phillips. Phil
named it that because it had some
defects originally that caused Phil and
crew some delay to get the defects fixed.
I haven’t written much about myself
for the 44th. I guess I didn’t get into the
terrible trouble on missions that so
many did. Many time, close, but I never
came back with serious damage, and
only once with an injury on board. I
didn’t fly a full 35 missions. Between
an operations job and then engineering
modifications for the B-24 after my
crew was lost, flying with another pilot,
I flew when needed as a substitute
pilot. In that situation, I seldom got to
go. I remember flying for John Diehl
on a Hamm Raid. Nearly frozen controls.
Working so hard with stiff controls, I
had the window open, drenched in
sweat. B-17s flying back through our
formation, engines out etc.
Another mission I recall while the
main group did Ploesti, I stayed to bring
down another flight when the “promised
new crews” showed up. We ran training
missions of semi-real missions with long
and complete briefing, then careful
debriefing to review the ‘mission’. Idea
was to become so familiar with combat
details, the new crews would be as safe
as possible for themselves and for the
rest of the team. On one of several
such missions, a diversion, my plane
was head – on attacked by a twin
engine Messerschmitt that launched
the first rockets I had seen.
Back in the States we had mentally
practiced quick evasion action: “Just as
they ‘stand still’ out there, do a quick
dive.” I did. The rockets smoked a few
feet overhead. We had slight rudder
damage. Problem: both wing men
dove out of sight. For the clouds?
They showed up at de-brief. I never
understood why they broke formation.
Would it be interesting to any of the
new members to learn more of the early
days of the group, when we first began
to fly the B-24’s?
My first ride in a B-24 was with some
8 other pilots as passengers. Major
Curtis Le May was pilot. He fought
that airplane like he was wrestling
alligators! I think we helped by walking
in unison from front to back in the
waist section while he was in the pattern. I wondered at the time –‘This B-24
will take MUSCLE!’ It turned out that it
was easy and fun to fly – maybe not as
much fun as a P-47, but not a muscle
builder either.
I had just finished B-17 school as a
‘qualified’ 1st pilot, B-17. There they
tried to get us to land tail wheel first.
Some did at great expense. The main
gear came down so hard, the drag strut
would part, laying the plane on one
wheel, a wing tip and one engine.
Early instructions on the -24 were to
land three point. Some did. The result
collapsed the nose gear, left the tail
pointing at the sky. (This was at Fort
Myers). Of course, the right way to
land both airplanes is on the main gear
with the tail low, but not dragging. The
planes fly much alike. They can fly in
formation easily. Same altitude, same
speed.
Ten or fifteen pilots were sent from
B-17 school to Fort Myers for a couple
of weeks, waiting for assignment.
Several of us found a beach cottage and
our wives joined us. Terrible mosquitoes,
beautiful beach on the Gulf, wonderful
fishing. Once, one of the pilots caught
a 24 pound Snook, a choice local fish.
14
�ROBERT NORSEN’S REPLIES TO WILL LUNDY’S QUESTIONS
My wife Donna agreed to cook it. Right
then we got orders to Barksdale. We
gave half to the owners of the cabins,
baked the other 12 pound, ate 12 lbs
of fish among the group, packed for
Barksdale while the fish was in the oven.
We ate, then left for Barksdale that
night. We drove all night. Then there
was a rush was to find places to live.
We found a group of new complexes.
We all moved in, side by side. The next
morning the pilots signed in, and started
to learn the new airplane. The wives
played musical chairs, matching the
furniture and carpet colors among the
furnished units. Some of my happiest
days were living in that group of great
people. Since much of the sub patrol
was at night, we often slept days. The
weather was hot and humid; there was
no air conditioning. The attic fan made
the curtains blow straight out into the
room. Donna would lay a wet sheet
over me. With the fan, going to sleep
came easy.
The instructors were about a week
ahead of the pilots being assigned. On
my initial check out, the instructor kept
showing me how to steer with brakes,
engines and rudder as we used up
runway. Ahead they were extending the
runway with a paving machine covered
with workmen. When he said “follow
me on the throttles”, I firewalled them.
At the last minute we both pulled us off
the runway and we mushed over the
paver, men jumping off and running
for life.
My check out lasted 15 minutes.
Nothing was said, but I think we both
learned that runway behind is in the
wrong place! A month later, we were
flying sub patrol day and night over the
Gulf of Mexico. The group’s first loss
– a B-24 coming home in the dark to a
15
CONTINUED
thunder storm over the base, after a
long night on sub patrol.
As Squadron Operations Officer and
pilot, I suspected that if we ever saw a
sub, the chance of the Bombardier doing
every detail of the procedure right in
the few seconds we would have from
sight to bombs away position was rather
poor. So without any approval from
anyone, the 68th started to carry 10
practice bombs in the rear bay; 8 live
500 and depth charges in the front bay.
We intended to drop practice bombs on
cloud shadows or other sudden targets
to get the procedure in mind, practiced
and tested.
The first 10 or so ‘drops’, nothing
went out. Another several – nothing.
I got on the intercom to Sgt. George
Guilford: “OK, the next drop either a
bomb or you is going out.” The next
ten went out – one on every target.
Late in the day we were way off
course, south, when Sgt. Clyde Carlton
the Photographer, spotted what he
thought might be something further
south. We flew to where he pointed,
and the marker beacon came on. Lt.
Johnney Diehl spotted the periscope
leaving a wake as the sub headed west
into the sunset. I made a tight 270 left
to get some run distance. Sgt. Guilford
laid a perfect pattern over the sub. The
crew in back reported seeing the broken
ends of the sub rise up, then sink out of
sight. A little wreckage. Bubbles.
We stayed on site for maybe 20
minutes, trying to radio the Navy.
Locating the position, thinking there
might be survivors to rescue. By now
we were low on fuel, so I put the
engines on max range settings, max
lean, low RPM. The very light B-24, in
the cool of the evening, flew home
�ROBERT NORSEN’S REPLIES TO WILL LUNDY’S QUESTIONS
quietly. I think we all had mixed feelings
about our ‘victory’. Would victory
always mean we will kill a bunch of
young men, just like us, doing their job
for their country?
The radio signals had reached
Barksdale. There was a big celebration
that night as we landed. The first and
only sub the 44th sunk? Was there
another one?
Sub patrol experience would pay off
in Europe. I was Operations duty one
night planning and ordered 44th mission
to Danzig North around Denmark. It
was a flight that was well over twice
as far as Berlin. We had not gotten all
planes back from Berlin on missions
because of fuel shortage. Using what
I learned about stretching miles flying
like we did sub patrol, we got the entire
44th flight to Danzig and returned with
fuel to spare.
Today, while working in my garden
here in Seattle, a Spitfire flew over, low.
What a lovely memory, beautiful plane,
musical sound. So many memories.
The best were the happy days as a
group, getting ready for the ‘glory’
days.
Worst memory was the day we
taxied to the end of the runway at
Geiger Field, New Hampshire. All the
guys were planning on being home
again soon, victorious. We were riding
high. The wives and girlfriends stood
clutching the fence along the end of the
runway where we turned for takeoff.
All were bawling. They knew more than
we did of what was about to happen.
CONTINUED
That was a final parting for almost all of
them. I can never talk about that scene.
Even after 58 years, it breaks me up
every time. I can understand why Col.
Frank Robinson struggled to carry out
the orders he was given in early ’43.
This was his family. He was sending too
many on a one way flight.
Yes, and it was my family too.
Treasured memories!
Ed. Note: To put Norsen’s history in
perspective, he flew the second mission of the
44th BG in WWII. When he was assigned to
teaching new crews and working on studying
the capabilities of the B-24 and the materials
used in combat, members of his crew were
assigned to other pilots. George Kelley flew
on the Kjeller mission with Bill Brandon. The
entire crew was interned in Switzerland.
Steven Sevick, Milton Spears, Roland
Houston and Joe Ward, all on different A/C
were KIA at Ploesti.
Will Lundy once said, “The U.S. didn’t
know how to fight a war, least of all an air
war. We had to learn as we went along.”
Robert Norsen flew on the second
mission of WWII. Do you know who
flew on the first mission?
66th Squadron — The crews of Robert
Miller and (First Name Unknown) Adams
68th Squadron — The crews of,
James O’Brien; Walter (Tommyl)
Holmes; James Hodge, Command
Pilot; Maxwell Sullivan; Thomas
Cramer and Reginald Phillips.
WE COULD CERTAINLY SLOW THE AGING PROCESS DOWN
IF IT HAD TO WORK ITS WAY THROUGH CONGRESS.
WILL ROGERS
16
�4 4TH BG REUNION SEPT 2011
PORTRAITS OF OUR VETERANS WITH THEIR FAMILY
AND FRIENDS IN APPRECIATION OF THEIR SERVICE...
ALBERT AND ANITA
CHARLES
CHRIS AND LEE
ALBERT, ANITA AND ART
CHRIS AND ANN
CYNTHIA AND BERYL
17
ART
CHRIS AND JOE
DON AND CAROL
�4 4TH BG REUNION SEPT 2011
PORTRAITS OF OUR VETERANS WITH THEIR FAMILY
AND FRIENDS IN APPRECIATION OF THEIR SERVICE...
FRANK
GERALD AND BEV
JOHN CLARK AND
FAMILY
GEORGE AND CYNTHIA
GERALD WOODY AND PERRY
JOHN CLARK AND WIFE
18
GEORGE AND NANCY
JACK AND DOLORES
JOHNNY AND LISA
�4 4TH BG REUNION SEPT 2011
PORTRAITS OF OUR VETERANS WITH THEIR FAMILY
AND FRIENDS IN APPRECIATION OF THEIR SERVICE...
JOHNNY, LISA, TAYLOR AND WOODY
LEE AND MARY
PERRY AND RUTH
LOWELL AND JACKIE
PHIL AND JUDY
19
KEVIN AND DON
PERRY AND FAMILY
RICH AND AMANDA
�4 4TH BG REUNION SEPT 2011
PORTRAITS OF OUR VETERANS WITH THEIR FAMILY
AND FRIENDS IN APPRECIATION OF THEIR SERVICE...
RICHARD
STAN, RAY, CHRIS AND ANN
TAYLOR, JOHNNY, AND
WOODY
TOM
TAYLOR
TONY AND LOIS
WAYNE AND MARTHA
WASHBURN FAMILY
20
�4 4TH BG REUNION SEPT 2011
PORTRAITS OF OUR VETERANS WITH THEIR FAMILY
AND FRIENDS IN APPRECIATION OF THEIR SERVICE...
WOODY AND HIS KIDS
WOODRUFF FAMILY
WOODY
RECOGNITION FOR STEVE ADAMS
Our British Board Member living in
Norwich has made an endless effort to
preserve the 44th BG’s history, and
was overdue for our applause. He was
appointed by Roy Owen, soon after the
44th BGVA was organized, and his
ongoing efforts to place memorabilia
and photos in the Shipdham Museum
have been endless. On Remembrance
day, he is always places a wreath on the
Wall of Remembrance at Mattingly, in
honor of his American friends. As each
issue of the 8 Ball Tails arrives he delivers
to all the proper destinations, including
the 2nd Air Library in Norwich. Steve
wrote an accurate history of the 44th,
The 44th Bomb Group in WWII, which
occupies many veterans’ shelves and
a number of historic libraries.
A small model B-24 is a small token
of appreciation for his contributions to
preservation of our airmen’s history.
Photo of model plane.
21
�RALPH BECKER’S FADED FLIGHT JACKET CAME TO CARLISLE
Ralph Becker, Navigator in the 66th
Squadron, cleaned out a closet and
found treasures he hadn’t looked at in
67 years. Michael Mira, Registrar at the
Army Heritage Education Center, was
happy to add it to the collection of 44th
Bomb Group memorabilia. In addition
to the jacket, Becker also sent dress suits
and other WWII items.
Also added to the 44th BG collection is
Erwin Strohmaier’s book, THE CHANTILLY,
his well documented account of crossing
the Atlantic through U-Boat infested
waters.
Michael Mira and Perry Morse admire
the newly arrived Flight Jacket.
Ralph Becker paraded his jacket at an Air Show, 20 years ago.
DON’T WORRY ABOUT AVOIDING TEMPTATION.
AS YOU GROW OLDER, IT WILL AVOID YOU.
WINSTON CHURCHILL
22
�CHARLES “SHEP” GORDON AWARDED
THE ORDRE NATIONAL DE LA LEGION D’HONNEUR
(THE FRENCH LEGION OF HONOR)
The award
was presented
at the French
Consulate in
Chicago, in
recognition
of his aerial
service over
Charles Gordan Occupied
France. A
French Consul read the
citation, citing Gordon’s
contribution to the liberation
of France and victory over
the Nazi regime.
Charles and his wife Dorothy at the French Consulate.
Lt. Gordon flew with the
S. H. Bowman crew, sometimes as a Navigator, other times as Bombardier. He
flew 39 missions, 13 of which were over France.
One of his most vivid memories was a mission in Heaven Can Wait II, in the
Spring 1944, when his formation was attacked by Messerschmitts. The
gunners managed to get one, and the plane returned safely to Shipdham, but the
memory of that event stands out above all other flight experiences. Gordon had
previously received the Air Medal with 4 Oak Leaf Clusters, The Distinguished Flying Cross and various Theatre Ribbons
After the war, Gordon became a Mechanical Engineer. They have two children,
both living in Chicago. He and his wife Dorothy retired in Rochester, New York.
GREAT OXYMORONS
Before he passed away, the great
air warrior, Jimmy Doolittle, wrote
his autobiography, I COULD NEVER
BE SO LUCKY AGAIN. His famous air
raid against Japan was immortalized
in the film, Thirty Seconds Over
Tokyo. It can be obtained through
Bantam Books.
GOOD GRIEF
FOUND MISSING
LEGALLY DRUNK
PRETT Y UGLY
TEMPORARY TAX
INCREA SE
23
�CHARLES TILTON, NAVIGATOR, 68TH SQUADRON REMEMBERS
THE AQUITANIA, AND WHAT HAPPENED NEXT
I remember steaming out of the New
York harbor on board the Aquitania, a
sister ship of the ill fated WWI Lusitania,
and a bunch of us were below deck
playing poker. We were alerted that we
were passing the Statue of Liberty, and in
our youthful naivete’, we said “to heck
with it. We’ll see it on the way back”.
Little did I know it would be forty years
before finally getting to see it while on
vacation.
Arriving at Shipdham, I was picked up
by the MP’s for not wearing any insignia
on my overcoat. I was ushered in to see
the then Major Lehnhausen. I explained
they were in my trunk, which hadn’t yet
arrived. He reached into his desk and
handed me a pair. I still have them.
My first mission was the marshaling
yards at Solfeld on 23 February 1945.
Since only the lead crew required a
bombardier, I was to get some
experience as a gunner in the nose
turret. Once up to altitude, I climbed in,
plugged in the electric suit and prepared
for combat. Once over the continent,
we soon saw some little puffs of black
smoke. If we seesawed a little out of
formation, the puffs followed us. The
next concern was to get some circulation
in my rear end, since that was the
unheated portion of the electric suit.
I raised up to give it a rub, and hit my
head on the plexiglass turret, causing it
to split from the top, all the way down in
front. Not knowing whether that one
inch gap was going to get any bigger, I
called our pilot, Jack Comstock, and was
glad to hear him say, “Get the hell out of
there.”
After the first mission, our Navigator,
Frank Pechacek was sent to Mickey
School. I then flew the next 12 missions
as Navigator with the Comstock crew.
My most memorable mission was the
supply drop at Wesel on 23 March 1945.
We were briefed that Wesel had been
neutralized, and it would be safe to fly
low level. The German ground troops
didn’t know they had been neutralized,
and they began shooting as we dropped
our supplies and circled the town. Flying
so low on our way out, back across the
Rhine, I remember seeing frightened
horses running across the pasture and
jumping fences. One big bull couldn’t
jump, so he crashed right through a
fence. We returned to base with a few
holes in our ship and the proverbial tree
leaves in the Bombay.
My last two missions were with the
T. R. Williams crew as Deputy Lead
Bombardier to De Royan, France –
presumably to wipe out a pocket of
Germans that were stealing the farmers’
chickens – fragmentation bombs the first
day and napalm the next. Finless fuel
tanks. They tumbled out end over end,
some hitting each other and exploding in
midair.
That was my last mission until the
Trolley Run over the Rhine Valley. It was
so spectacular to see the Cologne
Cathedral standing tall amid all the
surrounding roofless structures.
Ed. Note: The database credits Tilton with
two missions that he did not mention: to
Bingen, Germany with the Walter Franks
crew on 10 December 1944; and to Altenokr,
Germany 30 December 1944 with the Herman
Eckstein crew. On both missions, his
assignment was listed as ‘Other”.
24
�BOOKS OF GREAT EVENTS IN 44TH BOMB GROUP HISTORY
If you are looking for a high adventure
WWII story, read Escape in the Pyrenees
by the late Archie Barlow, Engineer and
Top Turret Gunner on the Hartwell
Howington crew. The mission on 21
January 1944 was to Escales Sur Buchy,
France, to wipe out the V-1s that were
striking London. Ram It Dam II went
down and Barlow survived and evaded.
He relates his moment by moment
escapades of being hidden by the
Underground, chased by Germans with
dogs, sleeping in freezing haylofts, and
finally sliding down a very high hill to
safety into Spain.
Barlow’s wife, Aline, has copies
of the book. 160 Johnson Drive SE,
Calhoun, GA 30701-3941.
Tel. 706-629-2396. The cost is $20.
A copy of Escape in the Pyrenees
has been sent to the Museum of
Resistance in Gratenoix, France. This
facility was built to honor the brave
Resistance Fighters - men and women
- who defied the Nazi occupiers, and
helped hundreds of American and British
flyers return to safety in England.
Pierre Berenguer, one of the leaders of
this effort, is asking anyone who was
helped by this determined band of
Frenchmen, to please send him their
stories. Contact me if you received their
help, and I will get your adventure delivered to the French
Museum. (717 846-8948)
BURNING HITLER’S BLACK GOLD is a
factual account of the greatest mission
of WWII – Ploesti Oil Refineries, Romania.
Major Robert W. Sternfels, pilot of the
B-24 Sandman, 98th Bomb Group,
compiled this book following two years
of interviews with historians and
participants in the mission. The book
replicates many official documents, plus
the report of an interview with the
planner of the mission, the late
General Jacob Smart.
Sternfels group flew alongside Leon
Johnson’s 44th BG, experiencing the
same dangerous surprises – the railroad
car full of German soldiers with antiaircraft guns, small arms fire, steel
cables, black smoke and fighters.
To purchase this factual, highly
organized report on this valorous mission, contact Major Robert Sternfels,
395 Pine Crest Dr., Laguna Beach, CA
92651. The price is $26.75 with shipping.
JOHN LORD’S SON REPORTS ON ACTIVITIES OF HIS LATE FATHER
John Lord, PhD, sought to thank the
British POW physician who had helped
heal his burnt hand after leaping from a
flaming Sierra Blanca in a mission to
Kassel, Germany. He began writing to
British Veterans Associations, in the hope
that someone could assist him in his
quest. Ultimately, a Dutch researcher
through Pegasus Magazine, was able to
identify the doctor, who fortunately was
still alive. Lord contacted him, and
announced his wish to thank him and
treat him to dinner. The BBC was there to
interview Lord and Dr. Tony Barling, who
had served in the 1st Airborne Division of
the RAF, and had been captured while
participating in General Montgomery’s
failed Market Garden campaign. In the
end, he visited the doctor five times until
Barling’s death in 2001.
Another memory that was dear to
the heart of John Lord was kindnesses
25
…continued on next page
�JOHN LORD’S SON REPORTS ON ACTIVITIES OF HIS LATE FATHER
from the North Platte Canteen. While
traveling in a ‘troop train’, they stopped
at North Platte and enjoyed the bounty of
the Nebraska and Colorado people, who
loaded up tables with their prepared
foodstuff. In 2001 he wrote a letter to
the Mayor of North Platte, thanking the
folks there through his office. The Mayor
replied, stating that he would have his
letter published in the local newspaper.
He also told Lord that he was a child
during the time these ‘canteens’ took
place, and was often taken by his mother
to participate. He mentioned that a
program in honor of those occasions
was planned, and asked Lord to come
and speak, which he did.
Upon arriving in North Platte, Lord
(age 79) rented a car; the transmission
defaulted, and he was stranded on the
interstate. A stranger stopped to help,
took him to his home near the next exit
CONTINUED
so he contact the rental car agency.
During their ride to the gentleman’s
home, Lord explained his reason for being
in North Platte: that he had been a radio
operator in a B-24 during the war.
While he was on the phone, the
stranger wrapped and handed him a
package. He explained that he was an
artist; and wanted him to have two
pictures, one of a B-24; the other, P-51’s
flying with a bomb group. What could
be a more endearing gift to a veteran
who flew in a B-24 and felt the security
of a formation of P-51s flying with the
bomb group?
This story came from John Lord’s son
Keith, who reminded the reader of the
Biblical verse, ‘that which you measure
out in the same full measure will be
measured back to you’. How true.
ELMER RISCH, RADIO OPERATOR AT LUDWIGSHAVEN
66TH SQUADRON, DONALD HESKETT, PILOT,
FLYING IN BULL O’ THE WOODS,
30 DECEMBER 1943
(THIS REPORT LABELED SECRET-AMERICAN, MOST SECRET BRITISH)
I knew this crew very well, due to a
shortage of engineers and top turret
gunners. I made two missions with them,
one was Kjeller and then the mission to
Ludwigshaven. Our load was five bombs,
and both bomb bays were loaded full
with the 80 or 90 pound type.
I was working on the voltage
regulators from take-off until after we
had crossed the French coastline. Five
minutes after reporting into my turret,
I heard an explosion, and my leg went
numb. Our ship peeled off to the right,
and then I heard the pilot give “Prepare to
bail out.” I went to the radio room. The
operator was trying to open the bomb
bays. I opened them for him. I put on
my chute and went to the catwalk. Out
of the corner of my eye I saw two chutes
pass under the bomb bays. I waited until
the pilot started to leave his seat, then I
jumped at 22,000 feet.
I delayed my jump until I reached
cloud cover. My harness was tight and
there was no jerk. I landed easily in a
plowed field, tumbled a few times and
26
…continued on next page
�ELMER RISCH, RADIO OPERATOR AT LUDWIGSHAVEN
spilled my chute. As I was coming down,
I had noticed a man on horseback was
following me. As I hobbled across the
field, he spoke to me, but I could not
understand him. Blood was now showing
on my leg. I pointed to it and then
quickly buried my chute. He kept giving
the broken arm signal to run, but I did
not know at the time what that meant.
I went over to the railroad tracks and
lay down between the banks parallel to
the line. The banks curved so that I could
not be seen from the tracks. The horseman rode off and returned on foot with
several friends. They took off my flying
gear, and bandaged my leg and foot with
aid of my parachute First Aid Kit. A scout
plane had started sweeping low over the
countryside five minutes after I reached
the ditch. It scouted nearby the whole
time I was being bandaged, and I was
thankful I had delayed my jump. I broke
open my escape kit to locate myself, but
my friend had motioned to me to lie low
and remain silent. Two hours later a man
returned with cognac and a sandwich. As
I ate it, I watched our formation return to
England, and felt very lonely.
The farmer with the cart returned and
gave me a sack full of excellent food and
wines. He also brought me a hunting
jacket and breeches. That night I was
picked up in a car and driven away. The
shell fragment was removed from my
foot, leg and thigh. I was given good
care, and the rest of my journey was
arranged.
In 1982, Navigator WILLIAM
RENDELL sent Will Lundy his memory
of this mission: I remember that Elmer
Risch was flying as a replacement that day
for our Engineer, who was being Court
Martialed that day for decking an MP in
Norwich. As I recall, we were about 14
minutes across the coast in Abbeville
27
CONTINUED
Country when Heskett moved from the
box to fill in an open spot on Coffin Corner, due to an abortion at the coast. He
swung a little too wide, and that was a
signal for an attack from 3 o’clock by
three FW 190s. Aulis Blitz (R W Gunner)
was killed instantly on the first pass, and
George Miller (Tail Gunner) took a fragment through his elbow. Controls were
damaged on the right side, and we started losing altitude in a slow turn. Bull O’
The Woods crashed north of Soisson,
near Chivagny, with Sgt. Aulitz Blitz
(Right Waist Gunner) killed on the first
pass. Lt. James Billings (Co-Pilot) reason unknown- still aboard. Most of
the parachutes fell within a two-mile
radius of the plane.
Hescott rang the Bail Out bell, and I
was not able to get any answer on the
interphone, so I started through the
tunnel to go up on deck, but found that
the bail-out dinghy in the passageway
had snapped onto the pocket of my
leather flying trousers. I finally got the
other snap of the dinghy free from its
ring, and went out the hose wheel door
with the dinghy still attached to me.
“It was difficult to free fall with that
darn dinghy slapping around, and I had
to open up higher than comfortable.
When the chute opened, the pocket with
the escape kit left, along with the dinghy.
Stanley Langcaskey (Ball Turret
Gunner), after getting Miller out of the
plane, had an amazing escape. Heskett
walked out through Portugal. I went
back to France in 1972, and back to the
crash site to recover some of the pieces of
Bull O’ The Woods, and learned that
James Billing’s body was recovered at the
crash site, as was Aulis Blitz’s, and they
had been buried side by side by the
French until they were moved to Epinal,
at the American Cemetery.
�ELMER RISCH, RADIO OPERATOR AT LUDWIGSHAVEN
A French family helped me across the
river at Soisson on New Year’s Eve, and I
walked SE by night for ten days. After I
made contact with an organized group of
the French Resistance, I was active in an
evacuation program for airmen and
refugees until the Gestapo infiltrated on
19 June 1944. Then Chalon-sur-Marne
and Fersnes Prison in Paris before
evacuation to Germany. I finally was
made a Military POW at Stalag Luft III
(Sagan). It was overrun by the Russian
Front on 1/30/45. Then a long March to
Mooseburg and liberated by the 14th
Armored Division 30 April 1945.
CONTINUED
‘Burgundy’ escape line which was continued by
the ‘Shelburne’ line. Risch and Cregger came this
route. Cregger escaped France by boat on 16-17
March 1944 with an established line named
Bonaparte III; Reisch exited three nights later on
Bonaparte IV. Heskett was the first to enjoy this
service, he escaped in January. Langcaskey
escaped by crossing the Pyranees.
The escape of Adolph Zielenkiewicsz
(Bombardier) is recorded in the Winter 2012
issue of the 8 Ball Tails. Zielenkiewicsz reported
that the plane in which he was flying was
Devastatin Diploman, and the pilot was Dick
Harleman. However, Will Lundy’s book disputes
that statement.
Ed. Note: Lt. Rendell described escape routes
used by members of his crew: There was a
RESEARCH FINDINGS OF HISTORIAN & VP, ROGER FENTON
Somebody history-minded person sent
Roger two pictures of planes that are not
named in the Web Site, Devastatin
Diplomat and Shipdham HiSchool.
Adolph Zielenkiewicsz, A/K/A Alex Ziel
flew his first mission in this plane
#42-72870 on a Diversionary Mission
to Heligoland, France, piloted by Richard
Harleman. The plane also went to Kjeller,
Norway with the Warren Oakley crew.
Devastatin Diplomat flew 21 missions
with the 44th before it was transferred to
the 801 Bomb Squadron Carpetbaggers,
and was lost on their first mission, 5 April
1944. The Robert Ferber (66th Squadron)
crew flew twelve of its missions on
#42-72870, A/K/A Devastatin Diplomat.
On 24 December 1943 the crew flew with
the Command Pilot William Strong.
Believed to be the Robert Ferber crew,
not individually named.
James Harper, Co-Pilot; Charles
Kikemeyer, Navigator; Donald Shaffer,
Bombardier; Calvin Donath, Radio
Operator; George Honeyman, Engineer/
Top Turret Gunner; John Barcus, Belly
Gunner; Samuel Wissner, Right Waist
Gunner; James Corrigan, Left Waist
Gunner; Edward Carroll, Tail Gunner.
So Alex Ziel remembered the plane,
but was wrong on the mission in which it
flew. Nevertheless, his escape story was a
classic.
Shipdham HiSchool #41-29475 flew
46 missions with the 44th during 1944.
Roger will report more about this A/C that
almost slipped out of the 44th’s history.
He consulted with Tom Britton, a
renowned B-24 expert.
28
�FROM THE RECORDS OF THE SPIRIT OF THE 200 CLUB:
On the 19 July 1943 the 44th was
on its way to bomb Rome’s marshaling
yards. While this raid took place,
Lieutenant Robert Lehnhausen was still
in a British general hospital in Malta.
“I was visited by a Lt. Col. From the
United States Air Force, who was on
duty at an advanced base on a small
island off Malta. He asked us: ‘Did you
people come here to bomb the Rumanian
oil fields?” I was startled. I had no
knowledge of what our ultimate target
would be. I told him I did not know.”
After the Rome raid, the 44th was
back to low level practice flying and
bombing. Even though Lt. William
Cameron and Lt. Robert Stine had
completed their 25 missions, started in
October 1942, they flew the practice
missions. “On one practice flight, we
were firing our guns at wrecked military
vehicles in the battlefield east of our
airfield, setting off some abandoned
ammunition, which severely damaged
the auxiliary power unit in one of the
B-24 aircraft in the flight.”
“Once we struck a large vulture.
The impact sounded like a 20-mm
canon shell. The vulture hit in the
center of the nose compartment just
about knee high. Lt. Howard R. Klegar,
the bombardier, was at his position in
the nose section with me. Both our legs
had small bits of bone slightly embedded
in the skin, but no serious injuries
resulted. Bits of the bird went all the
way past the nose landing gear into the
bomb bay. The odor was extremely
unpleasant, but didn’t last long with
the air rushing in through in the nose
section at 200 plus MPH. At the same
time another bird hit one of the engines.”
Lt. Joseph Milliner was playing
poker and drinking beer when he heard
about Ploesti. “The rumormongers
were having a field day concerning the
next target. Then the name Ploesti
popped up. This had to be it.”
On Wednesday the 28th Charles W.
Titkemeh wrote in his diary: “The
rumors concerning the very important
raid are coming to a focus. One of the
most important raids in history is to
take place very soon. Roosevelt,
Churchill and Stalin’s Aide planned this
raid at Casablanca. For the past seven
months, military strategists have
worked and planned on this mission.
The target has been attacked twice
before – once by Americans and once
by the Russians, but everyone failed.
This is a very, very important mission,
and I hope to be on it.”
Good Advice From Norman Nutt:
Always keep your words soft, in case you have to eat them.
Drive carefully. It’s not only cars that can be recalled by their Maker.
If you lend someone $20 and never see them again, was probably worth it.
Some mistakes are too much fun to make only once!!
Save the Earth. It’s the only planet with chocolate!
29
�BIG PLANE 1
Keith La Port sent this picture of his father’s crew.
L-R Bottom: Samuel Hopkinson, Waist Gunner; Robert Gustatson, Armorer/Ball Turret
Gunner; Victor Casson, Tail Gunner; Earl Smith, Radio Operator; Michael Dono, Engineer/
Waist Gunner; Clarence La Ports, Nose Gunner/Togglier.
Top Row: Robert Van Valer, Pilot; William Carmoney, Co-Pilot; --- Stephenson, Bombardier;
Franklin O’Grady, Navigator.
Found on Facebook, this photo posted by Joseph Edwards,
honoring his father’s crew.
30
�MAIL & E-MAIL
Kenneth Adrian (Navigator, 506
Squadron) to Will Lundy: Probably the
reason why more bombers did not get to
the target, (Oberpfaffenhofen, Germany)
was because the top of the clouds were
above 25,000 feet almost all the way!
I’m sure some of the planes must have
had runaway engines and others with
mechanical problems, as we were
trying to stay above the clouds. So
the engines were under a terrific load,
many aborting.
The planes ahead of us were making
their own clouds in the form of vapor
trails, so the followers had to go up
higher to be able to see each other.
Very few of the planes could have done
it if we had not burned a lot of petrol
on the way in.
From the IP I was buried under flak
suits (one above and one below) and
had my helmet on, too. The flak was
intense from the IP on in. I stayed
buried through two bomb runs and
came out on the 3rd one. As the flak
was less intense, l I was getting curious
– especially because they’d warned us
about running out of gas due to the
long flying time involved.
As I was observing this fiasco, there
were some breaks in the clouds and the
bombs went out, saw many of them
explode in what appeared to be a
pasture, with little black specks –
cows?? I knew we hadn’t hit anything
(reported to be Schorndorf RR Junction),
but hoped we had cut their availability
to have a good supply of meat and milk.
I was probably the only one on the
crew that could observe this. The pilots
were having a hellava time staying in
formation, and the gunners were looking
for Bandits – and they were in the area.
Whoever was lead pilot made a diving
turn to the right, into clouds right after
the bomb run. This took care of the
formation, and as far as I know, everybody started out for home alone. If the
clouds had not been about 16,000 feet
thick, the German Fighter pilots would
have had a field day with our planes
scattered as THEY WERE.
We decided to go under the clouds.
I gave Lou (Pilot, Louis Wimsatt) a
heading of 270 degrees. But after three
bomb runs, no visual sightings and no
radar, I didn’t know here the hell we
were in. I did see the bombs strike in a
pasture, so I knew Munich was NOT our
starting point.
We broke out of the clouds at 11,000
to 12,000 feet. I saw a Pathfinder and
told Lou we ought to fly with him for
more firepower against any possible
German fighters. I also thought he
might know where we were, and which
way home. Rule # 1, Never tell a pilot
you’re lost!!
Shortly thereafter, he took us
through a tremendous flak barrage (he
was lost, too). I later calculated back
from my first Gee fix, and found that he
had taken us over Stuttgart, with its
1,000 shells bursting, at a time that
would make your underwear turn
brown in back.
We took off on our own. The B-17s
were in trouble, too, as they had their
little clusters of 5 or 6 planes.
I picked up my first GEE fix at
Charlesville, France, which was close to
the French-Belgian border, not too far
from Luxemburg. We were supposed to
pick up our fighter planes (escorts) at
half-way between Charlesville and the IP
(P-51s) and the target, P-38s near
31
…continued on next page
�MAIL & E-MAIL
Stuttgart, and then P-47s to take us
home from there at Charlesville.
That was a lucky GEE fix, as normally
the Germans had us jammed as we got
closer to England.
I navigated us between the flak areas
until we hit the coast at Ostend. One
“88” was right on. He would have
gotten us if Lou hadn’t taken evasive
action. But we got two wounded –
our Nose Gunner and Bombardier
(Raymond Robertson and Eugene
Bovktedt). I had to pull the gunner out
of his nose turret,l and he was a mass
of blood. He had been hit in the middle
of his forehead, but it didn’t penetrate
his skull. He probably could have been
fixed up with a bandaid.
Naturally, it scared him badly. I don’t
believe he’d been to church (Catholic)
for ten years, but he led the pack for
communion on the next mission.
Our route back was a lot shorter
(thanks to the Navigator being lost) as
we were very close to the main bomber
stream coming in. But we were 15,000
feet plus lower than them. The planned
route was way to the south; but after
three bomb runs, we’d probably have
ended up as POWs and a belly landing.
Luckily, this shorter route got us to
Shipdham with, as I recall, four of our
planes landing in France, the Channel,
and all over England – out of gas.
The Bombardier got a piece of flak in
his back that he really did fix with a
bandaid. He didn’t report it, as he
wanted to fly every mission with Lou
Wimsatt, who was a former Co-pilot on
B-24s, and a hellava good pilot. I talked
with the Bombardier’s wife in 1986, and
she knew about the flak.
CONTINUED
I have two black and white prints of
the plotted course that day. The original
route was 2 hour, 15 minutes shorter,
but apparently the course and targets
were changed – possibly by the weather,
too. As a result, we had two planes go
into Switzerland, two shot down, and
how many wounded and POWs.
Will Lundy reported the following
losses: the 68th Squadron lost 2 planes:
Mary Harriet and Channel Hopper;
the 506 lost Southern Comfort III and
Cape Cod Special #2. Seven crewmen
were Interned and returned; seven
were interned and held in Switzerland;
two were interned and repatriated; 2
were KIA and 19 became POW.
Kenneth Adrian’s name and history
are missing from the Database. As
Editor, I can testify that he was a
Navigator in the 506 Squadron because
I met him on a tour to Europe. The
information in this article came from a
letter he wrote to Will Lundy.
From Tommy Shepherd: The RAF
report on Wartime Memories Project –
Station 115: “The RAF Shipdham in
Norfolk opened in September 1942. It
became the base for the 44th BG. After
the war, the airfield was used as a
repatriation centre for German POWs
returning to Germany from the U.S.
The land was returned to Agricultural
use with private flying taking place from
1970 onward. Most of the buildings
remain in various states of decay,
including the station headquarters, close
to the entrance, the control tower, motor
transport sheds, bomb store. The three
original T.2 type Hangars are in use as
warehouses. Part of the site is in use as
an industrial estate. Several huts remain
32
…continued on next page
�MAIL & E-MAIL
in the dispersal site to the south east
(506 B.S.), there are two buildings
remaining on the communal site, and
the 14th CBW is almost intact, along with
the 464th sub depot site.
Ed. Note: The report did not mention the
Shipdham Aero Club, which is the 44th’s ongoing
connection to their history.
Roger Fenton wants to know “If
electricity comes from electrons, does
morality come from morons? ... Why do
they call it an asteroid when it’s outside
the hemisphere, but call it a hemorrhoid
when it’s in your butt? ... How important
does a person have to be before they
are considered assassinated instead of
just murdered?
From Tommy Shephard: A report
from BBC News – Townsend Griffis, a
fortotten hero from WWII:
Lt. Col. Townsend Griffis was the
first known Air Corps officer killed in
WWII. He is memorialized in a tablet in
the earth at Bushy Park in west London.
The tablet is half covered with grass,
but the royal deer nibble at the grass
around it.
Bushy Park was once a camp, and was
named for Griffis, as was an airbase in
upstate New York, evidence that his work
CONTINUED
in Europe was highly regarded by the US
military.
Griffis was sent first as an observer
of the Spanish Civil War, sending home
crucial information about the capability
of German, Italian and Russian aircraft.
In mid-1941 he was sent to London
to establish the ground for a military
alliance between the two countries, a
fact that became public after Pearl Harbor.
He was a fighter pilot; but unfortunately,
he died in a Liberator.
Among his many assignments as an
attaché, he was permitted to fly a
Messerschmidt 109, and reported back
to Air Corps commanders, a description
of its capabilities.
Griffis was later sent to the Soviet
Union to work out the route for
delivering aircraft to Russia in a Lend
Lease program. Talks ceased when the
Germans reached the borders of the city,
and he was forced to return to Britain by
a round-about route through north
Africa. He boarded a Liberator, and near
the coast of northern France, the plane
was shot down.
Griffis’s observation and negotiating
skills led the way to the hard-fought
victory of the Allies in 1945. Only a few
historians are even aware that such a
man ever existed.
THE SEARCH FOR CRASH SITES
can frequently be retrieved. Anyone
interested in contacting this organization
can contact Dmi Enterprises – Elfie
Majole, 1918 B=Night Star Lane,
Houston Texas. Phone 1-800-533-5090.
E-Mail: elfiemajoie@aol.com/dmitours@
aol.com
A number of our members have
regularly found crash sites in France
and Germany, but still many lost planes
have not been discovered. A couple in
Houston, Texas have started an
organization to work with German
historians and locate the scene of many
crashes. Memorabilia of lost airmen
33
�FOLDED WINGS
Farewell, dear voyageur – The river winds and turns; the cadence of your song wafts near to me.
And now we know the thing that all men learn; There is no death – there’s immortality.
Unknown author
Henry’s first flights were with the
James Stephens crew. On 12 June
1944 he moved into the pilot’s seat.
Henry flew with the following Command
Pilots: Elmer Hammer, Wilford Nolen
and Dale Benadon. Henry flew in six
different aircrafts: Phyllis, Myrtle the
Fertile Turtle, Glory Bee, Henry, Big
Time Operator and Jersey Jerk. He
flew one mission into Holland, seven
into France, and all others into Germany,
all in support of the advancing Allied
forces. His last mission was 25 February
1944.
The last years of his life, Henry and
his wife Mary lived in Moline, Illinois.
News of his passing came from his son
Michael.
Brubaker, Harold E. #19560 66th
Squadron 14 August 2011. There is
no report on this member of the 44th,
which indicates that he did not fly
combat. It is regretful that we cannot
report on his position in the 44th, as it
took everyone to win the war.
Dunkle, Ernest J. #20076 67th
Squadron 23 June 2007 T/Sgt. Dunkle
was a gunner on no less than sixteen
crews in his twenty three missions. His
first mission was 27 April 1944.
The Database shows a period from
May 1944 to September when Dunkle
flew no missions. On his early missions
he flew as a Tail Gunner, Ball Turret
Gunner, and once as a Togglier, and
held the rank of S/Sgt. On later
missions, he was listed as ‘Other’ in his
position on the plane, and held the rank
of T/Sgt. It is unfortunate that he did
not record his story, to understand
these unusual discrepancies.
The crews he flew with are: Charles
Arnold, Lewis Vance, James Struthers,
Hal Kimball, Clarence Inman, Joseph
Kuklewicz, R. W. Bethel, Louis Confer,
Christopher Spagnola, O. Collins,
Ernest Kyle, Robert Chaille, Leslie Lee,
Raymond Zamoni, Leonard Louik and
Milton Munroe.
His last mission was nearly a year
after arriving in Shipdham, the last 44th
BG mission of the war, 25 April 1945,
Larkin, Morris #21038 506 Squadron
28 September 2009 S/Sgt. Larkin was a
Left Waist Gunner on the John Milliken
crew. The crew flew 31 missions, the
first on D-Day, 6 June 1945. He flew
the first mission with the D. H. Dines
crew; all others with John Milliken. This
crew flew in many unnamed planes, but
also in Sabrina II, Passion Pit, Shack Rat,
M’Darling, My Peach, and I Walk Alone.
On 13 August 1944, on a mission
which was to be their last, Passion Pit
was hit with flak; # 1 & 2 engines burst
into flame. The crew parachuted safely,
and were promptly captured by the
Germans.
Henry, Howard C. (Pete) #20627
67 Squadron 11 June 2011 Capt.
Henry was a pilot, having flown 32
missions, the first on 11 June 1944.
Lord, John B., #21136 506 Squadron
3 February 2012 T/Sgt. Lord was a on
the Homer Still crew, their first on 22
September 1944. The crew flew five
th
34
…continued on next page
�FOLDED WINGS
missions, on two different planes:
Chief’s Delight/Chief Wapello and
Sierra Blanca. On their fifth mission to
Kassel, Germany, their A/C was hit with
flak and set on fire. Three members of
the crew, Engineer, Hatch Gunner and
Tail Gunner were KIA. All other members
parachuted and were promptly captured
and were POW. Lord suffered severe
burns on his left hand. Fortunately,
some British Doctors who were POW
were able to help him and save the
hand from permanent damage.
After the war, Lord attended ITT,
graduating as a Chemical Engineer.
He was employed by WH & LD Betz, an
industrial water treatment firm, which
later became a division of General
Electric Corporation.
At the time of Lord’s death, he
was residing in Lincolnshire, Illinois.
Information of his passing came from
his son Kevin. Kevin wrote a touching
story of his father’s life, which appears
in the current issue of the Tails.
Lutz, Warren #21158 (No Squadron
record ) 4 August 2011 There is no bio
on Lutz. After the war, he went to
Medical School, and became an MD.
35
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
LIGHTNINGS IN THE SKY BY A FIGHTER GUY
Oh, Hedy Lamarr is a beautiful gal,
and Madeleine Carroll is too.
But you’ll find if you query a different
theory, amongst any bomber crew.
For the loveliest thing of which one
could sing this side of the heavenly
gates.
Is no blonde or brunette of the
Hollywood set, but an escort of P-38s.
The P-38 is the only American fighter
plane that was used by the Air Corps
from the start of the war – Pearl Harbor
– until victory over Japan. Called the
‘Fork Tailed Devil’ by the Luftwaffe, it
accompanied bombers in both Europe and Asia, and was the primary long range
fighter until the P-51 came on the scene. Jimmy Doolittle, Commander of the 8th AF,
flew this plane over Normandy on D-Day. He called it the ‘sweetest flying plane in
the sky.
It was a “Little Friend” to the first crews that went over.
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 11 - Issue 2: Spring 2012
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
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9bb9f2d60dca921c0f15c92ac8d73ae2
PDF Text
Text
44th Bomb Group Veterans Association
42-50427
8 BALL TAILS
Vol. 11 Issue #1
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Winter 2012
EIN # 68-0351397
JAIL BAIT
Jail Bait arrived in Shipdham, and from 23 June 1944 to 20 April 1945, she flew
a total of 36 missions, three into Occupied France, and all others into Germany.
Steve Adams, co-author of the book ‘The 44th Bomb Group in World War II”
reported that on 16 January 1945 the fog over England was so intense, pilots
were urged to stay overnight in Orly, France, upon their return from bombing of
Dresden, Germany. The Edward Hedricks crew joined many other planes in finding
the crowded airport, and enjoying the hospitality of the grateful French citizens.
A total of fifteen crews flew in Jail Bait: Charles S. Herring, Elmer W. Smith,
Arthur Ledford, Charles Norris, Maurice Steven, Ralph Hayden, Joseph
Gillespie, Albert Leghorn, Charles Hess, C. R. Hinshaw, Robert Schraper,
Edward Hedricks, Robert Sanders, David Doughty and Leo D. Crooks.
In May 1945, the plane returned to the Zone of the Interior.
1
�2011 - 2012
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85142
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail: leeaston@elberton.net
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail: stephenadams2009@btinternet.com
Database Custodian and Webmaster:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: SirArloB@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�JAIL BAIT AND THE LEO D. CROOKS CREW
As remembered by Ralph Becker, Navigator 66th Squadron
The Leo Crooks crew, not individually identified: Leo D. Crooks, Pilot; C. R. Crockett, Co-Pilot, Ralph
Becker, Navigator, J. F. Defalco, Nose Gunner/Togglier; C. T. Kruse, Radio Operator/Gunner; Albert
Chisman, Engineer, Top Turret Gunner; G. R. Glassner, Right Wing Gunner; R. O. Bergenhofer, Left Wing
Gunner; Frank Stevens, Tail Gunner.
(This picture supplied by Ralph Becker, the tall officer in the back row.)
Perhaps the first mission was the
most scary. Part of my squadron made
a shallow V split, and suddenly a large
burst of flak hit the other group and
knocked off the left wing of one plane.
I saw the plane spiral down, down until
I could not see it any more. No chutes
came out. I was terrified. I remember
later, I wrote in a diary about how the
flak was really heavy. Many missions
later, when the flak was really heavy,
I wrote in the same diary, that it was
moderate, just moderate. That first
experience paled by comparison to the
later ones, but as a first experience, it’s
impact was strong.
Perhaps in reality, the truly worst
time was the mission giving logical
support to General Montgomery near
the Rhine River and without direct
fighter support. (Wesel, Germany,
March 24, 1945) We took all guns and
anything we could possibly remove—
we literally stripped it. We also took
a skeleton crew, and then filled to the
brim with supplies. The job of all but
the pilot and co-pilot was to kick, shove
and push all the supplies out the open
bomb bay door of a plane only a very
few hundred feet above the ground—
the supplies had no chutes. We came
very close to the tops of trees, and you
could see Germans firing with machine
guns, while holding women as hostage
…continued on page 4
3
�JAIL BAIT AND THE LEO D. CROOKS CREW …continued from page 3
shields. You could hear the tac-tac-tac
of the bullets as they strafed the bottom
of the plane—much too close.
(Ed. Note: Two planes were lost on
that mission: The 67th Squadron lost
the entire Leonard Crandell crew. The
506 Squadron lost eight members of
the Max Chandler crew: Two were
injured but survived—Robert Vance
and Louis DeBlasio. Anibal Diaz fell
from Joplin Jalopy while unloading
supplies. He was KIA.)
In February, we were returning from
a mission when we ran into a strong
cold front and very heavy snow. It was
so heavy that you could not see the
outboard engine and barely, the inside
one, and the wind switched direction
dramatically, and radio contact was
lost. It was a time of severe testing
for a young navigator. Fortunately,
by dead reckoning, some knowledge
of meteorology and luck, we got back
to England and the base safely. Finally
some respect for us navigators!!
Perhaps the strangest thing that
happened involved a skeleton crew
of 4 of us going to a special base in
southern England that had a 1 mile long
runway to accommodate planes where
the hydraulic system had been knocked
out. As we approached to land, a red
flare went up. I was sitting between
the pilot and co-pilot, and asked what
that was all about. They did not seem
to know. As we landed and the nose
was coming down, we did not stop
on the nose wheel, but kept on falling
until suddenly, we were on the nose
wheel itself. Fiery streams and flairs of
sparks flew everywhere, and a horrible
screeching noise overwhelmed us. We
hit the crash bars and skittered down the
runway for what seemed like an eternity
until the plane finally stopped. I thought
it was all over, all the way. The pilot and
co-pilot were dressed down because
they were supposed to know what a red
flare meant. I got hell too, but not as
bad, and the engineer got busted. He
apparently really did not check the gear
“down and locked”. So we picked up
one plane and left one behind—not as
planned, and not the best of success.
Ed. Note: Apparently a red flare
means, you will have a problem if you
land. That was before cell phones were
invented.
RALPH BECKER REMEMBERS THIS ABOUT SHIPDHAM:
The cherry red stove pipe in the Quonset hut—you either roasted like a
chicken or froze like a fish.
A naïve 19 year old (me) being chased around in the snow by a young
woman left over from a base dance. She was sicced on me by my ‘good’ flying
buddies. I finally got smart and reversed the roles.
Having tea and crumpets with my English girl friend and her mother and
father (naturally) beside a coal burning fireplace in the living room.
V2 rockets screaming over the skies of London.
A few sailings on the Great Yarmouth and the broads with an old wind-up
record player on board “singing” away with big band music.
Being conned into believing that the Grant Scotch on the table during
debriefings was rot gut stuff, and not good for a young man. Later I got even
when the cognac was offered. At least I had heard of that, so I had that plus a
little for later.
4
�PRESIDENT’S MESSAGE
The Savannah reunion is sadly our last one. We did have
quite a nice turnout—some 90 total with 19 veterans.
We could have made up two crews, but would have been
lacking 2 radio operators and one navigator. The only
problem would have been that many of us would have
trouble fitting into our old positions.!!!
The reunion was in the same hotel that we were at for
the 1998 reunion when we dedicated the Ploesti diorama.
We also did the same venues. Jackie and Lowell Roberts,
who did a great job in organizing this reunion, did not
know that the hotel in 1998 was a disaster. However it
had been completely remodeled and was a very different place with a large
hospitality room and nice banquet rooms. They sure would not have picked it
in that year!!!
We did have a nice ceremony at the Mighty Eighth Museum. The Roberts
organized a service in the memorial garden Chapel there, followed by a firing
squad and playing of taps-all quite moving. Then we viewed the Ploesti
diorama which has been added to with a video presentation of that mission.
The only disappointment is the presence of the B-17 with only the nose section
of our B-24 along side. Visitors, however, can see that the Lib was much more
roomy than the Fort!!!
If some of the great second generation who have been faithfully attending
our reunions in the past several years would like to arrange an informal gettogether, I am sure that some of us who are still able would come!!!
As voted at last years meeting, we are scheduled to dissolve this association
on Oct 1 2013. Many of the next generation have expressed a desire to keep
something going. I would recommend joining the Heritage League of the
2nd Air Division. They have a fairly active organization, reunions, and their
own publication and have the base of all 14 Bomb Groups to draw on. Their
Membership VP—Marybeth Dyer. 1020 Glacier Ave. Pacifica, CA 94044 Tel 650355-8383 smbyer@bcglobal.net.
George Washburn
Lessons learned from Noah‛s Ark
1. Remember, we are all on the same boat.
2. Speed isn‛t always an advantage. Remember, snails were on
board with cheetahs.
3. Remember, the Ark was built by amateurs; the Titanic
by professionals.
5
�LETTER FROM SHIPDHAM
By Peter Bodle
Greetings once more from your old ETO base in
Norfolk England. Station 115, Shipdham.
My letter this time is a little more personal than
many of my previous letters and is in reality more about
the 14th Bomb Wing and 2nd Air Division than the
44th Bomb Group itself.
A year or so ago I was introduced to an American
film director Alejandro Mena who was putting together
a movie about the crew of his father’s B24. The plane
was Irishman’s Shanty and Alejandro’s farther flew
as Radio Operator on the O’Sullivan crew. They were
part of the 392nd Bomb Group and flew with the 14th
Bomb Wing out of North Pickenham, some 20 miles South West of Shipdham.
Irishman’s Shanty was the first of the 392nd’s planes and crew to complete their
30 missions. This film is to be their story. The working title of the film is Crew
713, that may or may not be how it finishes up.
A lot of work has already been done in the USA including many hours of
footage with the Collings Foundation B24. Many hours of film were taken inside
the Collings B24, and almost the same amount of it airborne. There has also been
a computerised animation programme devised that can put the Collings plane
into an animated sequence ‘as itself’’, so that should produce some seriously
authentic looking sequences in the film. Obviously there will be old footage and
some modern pieces cut together to make it all work.
One of the film’s production units will be working in the UK over the summer
this year doing background footage and recording some interviews with the
English people who knew the O’Sullivan crew during their stay in Norfolk. (and
indeed they two are generally of the same age as the crews themselves.
There is a web site www.crew713.com that tells you more than I can write
here, but I suggest it is well worth a look. In it you will see the Production
Company have been kind enough to list me in the credits as one of then unit’s
historians, and recent e-mails and phone calls indicate that I may be needed to
do a piece to camera, though quite what is needed I have not yet been told.
Again it is great to be able to assist with keeping the memory alive of those of
you who flew out of England on those dark days all those years ago. It is projects
like this that will help future generations understand a little more what all the
guys in the Army Air Force did for us, and perhaps give them something to think
about. Let’s hope so.
Best wishes as always from Shipdham.
Peter
--6
�THE WORST MISSION I EVER FLEW
By Norman R. Chown, 506 Sq.
One mission I can never forget; it was
just like it happened yesterday—The
Tirstrip A/F in Denmark.
It started out with the briefing
officer stressing that the target had to
be visual. The target was in German
occupied Denmark. “You are not to
bomb through clouds or fog or smoke.
You must be able to see that target.
Under no circumstances do we want to
harm or hurt any of the Danish people.
The people of Denmark are our friends,
and we must take great care to protect
them. If you cannot drop the bombs
at the target, there is a designated area
in the North Sea. We do not want you
to attempt a landing with bombs on
board.”
The mission seemed simple. Some
would call it a milk run. To me, the
worst part was the coming and going.
It was over the North Sea, and I always
felt uneasy, flying over water in a B-24.
The plane was not known as a great
plane for ditching.
There was also the “humor” that the
North Sea was so cold, a downed flyer
could not last longer than 20 minutes
on the warmest day of summer.
As a Radio Operator, I had a special
job on this mission. I was to monitor
the SOS frequency #500, and do
anything I could to assist a plane in
trouble.
At the proper time, we took off,
formed and headed for the target.
Once we were over the North Sea, I
switched to the 500 frequency to listen
for SOS.
I had expected to hear Morse Code,
and it surprised me when I heard a
voice that had to be German calling
“Actung Luffwaffe” over and over.
I thought, “Oh Hell! They know
we’re coming and we’re going to have
fighters for the whole mission.” I
repeated my fears to the crew, and told
them to keep an look out for enemy
fighters. In my youth, I called them
Bandits!
We flew at least 3 hours to get to
the target in Denmark, and every 15
minutes or so, the German voice called
for “Actung Luftwaffe”. Each time, I
imagined we were going to go down
in that cold, cold, cold North Sea. I
begged those gunners to keep their
eyes open.
I activated the bombs by removing
the cotter keys, long before reaching
the target. I wanted to make sure we
could get out of there as fast as possible
if necessary.
When we got to the target, it was
not visible—just 100% cloud coverage.
I hoped we would get out of there as
soon as possible. But no, the leader
was hoping the clouds might go away,
so we flew around for a while, waiting
for the target to get visible. I figured
this would be my last mission. If the
Luftwaffe didn’t get me, we would
run out of gas, and the cold North Sea
would do the job.
Eventually we headed back to the
base, and we arrived at the place to
drop our bombs. I was exhausted from
fear—fear of nonexistent enemy planes,
and fear of the North Sea. I did not
replace the cotter keys in the bombs,
and when they hit, they must have
given a real thrill to a lot of fish.
At the de-briefing, I told the officer
about the Luftwaffe calls, and the fears
I had. He then put the knife in and
turned it good.
“Sorry gentlemen,” he said.
…continued on page 8
7
�JAIL BAIT AND THE LEO D. CROOKS CREW …continued from page 7
“Because there was no enemy action,
flak or planes, this cannot be counted
as a combat mission, and you get no
credit.” Some days were like that!!
So I spent six hours experiencing fears
of a nonexistent enemy action, which of
course, brings to mind FDR’s warning
about Fear. (His words did not occur to
me at any time during those six hours.)
Ed. Note: Will Lundy recorded
this trip to Denmark took place 2
April 1945. Norman Chown flew 20
missions, and returned safely to the ZOI.
After the war he became an Attorney
and Public Defender.
EDWARD MAZER REMEMBERED FREDRICKSHAVEN
AS DO MANY MORE MEMBERS OF THE 44TH BOMB GROUP
18 MARCH 1944
the same altitude. I see in the Journal,
that Col. Gibson also remembers this
raid, but a little differently than I do!!
Ed. Note: T/Sgt. Edward Mazer
was a radio operator on the Gilbert
Abell crew. They were flying in Judy’s
Buggy.
Will Lundy’s report: The target
was the Manzell Air Armaments, and
it was hit with good results, but at a
high cost. Eight planes failed to return
to Shipdham; fortunately, six had
made it safely across Lake Constance
into Switzerland. They were interned,
but many escaped and returned. The
506 Squadron lost 2 planes with 6 KIA
and 13 POW with 1 injured; 1 gunner
evaded & returned.
Col. John Gibson was in the Lead
Ship. The target was cloud covered.
We were at 18,000 feet. The Lead Ship
decided to go to the Secondary Target.
As we were preparing to leave, the
clouds disappeared, and Col. Gibson
decided to hit the Initial Target. But…
we came in at 18,000 feet again. This
proved disastrous. The Nazis had us
zeroed in, and all hell broke loose. I
cannot remember how many planes
were lost, but one was too many. My
memory is that planes were falling
all around us. German fighters were
taking their toll, but we managed to get
back to Shipdham intact.
I have always wondered why the
Colonel went right over the target at
The only difference between a Tax Man and a Taxidermist
is that the Taxidermist leaves the skin.
Mark Twain
The irony of life is that by the time you know your
way around, you’re not going anywhere.
8
�TAIL GUNNER FORREST S. CLARK REMEMBERS FLYING INTO
GREENLAND, ENROUTE TO SHIPDHAM WITH THE ROCKFORD
GRIFFITH CREW
It had been bad weather much of
the way from Goose Bay, and we had
to pinpoint our approach and landing
to the BW1 runway that was backed
by a glacier. There was thick fog, and it
had been snowing as we approached.
For what seemed like a very long time,
we searched for the correct opening to
find the airfield.
We had been briefed about the
extreme hazards of flying on approach
to BW1, but no briefing could have
prepared us for what we saw—or did
not see- as we groped in the Greenland
fog for the runway.
Abe Sofferman (Radio Operator)
and I had reeled out the training wire
antenna to tune in to the Greenland
frequency, and Abe was taking it easy
in the rear while I was up front in the
small radio compartment, and had
earphones on listening to the ground
station at BW1. Suddenly there was
a tap on my shoulder, and William
Weatherwax (Co-Pilot) said, “We’re
coming in.” Immediately I glanced
through the small window and saw
towering icy cliffs all around us.
I flicked the reel-in switch to retrieve
the trailing wire, but it was too late,
and the next thing I felt was the bump
as we hit the runway. The trailing wire
snapped off, sending the metal fish
flying. All at once I had a shock, as
the antenna wire hit the pavement of
the runway. I pulled off my hand and
reported, “We just lost the antenna.”
When we taxied in to our assigned
space, Griffith and Weatherwax said
nothing, but someone on the ground
must have reported it, because an
officer came over and asked who was
responsible for the accident—having the
trailing wire out. I had to admit it was I.
Then I caught hell from the ground crew
The next day Harold Hammon
(LWG) gave me a firm lecture about
teamwork. Then we all tried to climb
the glacier, along with Jim McMahon
of the crew following us. So much for
BW1, a cold place in nowhere. The
Eskimos were off limits, although there
was a native village near the base. All I
could think of ‘what was I doing in this
God-forsaken place in the middle of
snow and winter coming?
CAPT. ROY BOGGS AND THE MISSION TO HARBURG
Capt. Roy Boggs, 68th Sq.: On our mission to Harburg, 17 January
1945, we encountered intense flak; and on returning, counted 317 holes
in our plane. The Elevator Control Cable was severed in the waist section,
but the Auto Pilot was OK. We flew on it until our 19 year old Engineer
(Joy F. Rehmel) spliced it together with some copper wire and a piece of
trim tab cable. I recommended him for a Distinguished Flying Cross,
which he received.
Since our trim cable was gone, I had everyone we could get into the
rear of the plane for landing. I still have the cable splice which was given
to me by the mechanic who repaired it.
Ed. Note: The Database credits this mission to Cologne. Harburg must
have been a nearby target.)
9
�THE ARMY HERITAGE EDUCATION CENTER IN CARLISLE
NOW OWNS A B-24 (IN CANVAS)
Perry, Lois & Mike
The presentation was made by Perry Morse and Lois Cianci to Mike Perry,
Executive Director of the Center. It is hanging in Mike’s office, and any B-24
admirer is welcome to come and view this piece of art.
Avenger was painted by a well known artist, Mike Nelson, in honor of
Alfonso Terwey, Waist Gunner on the plane, and a tribute to all the brave men
who made the ultimate sacrifice for us all.
Nelson did the research on the fate of the men on Avenger’s last flight:
“On 16 December 1943 the Avenger was heavily damaged over Germany by a
flak burst in the bomb bay of the aircraft, knocking out the #3 and #4 engines
and all communication with the crew in the rear half of the A/C. After ordering
the four crewmen in the front to bail out over Germany, the pilot attempted to
fly the heavily damaged plane back to their base in England in an effort to save
the crewmen in the rear of the plane. Once over England, he attempted to crash
land on a beach south of Hull, England. Unfortunately, the pilot didn’t know
that the beach had been mined, and all aboard perished.”
Editor’s note: Mike Nelson is a retired U.S. Marshal Chief. He is an
accomplished painter, and his works, including this painting can be found at
Nelsonfineart.com
The Avenger arrived in Shipdham in September 1943, and was assigned to
the 66th Squadron; a year later, was transferred to the 68th Squadron. She flew
37 missions, including such awesome missions as Kjeller, Kiel, Ploesti, Wiener
Neustadt and Foggia.
Nelson’s painting was in honor of a family member, Alphonse Terwey, Right
Wing Gunner, who was KIA, but also for all airmen who sacrificed in WWII.
Five members of the crew bailed out and became POW: John Griffin, Co-Pilot;
Anthony Piccolo, Navigator, John Buckholts, Bombardier; Chester Martin,
Radio Operator and Patrick Fries, Engineer. The men in the rear of the plane did
not get the ‘bail out’ signal. The Pilot, Parke Jones, was KIA, along with Michael
Zdonick, Hatch Gunner, Wilson Besse, Left Wing Gunner and Gordon Rhodes.
Tail Gunner.
10
�ALGENE KEY (66TH SQUADRON) AND THE AVENGER
One of the most famous names in early aviation was Algene Key. He and
his brother Fred set an endurance record, flying 653 hours and 27 minutes on
a noisy trip around their hometown of Meridian, Mississippi. (That record was
never broken until the astronauts went into space.) Fred & Algene were early
innovators of air-to air refueling. When WWII began, both brothers attempted to
join the AAC, but were rejected, even though these two barnstormers had flown
more miles than any other airman on the planet. Both were color blind! After
further thought, they were accepted.
Algene flew four missions with the 66th Squadron, the third was on the
Avenger. The target was on Romilly-Sur-Seine in France. The formation was
attacked by German fighters, and his Right Waist Gunner, Wilmer G. Lund was
mortally wounded.
Key saw maneuvering space, and did something only the most skilled and
courageous pilot would and could do. He drove directly into the path of the
fighters, forced them off their course of attack, and into position where Liberator
guns were able to get direct hits.
After his 4th mission, he was considered too valuable to risk losing. He was
called from combat and assigned to educating young pilots who would be
entering the war.
Bob Lehnhausen remembers Major Key—“As a new pilot, when I found
myself in the same Squadron and in the same room with my boyhood hero,
Algene Key, it was unbelievable to me.”
Algene Key was the first airman to be awarded the Distinguished Flying Cross.
He also received the Distinguished Service Cross, British Distinguished Service
Cross and seven bronze stars.
Wilmer Lund was the first man in the 44th to lose his life to enemy action.
Success is the ability to go from
one failure to another with no loss of enthusiasm.
Winston Churchill
Experience is not what happens to a man, but what a
man does with what happens to him.
Anonymous
America’s veterans have served their country with
the belief that democracy and freedom are ideals to
be upheld around the world.
John Doolittle
11
�WIENER-NEUSTADT EVOKES A LOT OF MEMORIES
When Richard E. Tuttle, Radio
Operator on A/C 42-72077, read that
Robert L. Disalvio had folded wings,
he was reminded of the two years he
spent with Disalvio and Donald Bridges
sharing a cramped space in a corner of
Barracks 37-B in Stalag 17-B near Krems,
Austria. (Bridges & Desalvio were on
Fascinatin’ Witch, piloted by Richard
Bridges, who managed to escape and
return to Shipdham.)
The pilot of Tuttle’s plane was
Thomas Hopson. The first fighter
attack knocked out the plane’s
intercom, so they lost contact with the
rear or nose section. Also, #4 engine
was hit, and a fire started in the wing
behind it. The tail section was also hit,
so controls became difficult. A climb
to the right began, which could not be
controlled with the #4 engine feathered
and #3 redlined (maximum power).
The next attack hit the nose and
cockpit, knocking out autopilot
controls. The plane went into a spin;
the pilot lowered the flaps to control
the spin, permitting six members of the
crew to bail out at about 5,000 feet,
Tuttle among them. Four were KIA.
When the Russians reached Vienna in
the spring of ’45, the Germans marched
the prisoners west in the famous March
of the Kriegies. Tuttle was able to
escape the first day of the march, and
met the American forces near Friasteut,
Austria on VE Day.
Tuttle remembers other awesome
experiences, including the Ploesti Raid.
He was flying in Mister 5 x 5; tracers
filled the air on the bomb run. Major
James Beam piloted that plane, as the
regular Pilot and Co-pilot were ill. They
got through that mission unscathed.
Tuttle had also survived two plane
crashes, previous to his mission to
the Messerschmidt plant at Wiener
Neustadt. One was in Benghazi—
caused by on-tail skid. Fortunately
there were no injuries. The other was at
Shipdham, caused by the collapse of the
nose wheel. He was sent to the hospital,
but rapidly recovered, except for the
memory, of course.
Ed. Note: After all of those awesome
events, relived over and over, Tuttle
became philosophical; he wrote a book:
Nevada City & Beyond, an Unscripted
Life. It begins it with memories of
Benghazi:
Benghazi, Libya, 1943. What a mess.
In the beginning, there were the Arabs,
destitute remnants of the imperious
Ottoman Empire; then came the
swaggering Italian conquerors dreaming
of the glory that once was Rome; then
came the Brits, bombing and shelling
their way into town, and kicking
the Italians out; next came Rommel,
bombing and shelling his way into town
and kicking the Brits out; then came
Montgomery, bombing and shelling his
way into town, and kicking Rommel all
the way out of Africa; and finally came
the Americans, quietly jeeping their way
into the ruined city, seeking a base from
which to bomb Romanian oil refineries.
Tuttle remembers dysentery,
presumably caught by eating grapes
contaminated by natives using human
waste for fertilizer: A nasty disease,
this dysentery is a lingering chronic
illness which can resurface after years
of latency. The treatment for it in the
Libyan desert in 1943 varied greatly.
The afflicted would report to sick
call, unsure whether he would see
Major X, who prescribed paregoric (an
opium-derived euphoria-inducing drug
welcomed by a sick soldier) to tighten
him up; or, on the other hand, Captain
…continued on page 13
12
�WIENER-NEUSTADT EVOKES A LOT OF MEMORIES …continued from page 12
Y, who firmly believed the thing to do
was to flush out offending surfaces with
caster oil…
We had flown down from England,
past Gibraltar, to attack Nazi oil fields
in Romania. Leaving Cornwall we flew
over the Bay of Biscay, confident we
were too far out to sea for Nazi fighters;
all available space was so stuffed with
spare parts and supplies, we did not
even try to man the guns, leaving us
utterly defenseless. This lax practice
was corrected after June 1943 when a
long-range German fighter—a Junkers
88 twin engine plane—shot down an
unarmed transport, killing British actor
Leslie Howard.
We rehearsed the low-level raid over
realistic mock-ups of refinery targets,
set up in the desert with the help of
British engineers who had designed
and built the original facilities not long
before, when the world was at peace.
When not engaged in such practice
runs, we helped with plane maintenance,
since we had left our full deployment
of mechanics and repairmen behind in
England, taking only the few who could
fly down in our planes. I remember one
day that our pilot, Captain Rebich, said,
he had been told that our chances of
surviving gunfire on the low-level raid
depended on how fast we could fly,
getting over the target in the least time
possible, and that a clean plane flies
faster. Figuring it was worth a try, our
whole crew spent a day under the hot
desert sun, scrubbing dust and dirt off
the wings and fuselage, using aviation
fuel as the cleansing agent… no small
chore with a 110-foot wing span and the
B-24’s fat fuselage.
Tuttle’s evaluation of the Ploesti
Raid: As to Ploesti’s spot in history, no
one ever claimed that Doolittle’s raid
inflicted on Tokyo any greater damage
than a gnat attacking an elephant’s
rump. But no other B-24 raid is
accorded such prominence in history
texts. (Just what is hell is this supposed
to prove? I’m damned if I know, except
that the Muse of History is neither fair
nor reasonable.)
Ed. Note: Tuttle’s book is a history of
his early life and the people who helped
shape his attitudes. He spent five years
writing this treatise. In many ways, it
points out America’s weaknesses and
bad decisions, but ends in an optimistic
note that America’s ability to exist
as a harmonious society, which may
somehow be adopted by the whole
world.
Nevada City & Beyond, An Unscripted
Life can be purchased at the Comstock
Bonanza Press, Grass Valley, California.
From the U.S. Air Force Manual: It is generally inadvisable to eject
directly over the area you just bombed.
The rescuer sees the bloodied pilot and asks, “What Happened?”
The pilot’s reply: “I don’t know. I just got here myself.”
From a Basic Training Manual: Airspeed, altitude and brains. Two are
always needed to successfully complete the flight.
13
�ALEX ZIEL A/K/A ADOLPH ZIELENKIEWICZ BOMBARDIER/
GUNNER ON THE DONALD HESKETT CREW 66TH SQUADRON,
REMEMBERS TWO REALLY BAD MISSIONS
(He changed his name because
Adolph was an unpopular name
for a Bombardier/Gunner in WWII;
furthermore, his 13 letter last name
was too long.)
18 November 1943
The mission was to the Heavy
Water Works in Norway, and the
airmen were told that the enemy
was busy developing a ‘super bomb’,
and that this mission was of utmost
importance. The enemy was busy
developing a super-bomb, a bomb of
unbelievable power, an atomic bomb!!
We were warned of the possibility of
encountering a new experimental type
of Nazi long-range interceptor aircraft.
It was to be a long, long trip over the
North Sea under winter conditions. If
you go down at sea, forget about hope.
We reached Norway just fine. Our
group of 3 squadrons stayed in tight
formation. No enemy fighters. Target
straight ahead. Started the bomb run.
Light flak. On the approach we were
caught by a burst of flak off our right
side. We continued the bomb run
successfully. On the turnaround, #4
engine started sputtering and smoking.
Then it died. Oh! Oh! We’re in trouble.
We were a long, long way from
England! Many hours and hundreds of
miles over the frigid North Sea!
What to do? Pilot’s decision. 2
choices: #1 Reduce airspeed to
conserve fuel for the long flight back
to England. This, of course, meant
dropping out of the group and losing
the protection of the formation. #2
Stay with the formation and trust to
luck. Our odds were very poor, one or
the other. Pilot chose #2, Luck.
We departed Norway in formation
of 3 squadrons. Things looked good
after 3 hours or so. Pilot said, “lunch
time. Smoking lamp is lit.” I got out
of my gun turret. What a relief! But
I couldn’t forget that we were on 3
engines, guzzling fuel fast. I went back
to behind the pilot’s seat, underneath
the top gun turret. The engineer stayed
in his top turret.
After lunch, I lit a cigarette. Rat tat
tat!! Sounds of gunfire! Our engineer
was firing his machine guns at Nazi
interceptor aircraft. I put out my
cigarette pronto and rushed to my
battle station. We had been attacked
by three German twin-engine fighters.
Their craft had the capability of firing
guns forward, and also had a set of
guns to fire rearward. That way, they
go into the bombers firing forward,
pass forward; then the rear gunner flies
rearward. There were three fighters,
one pass each. No hits, them or us. A
quick fight, but scary. That, plus the
thought of running out of fuel over the
frigid North Sea!.
Finally, after long hours and hundreds
of miles over the icy sea; finally, we saw
land ahead. England! Then one of
our three engines gasped and conked
out—out of fuel. We found an airfield,
but when approaching, another engine
gasped, grunted and died. With one
engine remaining, we were losing
altitude fast. The runway was dead
ahead. Chug! Chug! Fourth and last
engine died. DEAD SILENCE! THUMP!
THUMP! A B-24 bomber landing safely
on 4 dead engines is almost unheard of.
A crash is the usual thing.
Our pilot, Dick Harleman, made
the right decisions that brought the
…continued on page 15
14
�WIENER-NEUSTADT EVOKES A LOT OF MEMORIES …continued from page 14
Devastatin’ Diplomat in safely from
an exceedingly long and dangerous
mission.
Zeilenkiewicz’s evaluation of the
experience: In war, your life might
depend on the other guy’s making the
right decision.
Ed. Note: Zeilenkiewicz’s memory
of the pilot and plane differ from the
official records. Records indicate that
Donald Heskett flew that mission,
and the plane was Bull of the
Woods. Devastatin’ Diplomat is not
listed among 44th BG A/C, and Dick
Harleman is not credited with this
flight. However, I chose to use the
author’s version of the Kjeller mission.
Total truth is shrouded somewhere in
history!!
September, October, November,
December 1943—this was the time the
8th Air Force started flexing its muscle
in a big way against Nazi Germany, in
the expectation that victory would soon
follow. Out of 550 B-24 Liberators that
raided the Ploesti Oil Refineries, 55 did
not come back! We were losing 1500
aircrew members per week! German air
defenses were much stronger than our
generals thought.
Our bombers were missing their
targets; Nazi fighter pilots and antiaircraft batteries were shooting us
down. They were the Ace, and we were
the Bulls eye! B-17s were being lost at
4% per raid; that’s one out of 25! B-24s
were being annihilated at 5% per raid,
or one out of 20! Our combat crew
quota was 25 missions. You figure out
what our aircrew member’s odds were!
30 December 1943. Briefing. Target
Ludwigshaven industrial complex,
Rhineland. My regular combat crew
was not called, but I was. I was a
replacement for a bombardier-gunner
who was sick. I was a stranger in this
crew of ‘Bull O’ the Woods.” Altitude
18,000 feet. Hey, Nazi anti-aircraft
gunfire is god-awfully accurate at
18,000 feet! I asked myself, do the
generals and planning staffs know what
they’re doing? Our usual altitude was
28,000 feet.
Mid-morning takeoff, all 3
squadrons. We had Spitfire escort
into France, F-47 Thunderbolt escort
across most of France. F-38 Lightning
twin-engine escort was supposed to
take over. We were 100 miles from the
German border, but we could not see
any. I’m in my gun turret, alert, hands
on controls, eyes wide open; guns are
armed and ready. I’d swing my turret
slowly, left, right, searching for aircraft,
any aircraft. Blazing sun at 2:00 o’clock
PM was a blind spot. Interphone was
quiet.
Then…BOOM! BANG! EARSPLITTING
THUNDER AND LIGHTNIGH!!!!! Flying
shrapnel ripped the oxygen mask off my
face. FLAMES!!!
Three FW-190’s, Hitler’s best fighter
aircraft attacked us from out of the sun.
None of our 10 crew members saw
the attack coming. That’s how perfect
these fighter pilots’ positioning was.
Looking straight ahead, I couldn’t see
through the bullet-proof glass shield in
front of my face. It was milky-white;
a direct hit!! Something had tried to
knock my head off!! Stinging icy wind
was blowing in. Looking left, I could
see we were in a steep downward
spiral; both #1 and #2 engines were in
flames. The pilot’s voice came over the
interphone, “Bail out! Bail out!”
I tried to point my turret straight
ahead, so I could exit through the
double hatch behind me. The turret
wouldn’t move—no electricity. In
such a case, where the front gunner
is trapped inside his turret, it is the
Navigator’s duty to use the manual
crank in his compartment to enable the
gunner to get out. No Navigator!
…continued on page 16
15
�WIENER-NEUSTADT EVOKES A LOT OF MEMORIES …continued from page 15
It was do or die! It was almost
impossible for me to turn around and
squirm through the not fully-open
escape hatch. I was weakening from
the lack of oxygen. Fortunately, I was
wearing a thin British parachute. (The
American version was thick enough
to have bottled me in for good!) I
squeezed myself into the Navigator’s
compartment. Apparently the navigator
had already bailed out. Thanks,
buddy. The front wheel was down,
wheel hatch open. I crawled into that
hole. EXIT! Icy air. I had only enough
strength to pull the ripcord. POP! Me?
Unconscious, dangling in midair. MY
LUCKY DAY!
I was awakened by the whoosh of a
fighter plane that flew directly above
me. Whoosh, another, only this one
was below me, or was it in the same
plane? I was hanging in my parachute
somewhat crooked. Then I noticed that
my right leg strap was open! Wow!
I must have forgotten to relock it a
couple of hours ago when I plugged
my electrically-heated flying suit. I
heard anti aircraft fire in the distance;
shooting at our bombers. I looked
down—straight down to a forest! What
do I do now?
Lt. Ziel landed in a tree. He was able
to extricate himself, follow instructions
about hiding his chute, and look for
help. Since the bombing was planned
at 18,000 feet, he wore walking shoes.
His escape kit had a compass, maps,
French and Spanish money, but no food.
Luckily he passed some farms where
fresh vegetables—tomatoes & turnips.
After lunch he walked to an inhabited
area—the village of Juvigny, where he
used his best French to accost a man,
saying, “Je suis Americain. Povez-vous
m’aidez?” The man ignored him. He
worked up the courage and knocked
on the door of a house. A voice inside
said, “Kto to jest, hohana?
This was Polish. I am Polish! I
blurted, “Jestern Amerikanin.” I was
welcomed. The host farmer and
his wife sat me down at the dinner
table. The man in black was a Catholic
priest invited over for dinner—roast
duck, freshly baked dark bread, boiled
potatoes and turnips.
Ziel’s newfound friends directed him
to an apartment in Soissons, a long
walk at night, but he evaded Germans
and arrived at the assigned apartment
house. His host was a fortyish Pole who
immediately gave him a place to sleep.
He slept until noon. This was December
31st, so he and his newfound friend
spent New Year’s Eve together with a
bottle of vodka.
His next stop was in Paris where his
Polish Underground hostess was Pani
Zojsia. Her husband was a courier for
the Polish Underground. He traveled
between Paris and German-Occupied
Poland. He usually returned to Paris in
a month, but this time he was seven
months late.
Word of Ziel’s plight went to the
French Resistance; but always, the
word was ‘wait’. During that period he
encountered German soldiers, to whom
he showed his fake ID.
From there he moved to another
apartment where he encountered
three other American flyers, also two
British military agents, freshly arrived
by parachute. During that time, there
was information that the Germans were
killing Jews, but nobody believed it.
The Nazis were doing a very effective
job of concealing their DIRTY LITTLE
SECRET—genocide of six million Jewsman, women and children.
It took a couple of months for the
Paris escape apparatus to work. I was
housed and fed by the Polish Resistance,
then transferred to the French
Underground. 13 of us evadees
…continued on page 17
16
�WIENER-NEUSTADT EVOKES A LOT OF MEMORIES …continued from page 16
traveled as a loosely spread-out group
via passenger train to the city of Foix in
southern France, at the foothills of the
Pyranees Mountains. This was around
March 1, 1944.
The train ride was uneventful… A
German Army officer was passing through
the car. He looked left and right, cheerfully
saying, “Goot Morgan. Goot Morgan.”
One of our guys, a Flying Fortress tail
gunner, unknowingly and cheerfully
replied, “Oh, Good Morning, Sir.” I
cringed. Luckily Fritz didn’t get it. He kept
on going, saying “Good Morgan.”
The end of the line was Foix. We had
been warned not to get near the exits,
to stay scattered inside the station…
wait for a signal. I walked around at
a slow pace, eyes and ears open. A
German soldier walked up to me,
cigarette in hand and asked me if I had
a light. I did: a French lighter for which
I had swapped my old American Zippo
lighter. I lighted his cigarette. He said,
“Donkoo Shane” and went off.
The signal came. We followed the
guide, slowly, one by one, into the same
tunnel our train came out of. Must
have been a half mile of hard rock. Very
uncomfortable. Very dark. Some of us
had flashlights. Finally daylight.
Our French Underground guide had
taken us through the very tunnel from
which the train had exited. He led us to
a cave on the outskirts of the city. We
entered the cave , and he instructed us
to stay there until another guide arrived.
“Don’t show yourselves; don’t make
sounds that could be heard outside”.
What an uncomfortable place to be!
Just a little bit of daylight…hardly any dry
spots to sit on. If we sat on the ground
for a few minutes, we got chilled. So we
stood until we couldn’t stand any longer.
We waited and waited. Night arrived—
no rescue. It was hell on earth.
Ziel’s remembers help arriving, warm
food, warmth; his next memory was in
a barn with 12 other evaders. A French
farmer was their host, and they received
one mutton-potato stew per day. It was
comfortable and congenial. They slept
on hay, close together to conserve body
heat- toe to toe, six on one side, 7 on
the other. His companions were: a B-17
tail gunner, a full colonel, shot down
on his first mission; an Ace Spitfire
pilot—shot down for the second time;
an American fighter pilot. The majority
were 1st and 2nd lieutenants—2
English, 1 Dutch, 10 Americans, most
B-17 & B-24 combat crew members.
This group knew they had to walk
across the snow capped Pyranees
Mountains. There was no road, no
path, mutton-stew with potatoes and
dark bread every day, and melted
snow for water. The Tail Gunner had a
problem keeping up, so they left him,
with instructions how to press forward.
Neither understood the other’s
language, so Ziel served as interpreter.
…Optimism was as strong as other;
we all treated each other with respect
and decency…brotherly and helpful
attitude toward each other…all friends.
Toward the border, we stopped at
an old farmhouse to pick up our new
guide, a Spaniard. Our French guide’s
job was done. Back to Paris for him.
The new Spanish guide and our French
guide were trying to come to some
agreements between them, and can
you believe this? Neither understood
the other’s language!! I served as
interpreter. By that time my French
wasn’t bad, and I remembered my two
years of Spanish in high school.
On March 13, 1944, our group of
Allied Air Force combat crew evaders
crossed the border of Nazi-occupied
France into Andora, the independent
little tourist country between France
and Spain, high up in the Pyranees.
…continued on page 18
17
�WIENER-NEUSTADT EVOKES A LOT OF MEMORIES …continued from page 17
FREEDOM AT LAST FROM THE NAZI
THREAT!! MOST OF OUR PARTY WENT
BANANAS, SHRIEKING, JUMPING,
SCREAMING, YELLING, HOORAY. Then
on to mucho grandioso—a hotel to
stay in…beds to sleep in…world’s best
food…cigarettes…wine. Our true hosts
in absentia were the British Intelligence
and the British Embassy. Oh how good
was that wonderful Spanish chow!
Never before had I tasted food so
gloriously delicious!
Next destination was Seville, then
Barcelona. We arrived at the right time
to join the Barcelona citizenry at the
Arena for BULLFIGHTS.
Next stop: Gibraltar, then Casablanca
Air Force Base. Then England.
Ed. Note: Alex Ziel’s picture will be
placed in the Musee de Resistance. This
museum in Gratenoix, France, honors
the French Underground. Did you
escape captivity with their help? They
would like to have your picture & story.
LT. NORMAN NUTT’S HISTORY IN THE CARLISLE RECORDS
(wartime fare before computers
were invented) and was
reminded that things were very
different, 65 years ago. The
folder had details about Nutt’s
history since entering the Air
Corps until his discharge after
the war was over.
Morse and Mira were
standing near a line of red
bricks, many festooned with the
Flying Eight Ball over the names.
The 44th Bomb Group is well
represented on the Soldier’s
Walk.
Norman Nutt was a pilot in
the 66th Squadron. According
to the Database, he flew 19
missions from January to April
1945. He flew one mission into
France, and eighteen into Germany,
bombing marshalling yards, railroads,
airfields and oil refineries. Many
missions were in a very popular plane,
Glory Bee.
Perry Morse presented a folder
of Norman Nutt’s WWII experience
to Michael A. Mira, Registrar, on the
Soldier’s Walk at the Army Heritage
Education Center in Carlisle, PA.
Mira looked at the carbon copied
messages, written on very thin paper
Old age is like a hot bath. The longer you stick
with it, the more wrinkled you become.
18
�RADIO OPERATOR MAX VEITCH AND HIS MEMORABLE JUMP
On our 18th mission, we were flying
a PFF ship to bomb an air field at
Neuberg, Germany. We lost 2 engines
over the target. We called for fighter
escort, but could not get any. We then
proceeded to head for our own lines.
We had to throw out all unnecessary
equipment in order to stay airborne.
We were somewhere near Stuttgart,
Germany when there was an explosion.
I was in the bomb bay throwing out
equipment when I felt the explosion and
realized the ship was in trouble, and felt
like it was going down. It happened so
quickly that I had time to only buckle
one side of my chest chute to my
harness and jump out of the plane. As
I was floating down in my chute, I saw
three German 109’ following the ship
down, and did not see it hit the ground.
I saw only three other chutes.
I landed in a small wooded area at the
top of a hill. It did not take the villagers
long to get up the hill and find me.
They had double barreled shotguns and
pitchforks with them. I was captured
alone, as the other three men landed
across a large river near another village.
I was put in a room in a house, and did
not see who the other men were until
that night when I was put into a car with
them. We were put into a small jail cell
in a village somewhere for a few days
with only bread and water to eat.
After about a week or more, they
took us to a train station in Stuttgart
and sent us to the German town of
Goppingen, where there were four
German Hospitals. We were put into
a room with German soldiers until we
were liberated. Our Tail Gunner died
in the hospital and was buried in a
cemetery not far from the hospital. We
were liberated on 21 April 1945 by the
44th Infantry Division of the Army.
Report by Will Lundy: The crew of
#42-51907, 66th Squadron, piloted by
Robert Podojil was the single loss on this
mission to the Jet Plant Assembly Factory
in Neuberg, Germany. Losses were:
Robert Podojil, (KIA); Frederick Ritter,
Co-Pilot (KIA); Dudley Chase, Navigator
(KIA); Walter Crane, Bombardier (KIA);
Bernard Bail, Radar Navigator, (POW,
wounded); Theodore Reichenback,
Engineer (KIA); Max Veitch, Radio
Operator (POW); William Clark, Nose
Gunner (KIA); John West, Right Wing
Gunner (KIA); Walter Mosevich, Left
Wing Gunner (POW; Norbert Schmitz,
Tail Gunner (POW, wounded, died later).
According to Lt. Bail, they were the
Lead Ship on this mission, and were
attacked by fighters. They called for
fighter support, but it was not available.
The pilot attempted to fly back to
friendly territory, but was not able. It
was the first time Bail had flown with
this crew. It is believed that Dudley
Chase had been killed by civilians.
CAN YOU REMEMBER THESE LONG-GONE ITEMS?
Black Jack Chewing Gum, Wax Coke-shaped bottles with colored sugar water,
candy cigarettes, home milk delivery in glass bottles with cardboard stoppers,
Howdy Doody, S & H Green Stamps.
Here’s a bit of Trivia: At the time of Pearl Harbor, the top US Navy command
was called CINCUS (pronounced ‘sink us’), the shoulder patch of the US Army’s
45th Infantry division was the Swastica, and Hitler’s private train was named
‘Amerika’. All three were changed for PR purposes.
From the Infantry Journal: If you see a bomb technician running, try to keep
up with him!
19
�SPEAKING OF THAT GREAT PRATT & WHITNEY ENGINE:
Chris Clark, gramdson of a 44th BG
veteran found a full page advertisement
in the National Geographic Magazine,
June 1944. Referring to the Ploesti raid:
“The medals waiting for them are the
least these men of our Air Forces have
coming to them. They deserve more
than our cheers—they deserve the very
best we can give them to work with…
We know that every shining Pratt &
Whitney aircraft engine that rolls from
our plant marches straight into a brandnew Liberator bomber… We aim to give
that bunch the very best there is.”
Ed. Note: 65 years later, the Pratt &
Whitney engine is a proud exhibit in
many historic museums in the country.
Pratt & Whitney Engine
SOME OF THE CREWS THAT WON THE WAR
67th Squadron: The Lester Hundelt Crew,
not individually named. Adolph Hofferber, CoPilot; Darrel Hagenah, Navigator; J. J. Renzl,
Bombardier; Harry Moss, Radio Operator/Gunner;
Joseph Chabra, Engineer; Byron Nelson, Right
Wing Gunner; Jack Porter, Left Wing Gunner;
Benjamin Conroy, Tail Gunner. (Third from the left
is Jack Porter) (The critter on the officer’s shoulder
is a live pet raccoon. Apparently they couldn’t find
a dog or cat.)
From Dorothy Guerra, daughter of Richard
(Dick) Coward, this picture of the Robert
(Bob) Seever crew, 68th Squadron: Front Row
L-R: Albert Pschirer, Engineer; Charles “Leon”
Daughtry, Radio Operator; Richard “Dick”
Coward, Nose Gunner; Charles A. Olewine,
Waist Gunner; Harold Whitten, Waist Gunner,
Lee R. Denham, Tail Gunner. Back Row: Robert
“Bob” Seever, Pilot; Hugh C. Maxwell, Co-Pilot;
Donald “Don” Jenkins, Navigator; William “Bill”
Zoellmer, Bombardier.
…continued on page 21
20
�SOME OF THE CREWS THAT WON THE WAR …continued from page 20
On 30 September 1943, the Arthur Ledford
crew (66 Sq.) was on a mission to Marshalling
Yards in Hamm, Germany. My Sad Ass was hit by
flak, the Tail Gunner was KIA; all other members of
the crew became POWs.
Not individually named: Arthur Ledford, pilot;
Harold Armstrong, Co-pilot; James Tomblin,
Navigator; Richard Pascal, Bombardier; Edward
Sharp, Radio Operator/Gunner; William Wrights,
Engineer/Top Turret Gunner; Fred Wiener, Right
Wing Gunner; Pervis Bertolio, Left Wing Gunner;
Harry Starr, Tail Gunner.
The Edgar (Jay) Spencer Crew (67th Sq) Front
Row L-R: Henry Fishbone, Radio Operator; Eddie
Picardo, Tail Gunner; Thomas (Tommy) Stewart,
Armament Gunner; Robert (Bob) Burdick, Belly
Turret Gunner; Peter (Pete) Moskovitis, Engineer;
George Schofield, Waist Gunner. Back Row L-R:
John Beavers, Navigator; Frank (Mike) Colella,
Co-Pilot; Edgar (Jay) Spencer, Pilot; William (Bill)
Crean, Bombardier.
WWWWWWWWWWWW
TOM PARSONS’ BULLET
By Martha Pedersen
In 1942 you could buy just about
anything in London. Tom Parsons had
heard all the theories about how to
stay alive during the war. The one that
captured his interest was, “The only
bullet you have to worry about is the
one with your name on it.”
Knowing that most people had
no control over that, Tom decided to
do something about it. During his
first pass to London, Tom bought an
unexploded 20mm German aircraft
cannon shell. It was perfect! He
kept it safe until he could get back
to Shipdham where he made it his
own. A visit to the paint shop—and
“Tom Parsons” was painted on that
bullet. Carrying a potentially live shell
in his parachute bag seemed like a
bad idea. A member of the ordnance
crew removed the powder. Tom now
had a safe shell, with his name on it,
to carry with him on every flight. It
must have worked. Tom finished his
tour and returned home. The bullet
with his name on it is still part of his
memorabilia collection.
V
“A Little Friend”
21
�SAVANNAH AND THE 44TH BOMB GROUP REUNION
Lowell & Jackie Roberts
As the time
drew near for
the Reunion, and
only a handful
had registered,
Jackie Roberts
burned up the
phone lines,
reminding people
that the 44th
BG Reunions are
the best way to
celebrate a noble
organization.
Ft. Jackson
changed its
format: in 1998
an opportunity
to revisit the
Chapel, and
attend a service,
honoring those
who served and
did not return.
Tom Parsons led
a small service
honoring his late
wife Sarah. Her
son and best
friend remembered Sarah as a kindly
woman and a fervent activist. (During
the Civil Rights Movement, she was
threatened by the KKK.) Tom placed
a very rebel-sounding man explained
Sarah’s ashes into a vault behind the
the purpose of it being built. It was to
chapel.
keep the British from going up the river
All of us would have loved more time at
to Charleston during the 1812 war. This the Mighty Eighth, but the time spent there
time they showed us the mechanics of
was exhilarating. The Ploesti Diorama with
loading and firing a cannon. Among
low flying planes and high reaching flames
the dubious decisions that were made
was placing the powder room high on a
hill. Fortunately, it never got penetrated
by enemy arms.
Lunch at the Crab Shack was
different—a wonderful opportunity to
view a whole bunch of small alligators,
and a chance to dine on alligator meat.
IT TASTES LIKE CHICKEN!
Sign of Mighty 8th Museum
The Mighty Eighth Museum provided
…continued on page 23
22
�SAVANNAH AND THE 44TH BOMB GROUP REUNION …continued from page 22
Back Row, L-R: Stanley Reed—68th Sq. Waist Gunner; Arthur Holt—66th Sq. Bombardier; Don
Williams—67th Sq. Adjutant; Charles Tilton—68th Sq. Bombardier; George Washburn—68th Sq. Pilot;
Dick Hruby—506 Sq. Pilot; Sterling Dobbs—68th Sq. Pilot; Jack Schiffer—44th Medium Bomb Wing,
Barksdale 1950’s; John Clark—67th Sq. Pilot; Chris Spagnola—67th Sq. Pilot; Frank Schaeffer—506 Sq.
Flight Engineer (Evadee); Joe Lentz—67th Sq. Tail Gunner.
Front Row L-R: Tom Parsons—68th Sq. Waist Gunner: Tony Mastradone—67th Sq. Medic; Doug
Hobbs—67th Sq. Waist Gunner (POW); Jerry Folsom—506 Sq. Co-pilot; Nathan Woodruff—506 Sq.
Flight Engineer; John Gately—67th Sq. Waist Gunner; Perry Morse—506 Sq. Tail Gunner; Lee Aston—
67th Sq. Navigator.
were clearly demonstrated. The video
alongside told the entire story—starting
with the decision of FDR and Winston
Churchill to go for the oil fields as a means
of slowing the Nazi war machine. The
men who made the decision to tackle the
assignment by low flight were highlighted,
along with the problems that ensued en
route. The number of losses, the valor of
the airmen and the presentation of awards
were all part of the video story. It was
marvelously recounted. The late President
Roy Owen would be delighted. He had
found the artist and arranged for the
diorama to be installed.
Here we lined up our veterans—all 20
of them for a picture in the photo gallery.
Chris Spagnola, Lee Aston and John
Gately were on the same crew.
Jerry Folsom, Nathan Woodruff and
Perry Morse were on the same crew.
Three shots and a bugler paying taps
were a somber ending to the visit at
one of the world’s truly great historical
museums.
With a skilled Captain in charge,
Savannah River Cruise provided a great
opportunity for food and a view of this
historic stream. We passed the famous
statue of the girl who couldn’t break
the habit of waving to all who floated
by!!
The Bus Tour through Savannah was a
study in hundred year old trees, tales of
famous people, statues of Confederate
Generals, and homes shared by slaves and
owners. They lived on different levels,
and entered through separate doors.
The driver did not hesitate to remind the
BG passengers, that this country did not
always provide ‘justice to all.’
If you would like a full pictorial
review of the Reunion on a disk, contact
Tom Wolf. He supplied many of the
…continued on page 24
23
�SAVANNAH AND THE 44TH BOMB GROUP REUNION …continued from page 23
pictures in this report. 2400 South
Meadowlark Drive, New Berlin, WI
53151-3166.
L/Col. Scott Crogg, Commander of
the 44th Fighter Group and L/Col. Kent
Furman, Deputy Commander joined us
at the Banquet. Col. Crogg was the
spokesman, and he talked about the
history of 44th BG, having obviously
studied its glorious history. Both men
helped with the citing and pinning
of belated awards, also the honors
bestowed on deserving members.
Tom Parsons was presented a plaque
for his longtime efforts on behalf of
44th BG in supporting the Mighty
Eighth Museum.
Both Sterling Dobbs and Charles
Tilton, faithful Board Members, were
honored for their steadfast aid in
promoting the 44th in all projects.
Arlo Bartsch was honored for using
his technical skills to expand the Web
Page of the 44th, carrying its history
around the world. Unfortunately, Arlo
could not join us, so we missed an
…continued on page 25
24
�SAVANNAH AND THE 44TH BOMB GROUP REUNION …continued from page 24
L/Col. Furman
L/Col. Scott Crogg
opportunity to remind him he flew the
wrong plane—the Fortress!
Vice President and Historian Roger
Fenton could not be present to accept
our gratitude for his services. He was
given a plaque and a desk-size B-24.
Out of recognition for his great research
capabilities, the BG purchased a brick
for his father at the Army Heritage
Education Center in Carlisle. Milton
Feinstein, was a Navigator; he flew two
tours with the George Insley crew.
President George Washburn
declared he did not want a plaque and
did not need a model B-24—typical
gifts for deserving leaders. However, he
did not say ‘no etched glass plate’, so
he was presented one. George fell into
the presidency after attending only one
Board Meeting! When our beloved Paul
Kay unexpected folded wings, George
stepped in, and demonstrated true
leadership skills. A glass plate with a
picture of his favorite plane, Corky, is a
small repayment.
Jackie & Lowell Roberts got a fervent
ovation for their service as Treasurers,
but also for
their success in
orchestrating
this magnificent
reunion in
Savannah, and
others in the
past. Jackie
later confided,
she could
not speak,
she was so
Ruth & George Washburn
overwhelmed
…continued on page 26
25
�SAVANNAH AND THE 44TH BOMB GROUP REUNION …continued from page 25
with the applause. Later, they sent this
message:
”Jackie & Lowell would like you to
know what a Great Honor it has been,
to put on reunions in the past six years
for the Greatest Generation -– WWII. We
have belonged to the 44th Bomb Group
for 11 years. NOT long enough. We
have enjoyed knowing every one of you.
“We miss Roy Owen and Will Ludy.
They got all the information possible
on Jackie’s father. She went from
having one picture of him to two large
suitcases full of information on him.
And thanks to Lee Aston - all of his
medals.
“All of you will always be in our
hearts. We will be there to help in any
way we can until we write the last check
in 2013.”
Our Best to all, Lowell and Jackie
The hotel provided plenty of
opportunities for serious or light
conversations, even music for those
who couldn’t keep their feet flat on the
floor!
This was supposed to be the last reunion!! As it happens, a number of
second generation members want to rethink that decision. Read the 8 Ball Tails
for an update!
26
�THE 2ND AIR DIVISION’S CRUISE TO BERMUDA 44TH BGVA
The Royal Caribbean’s ship, The Enchantment of the Seas, managed the choppy
ocean around Cape Hatteras, and only two people got seasick. Reportedly, the waves
were higher that night, than when Hurricane Irene was hurling her winds at the restless
sea!
Perry Morse, Vice President of the 2 AD, was the sole passenger from the 44th
Bomb Group, but he was never lonesome. Among those thousands of passengers,
it was easy to spot a fellow airman. The 2 AD presented jackets to all members.
Their logo was boldly visible in the back.
A Disney-like train transported the island-curious veterans to the Mall and other
noteworthy sites on land. After a quick look, however, most returned to enjoy the
amenities on the boat. A few brave young folks enjoyed snorkeling and kayaking,
but always got back in time for supper.
Five Brits joined the veterans: Matthew Martin, Chairman of the Memorial
Trust Board of Governors; he was accompanied by his wife, Patricia: Andrew
Hawker, Governor on the Trust Board was accompanied by his wife Andrea: and
Libby Morgan, Librarian at the 2nd AD Memorial Library in Norwich.
Andrew Hawker
Matthew and Patricia
Libby Morgan
Libby presented a detailed description of the activities in the library, where
many groups gather to learn of “The Friendly Invasion,” which was the arrival of
the Americans to their shores. English children learn of American legends, such
as Johnny Apple Seed, and tales of the American west, including Cowboys &
Indians. College students can browse through books that show American history,
geography, customs and much more.
The Memorial Library is an integral part of the culture of Norwich. It was the
reason for the 2nd Air Division to unite, and creation of this Library was their goal.
After the Banquet featuring Lobster and other delightful sides, the 2 AD
reconvened for the Candle Lighting Ceremony. Charles Walker, President,
presented a check for $10,000 to Matthew Martin to be used for ongoing care of
the Library. Certificates of attendance were presented to every veteran.
This reunion, purported to be the last, was so successful, members decided to
hold one more. It will be in Chicago, the place where they first met and decided
to build a Memorial Library. Members couldn’t resist taking one more look at their
roots. More information will be available as the plans unfold.
27
�AWARDS, DECORATIONS & MEMORIALS
R. Lee Aston, Director
LAST REUNION BANQUET AWARDS, SAVANNAH, GEORGIA, OCTOBER 16, 2011
Three belated medal awards were made to 44th BG veterans at the Sunday
night Banquet ceremonies. Guest Speaker, Lt. Col. Scott Crogg, Commander,
44 Fighter Group, Holloman AFB, NM, and Lt. Col. Kent B. Furman, Deputy
Commander 44th FG, made the medal award presentations to the recipients
2nd Lt. Russell G. Erikson, 68th Squadron, of Quincy, Massachusetts, was
awarded a Distinguished Flying Cross in absentia due to Russell’s emergency
hospitalization immediately prior to his scheduled flight to the Savannah Reunion
with his four sons and one daughter. Lt. Col Kent Furman, Deputy Commander
of the 44th Fighter Group, Holloman AFB, New Mexico, read the belated DFC
Citation in Lt. Erikson’s absence. The DFC award was a correction for a 1945 AF
clerical error originally intended to award Lt. Erikson the DFC for extraordinary
achievement in flight on his #12 mission, January 14, 1945 to Hemmingstedt,
Germany. 1st Lt. Erikson subsequently was awarded a belated DFC/OLC#1 on
10/06/08 for completing a tour of missions. Russell Erikson became airplane
commander of the aircraft, Louisiana Belle, on exhibit, at Barksdale AFB.
Russell Erikson reported in late October that he had been released from the
hospital and is recovering.
Lt. Col. Furman , left, reads the DFC Citation for
2nd Lt. Russell Erikson in absentia. At right, Lt.Col.
Crogg, CO, 44th Fighter Group, Holloman AFB,
NM (Photo by Mary Aston).
Ca Dec. 1944: 2d Lt. Erikson receiving Air
Medal from 68th Squadron Crogg, CO, 44th
Fighter Group, Holloman AFB, NM.
#2nd Lt. John E. Clark, 67th Squadron co-Pilot of Belmont, N.Y., was
awarded an Air Medal/OLC# 1 for his missions flown # 6 to #11, flown
between 4/4/45 and 4/20/45. He was co-pilot on the Raymond Zamoni crew.
Lt. Col. Kent Furman, Deputy Commander, 44th Fighter Group, read the Air Medal
Oak Leaf Cluster Citation for Lt. Clark’s distinguished service and Lt. Col. Scott
Crogg, Commander of the 44th Fighter Group, Holloman AFB, New Mexico,
pinned the Air Medal/OLC#1 on John E. Clark.
…continued on page 29
28
�AWARDS, DECORATIONS & MEMORIALS…continued from page 28
Lt. Col. Furman, left, and Lt. Col. Crogg, CO, 44th
2 Lt. John E. Clark , ca 1945, Co-Pilot, 67th Sqdn.
Fighter Group, presented 2nd Lt. John E. Clark with 44 BG (1945 photos courtesy J. Clark & family friend
the Air Medal/OLC#1. Clark’s medal was Director
Debbie Wight).
Aston’s (right) 101st successful belated medal claim.
(Photo by Mary Aston).
S/Sgt. John Gately, 67th Squadron, of Huntington Beach, California, was
appointed a Chevalier /Knight of the French Order of the Legion of Honor by
order of President Zarkozy of France signed June 1, 2011. 44th BGVA Director
Lee Aston, a chevalier of the Legion of Honor, nominated Gately to receive the
Legion of Honor medal in Feb. 2008 along with seven other 44th BG veterans. The
seven others were inducted in 2009-2010, but Gately’s nomination became “lost”
in the French ‘pipeline’ until 2011 when it was finally recovered and approved.
John Gately was a waist gunner on the Spagnola-Aston crew.
John Gately received his “diploma”/ certificate of
appointment to the French Order of the Legion of
Honor. He will be formally inducted with his medal
presentation by the Los Angeles French Consul later
this year. (Photo by Martha Pedersen).
29
Sgt. John Gately, a waist gunner flew 35 missions
with the 67th Squadron. Several were on the
venerable B-24, Limpin Ole Sadie. After combat
and return to Stateside, John attended Officers
Candidate School (OCS) and received a 2nd Lt’s
commission to be a gunnery instructor. (Photo ca
10/1944 by Lt. Aston).
…continued on page 30
�AWARDS, DECORATIONS & MEMORIALS…continued from page 29
MORE BELATED COMBAT MEDALS TO COME: Because Savannah was our last
reunion, Director Lee Aston announced the claims list of veterans’ names and
medal awards that are presently pending with the Air Force Board of Corrections
for Military Records (AFBCMR). There will be no more opportunities for Reunion
medal presentations. However, when and if the filed, claimed belated medal
awards are finally approved, Director Lee Aston will make proper presentation
arrangements at some Air Force Base near the recipient’s home or at the
recipient’s home if he is home-bound. In the event of a post humus medal award
to the veteran’s family, presentation arrangements will be made at the nearest AF
Base.
ALL THE FOLLOWING CLAIMS HAVE BEEN FILED FOR OVER A YEAR & WAITING
Beginning in 2009 with the current, new, “change” occupant of the White
House, review priority for WWII veterans belated medal claims ceased; denials of
all claims became prevalent and very difficult to overcome.
Claimant name /
Squadron/ position/
deceased
1st Lt. J. Wright, 68 Sq
Bombardier
1st Lt. Clarence Thompson,
68 Sq Navigator, deceased
2nd Lt Charles Taylor, 66th
Sq Co-pilot,
T/Sgt. Marvin Bolton,
506 Sq, Radio Operator,
deceased
S/Sgt. William Croft, 68th
Sq, aerial gunner
S/Sgt. Harold Davis , 67 Sq
, aerial gunner
2nd Lt. George Gaudaen,
15th AF, 301 BG, Navigator,
deceased
original
5/6/09
/
/
filing
date 1st
refilling
2/01/10
5/6/09
/
5/19/11
3/29/10
/
2/05/11
3/23/10
/
4/09/11
AM/OLC #4 5/30/10
/
4/02/11
/
7/14/09
medals
claimed
DFC, AM/
OLC#5
DFC
AM, Purple
Heart
AM/OLCs
#4 & 5
AM/ OLC #
4
BRONZE
STAR
30
/
/
2nd
re-filing
4/27/11
/
3/19/11
8/06/11
2005
�SQUADRON COMMANDER ROBERT LEHNHAUSER REMEMBERS
THE GREAT CREWS THAT FLEW IN THE AVENGER
The Avenger was first assigned to William Brandon and his 66th crew. It
was part of the 44th’s original air echelon. Brandon and his crew flew their early
missions in this plane.
My regard for this marvelous ‘bird’ is that following our ditching on the first
mission from Libya on July 2, 1943, Avenger was transferred from the 66th to
the 68th. A contributor to the transfer was the fact that on that mission, the
68th had lost another crew. (Lt. Robert E. Peterson with Major Tom Cramer
aboard. (Cramer was the 68th C. O.)
Once assigned to the 68th, it became the ship mostly flown by Lt. William
‘Bill’ Hughes and his crew. The Hughes crew was made up of one half of my
original crew. Willie Weant, the Co-Pilot plus Bob Peterson as Navigator,
George Hulpiau as Bombardier and William Morton as the Flight Engineer.
These men were and still are, very special to me. They continued to fly most of
their missions in the revered ‘bird’ until Hughes completed his tour. It was at
that point I got Peterson, Hulpiau and Morton back.
It is also worthy of note that Brandon was the pilot of Col. Leon Johnson on
the Ploesti Raid. He later became the 44th Group Operations Officer. Brandon
was flying as Command Pilot with Willie Weant’s crew on the Kjeller, Norway
mission. That crew was interned in Sweden.
I had the unusual opportunity of being the first one to greet Brandon and
Weant when they returned from Sweden to England, via Col. Bernt Balchen’s
covert air squadron in January 1944. Clothed in civilian clothes, these two
awakened me in the dormitory of the London Jeremy Street Red Cross Club. It
was a joyous occasion. We spent the rest of the night bringing them up to date,
and their telling me of their experience in Sweden. All fond memories.
YOU CAN’T SAY THAT! BILL WARD’S EDITING JOB
By Martha Pedersen
William W. “Bill” Ward flew 30
missions between August 7, 1944 and
March 3, 1945. The time between
missions could stretch out from 2 to 14
days. Not wanting Bill’s time between
flights to be idle, the Army decided that
Bill would have extra duty as a censor.
This was 20 years before Sharpie Markers,
so the censoring instrument of choice
was the razor blade. Bill would read
outgoing letters and cut anything the
Army deemed inappropriate; mostly
mission related—bombing targets,
ordnance used, who didn’t come back.
This information was reported by Stars
and Stripes, New York Times, and many
other papers; however, the Army didn’t
want to take any chances of it falling
into enemy hands! So Bill took a razor
blade and removed sections of letters
home. Since the letters were written on
both sides of the paper, the folks at home
could only wonder at what was removed
deliberately, and what was a casualty of
the censors. Many letters left the base
with Bill’s handwriting, “Censored by W.
W. Ward” across the seal.
Ed. Note: Bill Ward was a
Bombardier on the George Insley crew,
506 Squadron
31
�S/SGT JOHN BLEDSOE AT KIEL
John Bledsoe, Rear Hatch Gunner on
Malcolm C. Howell crew. 68th Squadron
remembers arriving and departing from
Shipdham. I came over on the Queen
Mary, traveling with ground support
personnel. (I did not fly across with my
crew because of an emergency leave -the
death of my brother.
After receiving inoculations and
preparing legal documents, we were
transported to the docks for boarding,
and get our first view of New York Harbor
and that huge liner, the Queen Mary.
After about 6 days of ‘zig zag” course
changing across the ocean, we entered
the Firth of Clyde on the Scottish shore.
We finally docked and found several
trains waiting to carry us to our operating
base, Shipdham, near Norwich in the
lowlands of Southeast England.
With freshly constructed runways,
we found mud everywhere. After a
familiarization flights around England,
we initiated small bombing missions
against French coastal (German occupied)
airfields and submarine installations. We
were escorted by British and Polish flown
Spitfires. The RAF got tired of being shot
at by our gunners and the Germans. (The
Spitfire 5 and the Messerschmidt looked
a lot alike, especially from a frontal view.
The Germans quickly learned that this
frontal attack was the most effective and
safest (for them).
On some of the early missions, James
O’Brien’s crew lost both their Navigator
and Bombardier. M/Sgt. Norius Crislan
took the Bombardier’s slot, and I took the
Navigator post. After several missions to
the sub pens at Brest, St. Nazaier, France,
airfields on the coast and at Paris, we hit the
sub facilities at Wilhelmshaven, Germany.
Wilhelmshaven was a very important base,
and was heavily defended. WE lost several
planes, mainly due to fighters, as we had
no escort for this mission.
My last mission, 14 May 1943 was Kiel,
Germany, which was on the Baltic Sea. It
was a very important sub base. About
seventeen of we B-24s were backed onto
the main B-17 force. In ‘zig zagging to
avoid overrunning the 17s, we overflew
the Island of Helgoland, a German Flak
School. Our plane took a hit in the bomb
bay, and fighters knocked the Tail Gunner
out of his position. We staggered over
the target alone and dropped our bombs,
turned off the target and bailed the crew
out.
The survivors were taken prisoner by
the German ground forces.
We were taken to a Prisoner of War
Interrogation Center at Frankfort for two
weeks, then to the main camp, Sagan,
close to the Polish border. We remained
there, except for four months at Stalag
VII-A near Moosberg.
We were ‘liberated’ from POW camp
on 29 April 1945 by elements of Gen.
Patton’s army. We departed Camp Lucky
Strike, France in a convoy of small sea
transports. During the voyage to New
York, a lead vessel hit an iceberg. This
threw the convoy into turmoil. We finally
regrouped and continued the voyage
into New York Harbor, where we received
medical exams and a month’s pay. After
that, we went home.
According to Will Lundy’s records,
James O’Brien, Command Pilot, became
POW. Malcolm Howell, Pilot, and Harold
Van Oven, Rear Hatch Gunner were KIA.
Seven of 21 planes were lost at Kiel.
From the 44th, the 67th Squadron lost
Miss Delores, Annie Oakley and Little
Beaver. The 68th lost Rugged Buggy.
The 506 lost Wicked Witch. Scrappy,
(66th) had one member become POW,
but later was repatriated. Margaret Ann
(68th) had 3 slightly wounded, 1 KIA;
Victory Ship (68th) had one wounded,
but returned.
32
�JOSEPH BEARDEN’S MISSION TO LAGENHAGEN
Lt. Bearden was the Navigator on the
Lt Eustice Hawkins crew. They flew
across the pond in EZ-Duzit, delivered
it to the Aircraft Pool, and never saw
it again. From there they went to
Shipdham and were assigned to the 506
Squadron. Since Lt. Hawkins suffered
from chronic ear problems, after a few
missions, along with the Bombardier
(Lt. Albert McCloud, the crew was
reassigned to Lt. M.D Mendenhall’s
crew for the tour completion.
“A mission I will never forget was
Easter Sunday, 8 April 1944. I was asleep
in the four man BOQ room with my
crew members when my friend Vernon
Brockman (Co-Pilot on Lt. R. H. Marx’s
crew. Crept into the dark room, loudly
announcing his presence. Vernie told
me he was scheduled to fly, and that he
was going to be shot down, and that he
wanted me to mail the cigar box he was
holding to his wife. At that time we both
had four missions, and when I suggested
that he talk to the chaplain about his
premonition, he stressed that it wouldn’t
make any difference, that he was going
to be shot down anyway. I went to
breakfast and to briefing with Vernie, all
the time trying to convince him to talk
to the chaplain. At the briefing I learned
that the 44th was leading a maximum 8th
AF strike against Brunswick with a feint
toward Berlin. (The briefer emphasized to
stay away from a concentration of flak at
the Hanover railyards.)
“As I remember, the 44th lead pilot
was a captain with Ploesti experience, and
that the Navigator and Bombardier were
deemed to be the group’s best. I don’t
remember the name of the Command
pilot. Scheduled in the #3 position off
the lead (sometimes referred to as the
purple heart corner) was a pilot (Lt. B. L.
Scuddy) that I had never heard of. Later
I learned that Scuddy’s crew needed a
Navigator, so being anxious to complete
my tour—I volunteered!
“I later learned that S/Sgt. Wallace
Robison, a waist gunner on my regular
crew had been ‘drafted’ as a replacement
gunner for Lt. Scuddy’s crew. We were
flying in M/Darling.
“The mission seemed routine until we
started the feint toward Berlin, and the
Luftwaffe mounted a wolfpack fighter
attack against the 44th, diving from
11:00 and 13:00 o’clock, spraying the
formation with 20 mm cannon fire. (I
have never heard an accurate count of the
fighters the Luftwaffe used in the attack,
but saying several hundred would seem
safe.)
“The exploding 20 mm cannon shells
were really a fireworks display. Some of
the fighters passed within a few feet of
the formation. During the attack, the
44th lead pilot did violent evasive action;
and to this day, I don’t know how Scuddy
managed to stay on the lead’s wing.
“During the excitement, I was thrown
against an ammo can, tearing a hole in
my flight suit and gashing a superficial
wound in my butt. (Of course my wound
healed, but all through the years, I have
kept the torn flight suit as a souvenir.)
“The Nose Turret Gunner panicked,
never firing a shot through the attack and
bolting to the flight deck, announcing
falsely on the intercom that he had been
shot. At this point in time, I am not sure
whether we lost an engine during the
fighter attack or on the bomb run.
“Vernie Brockman’s premonition was
right. He was shot down in a flat spiral.
I was able to count only seven chutes. (I
learned later that all ten crew members
got out and were captured.)
“Battle casualties in the nose of the
lead aircraft during the fighter attack
probably explains why we made the
…continued on page 34
33
�JOSEPH BEARDEN’S MISSION TO LAGENHAGEN…continued from page 33
bomb run on Frankfort instead of our
briefed target at Brunswick. The briefer
was right—there was a concentration
of flak around Frankfurt. The bomb run
with the continuous flak barrage was
nerve wracking—possibly more so than
the stress during the massive air attack
prior to the bomb run.
“Scuddy did an amazing job of keeping
up with the group on three engines.
About every two minutes, one of the good
engines would backfire. I didn’t know
Scuddy at the time, but I figured he had
to be a Texas mule skinner, otherwise he
couldn’t have known the language he
expressed on the innercom following each
engine backfire. The engine quit on the
final approach when power was reduced
for landing at our home base.
“Feeling thankful to be safe on the
ground didn’t ease my agitation re the
panicking nose turret gunner. I wanted to
see him court-martialed, but I was further
frustrated when the powers-to-be didn’t
seem to be interested. I later learned
a possible reason for their obvious lack
of interest was the fact that Lt. Scuddy,
contrary to 44th group policy, had been
sent on a combat mission with his crew
without first flying a combat mission as a
Co-Pilot with an experienced crew.
“My second frustration dealt with our
making bomb run on Frankfurt rather
than Brunswick. Following my challenge,
I was told that bomb release photos
confirmed my allegation. (In my later
years I have always wondered if official
reports confirmed that we hit the wrong
target—bombing Frankfurt rather than
the briefed target.) As I recall, the 44th
officially reported 11 aircraft shot down.
However, the Squadron ‘scuttlebutt’ was
that only about 10 of the 35 aircraft
initially launched were flyable after battle
damage was evaluated.
“During the dark days following the 8
April 1944 mission, the 44th was blessed
to have top-notch commanders when the
chips were down. L/Col. James McAtee,
506 Sq. Commander, Colonel John
Gibson, 44th Commander and General
Leon Johnson, 44th Combat Wing
Commander, were commanders who
represented ultimate leadership qualities
that helped us get through the adversity.
“I identify my Easter Sunday mission,
1944 as “The Day Blood Ran in the Bomb
Bay”. Each year on 8 April, Wallace
Robison and I make telephone contact,
so that together we can express our
thanks for another year of life.”
Will Lundy’s report: More so than the
disasters at Ploesti and Foggia, 8 April
1944 was the worst single day. The 44th
was led by 389 BG aircraft equipped
with Pathfinder equipment. With them
as Command Pilots were Col. John
Gibson, Group C.O. and Capt. Robert
Lehnhausen, 68th Squadron C.O. The
primary target, Brunswick, as well as the
secondary were obscured by a successful
smoke screen, so Langenhagen Airdrome,
a target of opportunity was bombed
instead. 44th gunners claimed 12 enemy
A/C, 6 probables and 1 damaged. The
44th formation was severely attacked
and lost 11 A/C. It was the worst loss of
the war for one mission by the ‘Flying
Eightballs’.
Losses: KIA—40; POW—72; WIA-9;
1POW escaped & returned to Shipdham.
34
�SQUADRON COMMANDER BOB LEHNHAUSEN REMEMBERS
TOM PARSONS’ COMPLAINT
At one of our early reunions of the
44th, held in Rapids City, S.D. there
was this very youthful, very handsome
young man with an A-2 jacket that
sparkled. Some gifted, artistic person
had created an extremely impressive
piece of jacket art.
As many of you know, in those early
days the 44th Missile Wing was based
at Rapid City. We had several reunions
there because we were encouraged by
the Base Commanders to do so. They
always assigned one of the squadron
commanders to be our liaison, and the
use of Base facilities were guaranteed.
On each of those reunions, a visit to the
Mt. Rushmore monument was always
on the agenda.
On this particular reunion, the plan
was to visit the Monument late in the
morning. We were always given a
few hours to permit us to observe this
massive piece of gorgeous sculptural
art work. The National Park Service
does an excellent job of making visitors
welcome. They also sponsored a
fine restaurant at the Visitor Center.
The arrangement was that we were
responsible for our own noon meal. At
lunchtime approached, Liz and I were in
conversation with Tom Parsons and his
lovely wife Sarah. We invited them to
join us for lunch. They accepted.
Prior to this visit I had no memory
of Parsons. I was aware that he had
been a member of the 68th. He was
a Gunner who spent several months
with us in the summer-fall of 1944. It
was a time when we probably had 3540 crews at one time. We were flying
most every day, especially since H2X
radar permitted us to defy the weather
and gave us the opportunity to bomb
without requiring visual contact with
our target. It was not unusual for a
crew member to finish his required tour
in as little as 90 days.
Please understand that the pace at
which the war was moving, getting to
know each and every crew member in
the Squadron was very difficult. Unless
you did something unusually well, or
something unusually bad or dumb, you
escaped my attention.
Shortly after being seated, it is my
recollection, Tom told me that while he
was in the 68th Squadron, he really did
not like me. I was not startled or upset
by that, but I sought to know what it
was that had I done or did not do that
caused his dislike. He then went on to
tell me that on a particular mission, in
the time between arrival at the dispersal
area and time for engine startup, when
the crew members are standing around
after accomplishing their pre-mission
chores, I had roared up in my Jeep,
alighted and was engaged in a very
harsh, animated conversation with his
pilot. I did not remember the nature of
the conversation, but he thought it was
unbecoming. Fair enough.
I then asked him to tell me who his
pilot was for that day. He told me, and
I smiled.
I have just told you that it is difficult
to recall every crew man who served
with us. However, I well remembered
the young officer whom he named.
I had, as a C.O., developed a plan
where I met every couple of weeks
with all of my pilots and co-pilots. This
meeting was often held every other
Sunday afternoon in my quarters. I
believed that the pilots were the most
important members of each crew. My
goal was to make sure that by good
communications and intense training,
we could make as certain as possible,
…continued on page 36
35
�SQUADRON COMMANDER BOB LEHNHAUSEN REMEMBERS…continued from page 35
that our crews survived. I conveyed to
them the latest information available,
and it was understood that they had
the opportunity to ask questions. I
felt the process worked very well, with
exception.
After one of these meetings, in the
portion devoted to questions, the young
pilot whom Tom thought I had addressed
too harshly, stated he had two questions.
Fair enough, fire away. The first was,
he wanted to know why on one of the
Sunday evenings in which fried chicken
was served, that at the time he got to the
mess hall, all that was left were necks and
backs! Of course, this caused a burst of
laughter among the pilots assembled. It
was unnecessary for me to respond. One
of the pilots questioned him as to what
time he got to the Mess Hall. As I recall,
they served the evening meal from 4:30
to 6:00 pm. The obvious correction of
that was that you don’t spend so much
time at the bar, and get to the mess hall
earlier.
OK, now for the second question. He
was concerned that there was a lack of
military courtesy among the enlisted
personnel on the base. They were not
saluting him, and he thought something
should be done about it. Not by him—
but somebody with greater authority.
That one I chose to answer. I had noted
that he was not very good at military
courtesy himself. It was not very difficult,
as an officer, to note when the enlisted
man was saluting grudgingly. From
personal observation of this individual, it
was my belief that only grudgingly did he
salute his military superiors…and I told
him so.
This also caused most of the pilots
to laugh. Having served as an enlisted
man, I fully understood that this saluting
business was a constant bother to the
troops.
At this point Sterling Dobbs, who
by that time was a more senior pilot in
the Squadron, and was serving as an
Assistant Operations Officer, called the
officer by his name, and stated, “Ed,
the next time you take off, I will get the
ground crews to line up on each side of
the main runway and salute you.” Of
course, a belly laugh was held by all.
Certainly, Tom Parsons was unaware of
why his young pilot was not one of our
brightest lights, nor a favorite of mine.
But I did and still do remember him.
Ed. Note: Bob Lehnhausen was too
much of a gentleman to reveal this
officer’s name, so neither will I. If you
are really curious, ask Sterling Dobbs. His
e-mail is b24dobbs@cvctx.com.
MAIL & E-MAIL
From George Washburn: An English
Thanksgiving, 1942
American soldiers followed in the
footsteps of 17th-century Pilgrims and sat
in the pew of Miles Standish. (By THOMAS
FLEMING) With Americans in uniform
serving all over the world today, the idea
of them celebrating Thanksgiving abroad
does not strike anyone as unusual. With
Americans locked in a world war in 1942, it
certainly was.
The hundreds of thousands of U.S. troops
fighting the Axis powers in North Africa,
the South Pacific and Europe celebrated the
first global Thanksgiving as best they could,
in the steel bulkheads of a warship’s mess
or the canvas of a jungle tent. England—
teeming with American soldiers and sailors
and airmen, ready to defend our ally against
a possible German invasion and beginning
preparations for an assault on Naziconquered Europe—was another matter.
…continued on page 37
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�MAIL & E-MAIL…continued from page 36
In those dark days, Americans took
special pleasure in displaying their
homegrown holiday to the Mother Country.
The English were dubious at first but slowly
realized they were being invited to share in
something very special.
Helping to win them over was an
extraordinary act of generosity very much
in keeping with the spirit of the holiday.
Merchant ships had carried tons of frozen
turkey across the submarine-infested
Atlantic for the big day. Then the Yanks
announced they would donate all of it to
the thousands of British war wounded in
hospitals. Instead they would dine on roast
pork and eat plum pudding for desert,
alas without the standard rum sauce. “The
quartermaster failed to deliver the rum,” a
newsman reported.
Americans also took advantage of their
holiday abroad to walk in the footsteps
of the Pilgrims who created the first
Thanksgiving in the New England wilderness
in 1621. One officer sat in the pew once
occupied by the legendary Miles Standish,
the Pilgrim’s military leader, in the small
parish church at Chorley, in the county of
Lancashire. The Chorley town hall flew an
American flag on Thanksgiving Day—the
first time in their long history that the citizens
had ever honored the flag of another nation.
U.S. Army Cpl. Heinz Arnold warms
up the pipes in London’s Westminster
Abbey.
The Lord Mayor of Boston, in
Lincolnshire, invited 100 American
servicemen to be his guests for a modest
wartime dinner. Afterward, a senior officer
laid a wreath on a memorial to five preRevolutionary War royal governors who had
been born in the historic city. An American
private laid another wreath in the cold dark
cells where some Pilgrims were confined
in 1607 while trying to escape to religious
freedom in Holland.
Even more thrilling to those with a sense
of history was a visit to Southhampton,
where a U.S. Army detachment stood at
attention before the pier where the old
freighter, Mayflower, was fitted out for her
trans-Atlantic voyage. At Plymouth they
visited the quay from which the Pilgrims
boarded. Not far away, the Archbishop
of Canterbury conducted a service in the
ruins of St. Andrew’s Church, where some
of the Mayflower’s passengers prayed
before they began their 3,000-mile voyage.
Virginia-born Lady Astor was on hand for
these ceremonies, calling Americans “my
compatriots” and joking with a Southerner
from Georgia, Private Billy Harrison, about
their superiority to “damn Yankees” from
New York.
The most dramatic ceremony was in
London’s Westminster Abbey, where English
kings and queens have been crowned for
centuries. No British government had ever
permitted any ritual on its altar except
the prescribed devotions of the Church of
England. But on Nov. 26, 1942, they made
an exception for their American cousins.
No orders were issued to guarantee
a large audience. There was only a brief
announcement in the newspapers. But when
the Abbey’s doors opened, 3,000 uniformed
men and women poured down the aisles.
In 10 minutes there was not a single empty
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�MAIL & E-MAIL…continued from page 37
seat and crowds were standing in the side
aisles. One reporter said there was a veritable
“hedge of khaki” around the tomb of
Britain’s unknown soldier of World War I.
Cpl. Heinz Arnold of Patchogue, N.Y.,
played “Onward Christian Soldiers”
on the mighty coronation organ. With
stately strides, Sgt. Francis Bohannan of
Philadelphia advanced up the center aisle
carrying a huge American flag. Behind
him came three chaplains, the dean of the
Abbey, and a Who’s Who of top American
admirals, generals and diplomats. On the
high altar, other soldiers draped an even
larger American flag.
Their faces “plainly reflected what lay in
their heart,” one reporter noted, as the visitors
sang “America the Beautiful” and “Lead On O
King Eternal.” The U.S. ambassador to Britain,
John G. Winant, read a brief message from
President Franklin D. Roosevelt: “It is a good
thing to give thanks unto the Lord. Across the
uncertain ways of space and time our hearts
echo those words.” The Dean of Westminster
and one of the Abbey’s chaplains also spoke.
“God has dealt mercifully and bountifully with
us,” the chaplain said. “True, we have had our
difficulties . . . but all of these trials have made
us stronger to do the great tasks which have
fallen to us.”
Throughout Britain, the first global
Thanksgiving gave men and women from
the New World and the Old World a muchneeded feeling of spiritual solidarity. Let
us hope that today’s overseas service men
and women can have a similar impact
on a troubled and divided world. Happy
Thanksgiving—and our nation’s sincerest
thanks— to them all, wherever they may be
deployed.
Mr. Fleming is a former president of the
Society of American Historians. This article
was adapted from his e-book, “An American
Feast: Six Memorable Thanksgivings,” just
out from New Word City.
From Chris Clark, speaking for the
Heritage League:
The Heritage League is an organization
of second and third generation members
of the 2nd Air Division. They are hoping
that as veteran organizations—such as
the 44th BGVA—close shop, that the
young members will consider joining their
ranks. Chris Clark, a descendant of a 44th
BG flyer, has volunteered to help with
recruitment. The web page for this group
is: www.heritageleague.org; scroll down to
Membership, and fill out the form. If you
have any questions, you can contact Chris at
Clarkhistory@aol.com.
The Heritage League has a publication,
Heritage Herald, that is full of WWII history.
They have annual reunions, and have made
a number of trips across the pond to view
historic sites. They support the 2 AD Library
in Norwich, but also are dedicated to
preserving historic monuments of any of the
bomb groups. Incidentally, veterans can join
this group, but only as Associate Members,
and they do not have a vote!
Rather than branching off into a
separate group, our young members could
consider joining this eager, well established
organization.
William A. Rendell, Navigator on the
Donald Heskett crew (66th Sq.) has put his
painful memories in a book, called The Last
Mission. The crew was flying in Bull O’
The Woods on a mission to Ludwigshaven,
Germany. The target was the Chemical
Works of I.G. Farben. The bombing was via
PFF through clouds.
“Enemy fighters attacked from 3 o’clock,
damaging controls. Heskett gave the ‘bail
out’ order. Rendell remembers starting
through the tunnel to go up on deck,
but found that the bail-out dinghy in the
passageway had snapped onto the pocket
of my leather flying trousers. I finally got the
other snap of the dingy free from its ring,
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�MAIL & E-MAIL…continued from page 38
and went out the nose wheel door with the
dinghy still attached to me.
“It was a difficult free fall with that darn
dinghy slapping around, and I had to open
up higher than comfortable. When the
chute opened, the pocket with the escape
kit left, along with the dinghy.”
Seven members of the crew became
Evadees and returned to Britain. Two were
KIA. Because Rendell was proficient in
French, the Underground detained him to
help move American and British airmen.
Unfortunately, the Gestapo found him and
he became POW. His capture and later
liberation are part of this suspenseful book.
Richard Rendell, son of William A.
Rendall, has this book on a disk, and is
ready for publication. Anyone interested
in purchasing a disk can contact Richard at
44.sniper@live.com; or write 1449 Covered
Bridge, Cincinnati, Ohio 95231.
Flight Officer Joseph G. Meyers (CoPilot on the James V. Derrick crew, 66th
Squadron) to Will Lundy: “I remember being
greeted by Lord Haw Haw on the day we
arrived in Norwich.” (Lord Haw Haw was an
Englishman living in Germany who taunted
the airmen during and after their flights. The
Brits executed him after the War.)
“I remember the mission to Hallendorf,
Germany 31 January 1945. They scrubbed
the mission when we took off, and the
weatherman told us there was an open
space between the clouds at 8,000 feet. We
(the entire 8th Air Force) went to 20,000
looking for this opening, and were then told
the missions were scrubbed, and how we
had to make our way out of this mess. We
descended by flying a heading back and
forth, others made a slow spiral down, and
some just lowered the nose and let her go.
We never saw any planes, but we sure did
hear several pass by.
C. Mark Brown, son of S/Sgt. Richard C.
“One time a B-24 joined on our wing.
Brown, Radio Operator/Mechanic/Gunner in
We ‘experienced experts’ thought it was
the 705 Squadron of the 446 BG, asked Jackie someone who had lost its group. It turned
Roberts how he could get a documentary by out this plane was being flown by Germans!
Ursel Harvel, about the Wesel Mission. To
Somehow they left just before we were on
our delight, Bob Vance, had received a copy
the final bomb run.
of that film when he returned to Shipdham
“We, along with the enlisted men,
after his ten day POW experience.
stole coal from the pile, in order to keep
Bob & Louis DeBlasio were the only two somewhat warm.”
survivors of the Max Chandler crew, flying
Attention Armorers: Kathy Reed,
in Southern Comfort IV.
The purpose of the mission was to drop
daughter of a veteran, would like
off supplies to the British Paratroopers who information about activities of the Armorers
had crossed the Rhine. The 44th losses were in WWII. She knows they loaded bombs
2 planes,—including the loss of the crew in
on the plane, but is aware that was not
K-BAR, piloted by Leonard Crandell; and 1 a simple procedure. How did you handle
those dangerous weapons? It’s time to stop
KIA from Joplin Jalopy, when Anibal Diaz
fell from the plane, while dropping supplies. being modest. Many times members of the
44th who did not fly combat believe their
Brown will be receiving a disk, another
work was not important, therefore they
will be placed in the Army Heritage
Education Center at Carlisle. How fortunate did not record their memories. Wrong!!
that little pieces of history are safely stashed Everybody was important; otherwise, we
in the hands and minds of our veterans, and would not have won the war!! Call me or
write me some of the details of your job,
burst forth when needed.
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�MAIL & E-MAIL…continued from page 39
and if you had a narrow escape, tell me
about that.
remember correctly, the target was a ball
bearing factory. Flak was heavy; and on
our way to the target, we had to feather
one engine due to oil pressure. We were
still able to stay in formation and did
complete the bomb run.
“On our way back to our home base,
we lost another engine. We could no
longer keep up with our group, and the
P-38 fighters took turns escorting us back
to the English Channel.
“By this time our fuel supply was about
gone. I remember the pilot asking all of
us on the crew, if we wanted to ditch in
the Channel or try to make it to the English
shore. We all said ‘Go for the English shore’.
“Somewhere over the Channel we lost
another engine, and started losing altitude
real fast. The crew in front of the plane
spotted a farmer’s field, and we headed
for it. At this time we were only about five
hundred feet above the ground. The pilot
and co-pilot were struggling to keep the
plane in a position to crash, when I heard
the last engine cough and die.
“I seem to remember a large bump
and very loud crashing noises, then it
must have knocked me out. When I came
to and realized I was still alive, I tried to
get out and run. Jerry (Silverman) and
Charlie (Landells) carried me to a grassy
place away from the wreckage, and went
back to check on the rest of the crew. All
were dead except Bob Stickel, and he
was hurt so badly that I do not think they
moved him. Some English farmers were
the first to arrive on the scene. They called
an English hospital for an ambulance, and
they took Bob, Jerry, Charlie and me to
the hospital. We were several days until
they transferred all of us except Bob to an
American Hospital in Southampton.
“We were told that Bob was too badly
hurt to try to move him. A short time
later, we heard he had died. All of this
seemed so tragic, because Bob was a
From Paul
Oberlin: the man
pictured in front of
Puritanical Bitch
in the Summer
issue of the Tails
is not the Crew
Chief. It is my
father, Alan F.
Oberlin. He was
working in the
Radio Maintenance
Shop. His job was to change the crystal in
the radio before each mission.
From Vern Brenn to Will Lundy (In
response to request for information
about a crash landing on 16 March 1944)
Brenn was the Tail Gunner.
“I just want to say that the memory of
that day has been a very painful one for
me. I sort of think that I’ve intentionally
tried to forget it and block it out. I’ve
always carried a sense of guilt about
being one of the three who lived through
it. All of the other seven were far more
deserving to live than me.
We were a new crew in the 67th
Squadron. Lt. John Scarborough and I
had flown our first mission as spares on
another crew. Lt. Scarborough flew that
first mission as a Co-pilot, and I flew on
the same crew as a Ball Gunner. That
mission was to Berlin.
“The plane we were flying the day we
crashed, trying to make it home, was The
Shark. I’ll bet you will remember this
plane with the Shark’s face and teeth. It
had a lot of missions to its credit.
“The day we went down was mission
number three for Lt. Scarborough and
me. We had gone to Fredrickshafen,
Germany, near the Swiss border. If I
…continued on page 41
40
�MAIL & E-MAIL…continued from page 40
crew member on one of the planes that
survived the Ploesti raid.
Ed. Note; Charles Landells flew 3
more missions after the crash; Vern
Brenn flew three more—one of which
was the low level mission to Wesel,
Germany. Will Lundy had a special
interest in THE SHARK, having once
served as Crew Chief on the plane.)
Zempke and his P-47 Fighter Planes.
We were assigned to patrol Norwich until
we could be taken to Shipdham. That base
was being built, mostly by Irish laborers from
Northern Ireland. We were assigned to Site
Nine. This was a long way from the Mess
Hall! It was a common occurrence to have
a German lady talk to us and tell us when
the German bombers would be over us at
night. They tried to bomb the runways that
From Michael P. Faley, 8th AF Historical
were under construction. So a lot of times,
Society to Roger Fenton: The General and
we spent in a nearby bomb shelter at night,
Mrs. Curtis E. LeMay have established a fund
and up to our crotches in cold water. But
to help airmen and widows who are in serious eventually, our base was ready and we got
need of financial assistance. There are no
those B-24 Liberator bombers. Wow! What
strings attached—just a genuine wish to help a day that was! With them there, the air
widows of Air Force Veterans. Jane LeMay
above us was being controlled better, and we
Lodge, Daughter of Helen & Curtis LeMay has didn’t have so many air raids.
requested publications to let this information
I do remember one time that they
to be known. Contact can be made at
came over and dropped Anti-Personnel
MPFaley@aol.com and www.8thafhs.org
Butterfly bombs. Then the English came
Curtis LeMay made history in WWII
and herded cows through the field to
as a leader of the B-17s that went to
detonate them. (August 1943)
Regensburg, Germany. On that day, the
My company was increased in
AF lost half of the 1,000 planes that flew
numbers, so we had detachments all over
that mission. When Germany surrendered, Norfolk County—Norwich, Shipdham,
he led missions into Japan. After WWII,
Kings Lynn, Bungan and Attlaborough.
he established the Strategic Command,
We patrolled the whole county as part of
the means by which the USSR ultimately
an elaborate Early Warning System.
crumbled. The late Roy Owen called him
At the end of the war in Europe, my
“Iron Ass”, and considered him one of the company was again reduced to 210
toughest leader he had ever flown with.
men, and all but us went home to be reNow his family wants him to be
assigned to the Pacific conflict.
remembered for helping needy veterans
I remained in England, and we moved
and/or their widows.
base to base and to Scotland. I came
From Sgt. Fred Willman to Will Lundy: home on the Queen Mary in December
The 987 MP Co. (Military Police Company) 1945. There I was rejoined with my child
bride. We lived in Illinois, and that is
left for England on 28 December 1942.
where we raised our three children.
We sailed on the Empress of Scotland, a
Looking back, I remember those
converted Ocean Liner that was originally
bicycles
we had to ride to the Mess Hall,
on the Pacific Ocean as the Empress of
and often used them at night to go to a
Japan. We arrived in Scotland and went
Pub. After about one week, no one was
by train to Norwich, England. We were
riding his own bike.
stationed at Horsham Street Faith (near
We did not fly combat, but we did our
Norwich). This base later was used by Col.
part to win the war.
41
�FOLDED WINGS
When ‘mid the blest with God you rest, the grateful land shall bow
Above your clay in reverent love a hundred years from now.
Mary A. Ford
Ennis, Lewis S. #20128 67th
Squadron 17 August 2010 S/Sgt
Ennis was a Tail Gunner on the George
Haag crew. Before coming to the 44th
BG, he flew 22 missions with 492nd
Group, 857th Squadron. His first of
six missions with the 44th BG was 14
August 1944, flying in Occupied France
and Germany. The planes that he flew
in were: Phyllis, Myrtle the Fertile
Turtle, Tinker Belle and My Akin Ass.
His last mission was 25 August 1944.
News of his passing came to George
Washburn from Ennis’s son-in-law,
Larry Bonham.
Neri, Michael J. #21501 68th
Squadron 3 October 2011. Col. Neri was
a Communications Officer during WWII.
Later he served in the Office of Special
Investigations until he retired a Colonel
from the USAF in 1964. He subsequently
worked at the National Security Agency
and the Defense Investigative Service.
While based in Shipdham, in the rank
of Captain, he flew as an Observer with
the crew of Bernard Kyes. The target
was an airfield in Essen, Germany.
Col. Neri is survived by his son Patrick
and one granddaughter. Information of
his passing came from Patrick
Gratta, James V. #20442 506
Squadron 7 November 2011 S/Sgt.
Gratta was a Radio Operator/Gunner on
the Erland Jacobson crew. The crew
flew 12 missions into Germany, the first
on 25 February 1945. They flew one
mission into Occupied France and the
last into Hallein, Austria, which was the
44th BG’s last mission, 25 August 1945.
Gratta flew in the following planes:
The Hit Parade, Clean Sweep/Dragon
Nose, Myrtle the Fertile Turtle, Down
De Hatch and Southern Comfort III.
Gratta and his late wife Ruth
(Jackson) Gretta had one son
and three daughters. They had
eight grandchildren and 4 great
grandchildren.
After the War, Gratta became a
carpenter. He became interested in
baseball, both as a player and coach;
and was also a golfer. At the time of
his death he was residing in Marshfield,
Massachusetts.
Walsh, Edward E. # 22451 506
Squadron 28 February 2011 Sgt. Walsh
was a Tail Gunner on the William
Edkins crew. He flew his first of 28
missions was 26 November 1944. His
last was on 18 April 1945.
Walsh flew all missions but one with
the Edkins crew; the other was with
James Whittle. He flew in The Hit
Parade, Clean Sweep/Dragon Nose,
Joplin Jalopy, Consolidated Mess,
Down De Hatch, Sabrina III, Phyllis
and The Big Headed Kid.
After the War, Walsh was
employed for 42 years by the Cooper
Industries. For the last 17 years of that
employment, he traveled extensively
throughout the United States as a
Service Engineer. In his last years he
was living in Washington, Pennsylvania
with his wife Elenora.
Information of his passing came
from the Bombardier of his crew, Victor
Czarnecki.
42
�FOLDED WINGS
of the Peace Treaty, after hostilities had
subsided in the Pacific. He served in the
Pentagon on the Joint Chiefs of Staff.
He stayed in the military for 30
years, after which he worked at
Lockheed Martin in Georgia. He went
on to acquire the Presidency and later
ownership of the Boyertown Auto Body
Works. Yoder was also a Military and
Government Contractor for Thomas
Body of Reading, Pa, and also served
as a Development Consultant for the
National Penn Bank of Boyertown. He
was a 1934 graduate of the University
of Maryland.
When the family moved to
Boyertown, he became active in many
community organizations, including
presidency of the General Carl A. Spatz
Memorial Association.
Yoder is survived by his wife of 65
years, Ardath Davidheiser; a son and
daughter and three grandchildren.
News of his passing came from his wife
to President George Washburn.
Yoder, Harry D. #22657 66th
Squadron 8 May 2011 Col. Yoder was
a pilot. He flew fourteen missions from
12 March 1944 to 20 June 1944. The
planes he flew in were Gipsy Queen,
Myrtle the Fertile Turtle, Patsy Ann
II, The Banana Barge and I’ll Get By.
His early missions were in preparation
for the Army’s entrance onto the
Continent. On D-Day he flew three
missions.
With the war heating up at a
rapid rate, he flew with five different
Command Pilots—J. I. Turnbull,
Sylvester Hunn, Frank Davido, Robert
Johnson and George Payton (who was
from the 392nd Bomb Group).
By the time he had flown he
completed his 14th mission, he had
been elevated to Captain. He stayed
in the service and served in the Korean
Conflict and Vietnam. Yoder flew during
the Berlin Air Lift. He flew with the
Secretary of War, and also the Peace
Team to Japan for the official signing
43
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
THE FORGOTTEN MAN
Author unknown
When man first started his labor
In his quest to conquer the sky,
He was designer, mechanic and pilot
And he built a machine that would fly.
The pilot was everyone’s hero,
He was brave, he was bold, he was grand,
As he stood by his battered old bi-plane
With his goggles and helmet in hand.
But for each of our flying heroes
There were thousands of little renown,
And these were the men who worked on the planes,
But kept their feet on the ground.
So when you see the mighty aircraft
As they mark their path through the air,
The grease stained man with the wrench in his hand
Is the man who put them there.
�
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8 Ball Tails
Newsletter
Dublin Core
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8 Ball Tails Volume 11 - Issue 1: Winter 2012
Source
A related resource from which the described resource is derived
<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
-
https://d1y502jg6fpugt.cloudfront.net/65043/archive/files/5670f6f5c32285e7c10910ac846c4ec6.pdf?Expires=1712793600&Signature=EvYm6HqD3pyCF8KVkj5HLE7FZC7tTvfusXnZEif6Br7nWDYthwkhlZBD4065sdBtwM0SmxzCZQqs1JxzZApxcJ2j0HFfJPzyoGAi0EpqDmOd65BLSXfU2ZMUuiFq8HtAEOZLfFiGVGPwJAtAh%7EFgP7QQx2NiL7MzmMm1E7k3QxZqShJLVRskEz6B7kdpTAGihhM-lkqtLn6BgQNuZ1h0j31jYtAzmBqSXUw59YBuD3or7zY%7EQTEK%7E%7E9ZuYj3riK1Mqox0niMymlfKoWR9f0gHt8mzy%7EcBcykr9EUPUKrbmttj3aDT95v5KRVqgtU929yOD2KHvIid5ImDSGKL2dI%7Ew__&Key-Pair-Id=K6UGZS9ZTDSZM
5355c2984391e220d2b5ee5bc747bfd3
PDF Text
Text
44th Bomb Group Veterans Association
42-50427
8 BALL TAILS
Vol. 10 Issue #6
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Summer 2011
EIN # 68-0351397
HEAVEN CAN WAIT
PETE THE POM INSPECTOR A/K/A
HEAVEN CAN WAIT II
Heaven Can
Wait arrived to
Shipdham in October 1943, and was
assigned to the 68th
Squadron. She flew
37 missions.
Ill fortune befell
her on the Ploesti
mission. Charles
Whitlock, pilot,
first encountered
the problem of a
defective fuel cell in engine #1, so they feathered that engine. Soon after, while
flying over Turkey, #4 engine had to be feathered, forcing Whitlock to find a place
to land. He dumped six 500 pound bombs in the Danube River, incendiaries over
Bulgaria, then turned the plane to a British airfield in Cyprus.
The crew returned to Benina Main; the plane was repaired and returned to
the ETO, assigned to the 389th and later to the 467th BG. That’s when it was renamed Pete the Pom Inspector. It became an Assembly Plane, then was salvaged
in October 1944.
Heaven Can Wait II first came to the 392nd Bomb Group, but flew no missions
with them. She came to the 44th BG in early October 1943 and was assigned to
the 506 Squadron.
On her 12th mission, returning from Siracourt, France, she crash landed 12
March 1944 and caught fire at Friston, near Beachy Head, Sussex. She was salvaged four days later. The Sam H. Bowman crew bailed out to safety, and sustained only minor injuries.
1
�2010 - 2011
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85142
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail: leeaston@elberton.net
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail: steveadam2009@btinternet.com
Database Custodian and Webmaster:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: SirArloB@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�THE CHARLES WHITLOCK CREW
& HEAVEN CAN WAIT
The Whitlock crew joined the group
that flew to Africa, in preparation for
the Ploesti raid. They flew six missions
in Heaven Can Wait. The sixth was to
Ploesti, which they had to abandon and
land in Cyprus. The seventh was in Timba-a-ah on 16 August 1943; the mission
was to Foggia
The 44th BG Historian, Will Lundy,
managed to get individual stories from
the survivors of this crash. Every crew
member’s experience is totally unique.
POW/Escapee Ralph Knox, Well
Gunner, remembered this:
Whitlock had four new members on
his crew that day, as four regular crewmen were ill with dysentery. S/Sgt.
Ralph Knox reported that “Flak started
the minute we hit the coast, and continued all the way to the target. We hit the
target at 1315 and got our bombs away
without much trouble.
“We were away from the target
about five or ten minutes when it happened. The Group flying off to our left
was hit by about 20 to 30 fighters, and
a few seconds later, we were jumped by
about the same number – and all Hell
broke loose. We were flying ‘Tail-end
Charley’ and caught almost everything
they had to throw at us. Their first pass
didn’t do any damage, and I don’t think
we got any of them. The second time
was different! A 20 mm shell came in
and set my ammunition cans on fire and
nicked me in a couple of places, but not
badly. I got the burning cans out before
they exploded. One of our waist gunners had been hit also, but he managed
to stick to his guns.
“In the meantime, I had seen the
plane flying on our left wing (Southern
Comfort) catch fire and then go out of
control. I saw six chutes come out of
this plane, but things got so hot again
that I didn’t have time to watch it any
longer. The fighters were coming in on
their third pass, and it proved disastrous
for us. Two more 20 mm shells came
into the back and blew up. Many flying
flak fragments got me behind the right
knee and above the left ankle – and that
laid me out over the hatch door. This
burst also killed the wounded waist gunner (Hugo Dunajecz, Jr.)
“The other waist gunner (Emil Kosch)
didn’t look wounded as far as I could
see, but there was a look of terror in
his eyes, and he was trying to kick the
plexiglas out of the well door where I
was still lying. It wouldn’t have done
him any good to get the plexiglas out,
as we couldn’t possibly crawl through
the opening. We couldn’t open the
door because of the gun that was stuck
through it. I didn’t have the strength to
pull the gun out, and he didn’t have the
presence of mind to do it either.
“I finally got to my feet and got him
to the waist window and practically
threw him out of the ship. I watched
him until he disappeared from sight, but
I didn’t see him open his chute. Unfortunately, he did not survive.
“I took one long last look around and
saw that the Tail Gunner (Robert Bonham) was slumped over his guns, and
his turret was swung completely around
to the side. I couldn’t have gotten back
to him if I tried. The waist gunner was
dead, the two left engines were on fire,
the area over the wing and above the
bomb bay was a mass of flames, and
there was not a single gun on the ship
firing, so I figured it was time that I left.
It was quite a struggle to get out on
the window, as my legs were practically
paralyzed by then, and it took all of the
strength in my arms to pull myself up,
over and out.
3
…continued on next page
�CONTINUED
THE CHARLES WHITLOCK CREW
& HEAVEN CAN WAIT
“I estimate that we were about
18,000 feet when I jumped. I delayed
opening the chute until I could almost
see the leaves on the trees below. When
I pulled the cord on my chute, it came
loose so easily, I thought that maybe
the line had been shot through, and
it wasn’t going to open. But in a few
seconds I felt a gentle tug, and when
I looked up, I was very relieved to see
the white umbrella was opening as it
should.
“It was only about 30 seconds between the time that my chute opened
and the time I hit the ground. Luckily, I
came down through some tree branches, which broke my fall; and I didn’t hit
the ground very hard. It was only a
matter of a few seconds until I had my
chute off and had destroyed all papers
that I had in my possession. I couldn’t
walk, so I crawled and rolled down the
mountain until I reached the bottom. I
started crawling again up the next hill
a few feet at a time. It was quite a job,
and I quickly tired. When I was about
half way up the hill, I spotted a chute
on the side of another hill, and I called
over there. I found out that my Navigator, Robert Ricks and Bombardier, John
Waite were there.
“They weren’t hurt, but had been
already captured by Italian soldiers. It
wasn’t very long after that I was picked
up and carried to a farm house where
I met our other two crewmen, Robert Mundell (Radio Operator) and Lt.
Charles Whitlock (Pilot).
“When they finally got me to a hospital, they removed most of the shell fragments without any anesthesia, which
was really rough to take. Then they put
me to bed without any food, and I was
very hungry.”
Recollections of Lt. Whitlock,
Pilot(POW)
Lt. Whitlock later wrote to Sgt. Ralph
Knox (Well Gunner), “You probably
never did know what happened on the
flight deck. You see, after we caught
fire, I sent the Co-pilot Edward Wilson
back with Edwin Stewart (Engineer), to
try to put it out. As you probably know,
the interphone and alarm system burned
out immediately, as well as th controls. Since the bomb bay doors would
no open, the Co-pilot jumped into the
bomb bay onto one door.
“Although he succeeded in knocking a door off, he was burned to death,
and his chute did not open. Stewart
went back to his turret and kept right
on shooting. Then the fire got so bad,
I couldn’t see a thing in the cockpit.
The radio man, Mundell, left by the
top hatch, and then I could see enough
to find that the flames were coming
through the radio compartment and up
the top turret. Stewart stayed with his
guns and was burned to death, also.
After that, I got out by the top hatch, as
the plane had no controls and was going down fast.
“I want to apologize to you and those
who are living for our formation that
was too erratic to allow good marksmanship for the gunners. However, I do
know that you boys shot down several
enemy fighters.”
Navigator Lt. Robert Ricks’s recollections. (POW)
Robert Ricks told Ralph Knox much
later, “Whitlock and I were prisoners of
the Italians until they surrendered. Then
the Germans took us over, and we were
prisoners in the Reich until the end of
the war. Whitlock and I lived together
and got along fairly well. At the end,
we had so little to eat that we were too
weak to walk around.
4
…continued on next page
�CONTINUED
THE CHARLES WHITLOCK CREW
& HEAVEN CAN WAIT
me a shove. It was enough to free me,
and out I went. I hit something that
skinned my knee, and I remember thinking for a second that I was hung up on
something. The next thing I knew, my
chute was open. I don’t remember pulling the ripcord – the chute must have
opened on its own, or maybe the ripcord snagged on something and caused
the chute to open. Whitlock, who was
about 5’ 11” and between 155 and
160 pounds told me later that he came
right out behind me and didn’t have any
trouble, that he dropped down right of
the wind.
“I remember that it took a long time
to get down (I had jumped at 18,000
feet, and I had a front row seat to an air
battle for quite a while. At one point a
saw a German fighter heading my way,
and I remembered the stories we had
heard about some of our men getting
staffed in their chutes. Talk about being
a sitting duck – there’s not a more helpless feeling in the world! But as he drew
closer, he banked his wings and went by.
“I hit the ground pretty hard, but
wasn’t hurt. I had landed next to some
trees on a small farm. A farmer and
a bunch of kids came running up and
started examining my silk parachute.
They looked thrilled with it and started
jabbering (in Italian) and pointing to a
donkey under a shed. I thought they
might want to make a trade, and I could
get on the donkey and get the hell out
of there. I don’t know to where, but is
seemed like a good idea at the time.
Then an Italian policeman arrived and
put a pistol to the back of my head. I
raised my hands to shoulder level – I
didn’t hike my arms over my head like
the bank tellers in the westerns did,
when told to ‘reach for the stars’. With
my hands lowered, I might be able to
T/Sgt. Robert Mundell reported…
(POW/Escapee/Returned)
The Radio Operator Mundell told the
following account. “The top hatch was
already open. The hatch is located directly in front of the top turret – which
the engineer operates – so Stewart, the
Engineer, had to open it. But he hadn’t
bailed out. He had left the top turret
and was now standing on the flight
deck – directly opposite the radio operator’s station. He was looking at me
with a very calm, dispassionate expression on his face – an expression so out
of place, considering the situation we
were in, that it lent a certain surrealism
to the scene. Then he looked down at
the bomb bay – by now a roaring inferno – as if he was considering going out
that way. But he didn’t move. He must
have intended on going out through the
top hatch when he opened it, but for
some reason he had changed his mind.
I pointed toward the open hatch, motioning that we should leave. Stewart
watched me as I started up the steps,
but made no move to follow me.
“I reached the top hatch and was
halfway out when I got hung up. The
top half of me was outside the plane,
and the blast from the ice-cold wind
was numbing. (The air temperature at
20,000 feet was close to zero). The wind
had caught my belly pack (parachute,
and it was now floating four feet from
me – I don’t know where all the slack in
the harness came from – and the straps
felt like they were going to pull through
me. I was praying the chute wouldn’t
open before I got clear of the plane. I
kept struggling to free myself, but I
could feel my strength ebbing in the cold
wind. Then I felt a hand push me.
“Whitlock had followed me to the
steps, and had reached up and given
5
…continued on next page
�CONTINUED
THE CHARLES WHITLOCK CREW
& HEAVEN CAN WAIT
spin around and grab the gun before he
could shoot. I was trying to get a better look at him out of the corner of my
eye, when I noticed an old farmer standing 30 feet away with a shotgun leveled
at me. He looked like he was reading
my mind. I reached for the stars. But
a truck showed up, and Whitlock and I
were taken into a nearby town of Potenza. I’ll never know what the mob had
planned for us.
“Word of our capture had spread. As
the truck brought us through the middle
of town, a large crowd of people had
gathered along the ‘parade route’ and
were applauding. There were also a lot
of people applauding from the balconies. Somehow I got the feeling they
were applauding us instead of our Italian captors.
A little later they brought in Ricks and
Waite, who had dropped out through
the nose wheel doors – an emergency
exit for the two men in the nose of the
plane. Ricks had seen Knox, who had
been injured. Bonham and Kosch had
been killed in the attack. Dunajecz had
died when his chute didn’t open. Wilson had burned to death, trying to get
out through the bomb bay, and Stewart
had remained on the plane all the way
to the ground. We had lost five of our
ten-man crew.
“Waite had been drinking some wine
with one of the Italian guards and was
half drunk. He had found out that
the guard had lived in Texas, and was
saying, ‘He’s okay – he’s from Texas!’
Waite tried to get the rest of us to have
a drink with them, but none of us did.
“I was put into a small dungeon by
myself that night. There was a concrete
slab about a foot off the floor that I
tried to sleep on, but it sloped toward
the floor so much that I couldn’t relax
on it without rolling off. I didn’t get any
sleep at all. There was hole in the center
of the floor full of excrement, and there
were brown finger marks all over the
walls (without going into a lot of detail,
there was no toilet paper”. The stench
was awful.
“Three days ago I was drinking wine
with a friend in Oran. Now I was in a
dungeon staring at brown finger marks.
“The next day the Italians put us on
trucks (except for Knox, who was taken
to a hospital), and we departed – to
more applause—to Bari, where we met
the other downed airmen from the same
raid. There were about 30 of us. The
44th had lost a total of seven planes in
the Foggia mission; two were from the
506th. The pilot of the other 506 plane
– Southern Comfort – was named Horace Austin, and he and his surviving
crewmen were there.
“The guy in Benghazi had been right
– there had been a raid coming up, and
they now had plenty of cots. Seven
crews were lost meant 70 empty cots.
The Navigator on the Austin crew, a
guy named Paul Singer had tried to get
out of going on the mission – he said
he was afraid of flying today. But they
made him go anyway. He bailed out
when the plane was shot down, but his
chute didn’t open. Austin had lost one
of his shoes getting out of the plane, so
when he came across the body of the
navigator, he took of the dead man’s
shoes.”
Besides the two 506 planes that were
lost, the 66th Squadron lost Lady Luck;
the 67th lost Suzy-Q, Black Sheep and
Buzzin’ Bear; the 68th lost Natchez
Belle. 506thSq. A/C Baldy And His
Brood was badly damaged, had two
wounded aboard, but landed safely in
Malta.
6
�HEAVEN CAN WAIT II
The Bowman Crew: Front Row L-R: Kenneth Dropek (Engineer), Thomas Gurrey (Gunner), Bernard Creeden (Radio Operator), Patrick Commisa (Ball Turret
Gunner), Donald Ennis (Tail Gunner), Michael Tarzia (Gunner)
Back Row: Sam Bowman (Pilot), James Rossman (Co-Pilot), Art Young (Navigator), Charles Gordon (Bombardier).
around for several hours, we were notified that we were again over France,
and to put the machine guns back in
place. After milling around for a while,
we were back over England, and by
then we were told to land wherever we
could. They suggested Ford Field.
“As the fickle finger of fate would
have it, we found a small hole in the
clouds. With our engines cutting out,
we set down as land appeared. We
barely cleared some high voltage power
lines by lowering the flaps about 10
degrees. The crash caused the plane to
burn up, but we were able to get out
with only minor injuries.
This was Pilot Bowman’s second
mission. Unfortunately, he had crash
landed another plane only a few weeks
previously. He was reduced to Second
Pilot for the remainder of his tour.
Sam H. Bowman was piloting this
aircraft that had bombed military installations at Siracourt, France. When
they returned to England, Shipdham’s
weather was very bad, so the pilot was
advised to find an ‘open field’ someplace in southern England. However,
they were not fortunate enough to find
an open field, and fuel was running
low. Bowman attempted an emergency
landing at an RAF fighter field in Friston.
The situation became more grim when
a fire erupted and the plane was completely destroyed, but the crew managed to escape with no serious injuries.
Kenneth Dropek, Engineer and Top
Turret Gunner, reported the problems of
trying to land. “After leaving the target,
we had to feather #2 engine. We flew
back to England okay, but there were
solid clouds at all bases. After flying
7
�PRESIDENT’S MESSAGE
Time is flying by!!! Seems like I just did a message, and
Ruth is now ready for another one.
Our faithful Editor is hard to keep up with!!
Our past president , Jerry Folsom, has arranged with the
University of Utah Library to have them scan and digitize
some 35 copies of the 8 Ball Tails that are not on our Website. Arlo Bartsch, our Web Master will then put them on
the web site. Thanks to Jerry for his efforts.
This is a major accomplishment, as now all the 8 Ball
Tails from 1994 to date will be available.
Updated CD’s of the Data base program will contain all of these as well.
We have just returned from a visit to England , but were unable to get up
to Shipdham. We did, of course, watch the wedding on TV. That provoked
some memories. They told that Prince William was based at RAF Valley Wales.
Valley,Wales is where I landed in 1944 on a C-54 transport. That flight took
some 20 flying hours from LaGuardia Field in New York with stops at Presque
Isle, Maine –Gander and Iceland. It was somewhat different from our 8 hour
non stop from Tampa!!!
Hope to see many of you in October at Savannah.
George Washburn
It has come to our attention that Harold Davis was reported to have
Folded Wings in 2009. This is erroneous. We have no record of the
source of this information; but with great sorrow and many apologies,
we report this error. Davis’s grandson discovered the error on the web
site, and contacted Arlo Bartsch. The web site received that improper
message from the only possible source, the 8 Ball Tails.
Please forgive this serious mistake.
MARY ASTON’S BOUTIQUE
For Sale: lapel pins of WWII Medals: 8th Air Force, DFC, Air Medal, Purple
Heart, POW, European-African Mediterranean Theater and WWII Victory Medal.
The price of each is $9 + 44 cents postage. (Specify pin name and number of
each type.)
A large Suncatcher depicting the Flying 8 Ball; a 67th Squadron Pelican or
8th Air Force Logo is available at $120 each + $25 UPS (a total of $145) A
small Flying 8 Ball sells for $65 + $18 UPS (a total of $83) Proceeds go to the
44th BGVA. Contact Mary at 830 Cardinal Drive, Elberton, GA 30635.
8
�LETTER FROM SHIPDHAM
By Peter Bodle
Hello again from your old ETO base in England, Station 115, Shipdham. I make no apologies for starting
this letter as I did the last one, and commenting on the
weather. For those of you with long memories, I’m sure
you will find it hard to believe when I tell you that we
have had almost six straight weeks of fantastically brilliant sunny spring weather. This is a great rarity, and
I’m assured that it is the best spring we have ever had
in this part of the UK for decades, even when we look
back in the records to before the days you guys were
actually here in Norfolk to witness an English Spring.
On a wider front than local and light aircraft flying,
I am amazed with all the talk of recessions, that the world of aviation appears to
be alive and well and getting stronger by the month. I’m told that the Boeing order lists for some models of plane is at about 5 years, and climbing, and also that
some of the Airbus order lists are only a year or so behind those in Seattle.
No doubt some of you will have had the opportunity to see the recent Royal Wedding of Prince William and Kate Middleton, a state event that we Brits
tend to take great pride in doing and getting right. As a witness to many such
splendid occasions, it reminded me of the wartime parade when some of the
guys from the 44th Bomb Group, and several other nearby USAF bases paraded
through the nearby Port Town of King’s Lynn, in front of the then King and
Queen. I can still visualise those old black and white photos and the pride in the
step, and on the faces of the American G.I.’s carrying the Stars and Stripes down
main street Norfolk, in front of King George and The Queen.
Our flying season has just about got underway as I write this, but as the latter part of the winter was rather fierce, it is a little slow getting under way and
spring sunshine tends to attract rather breezy weather this close to the sea. Also
strange to relate, good weather tends to have a negative effect on flying and
most of our pilots have families, and good weather means seaside trips and days
out with the children. (They believe that dad can go be a pilot on the days when
the weather is not so warm, clear, dry, calm etc…)
The 44th Bomb Group Memorial Garden is looking a tad stronger these last
few weeks and the grass has a lush spring green hue to it. Mike Artherton and
his gardening team have spent their first hours this month looking at, and after
it, and it will only be a few weeks and it will be back to it’s summer radiance,
ready for this year’s visitors.
Best regards to you all from a glorious, sun drenched East Anglia.
(Wow…I haven’t been able to say that for many a long time …)
Peter
Speaking of William & Kate’s wedding, we must agree: no group can put on a
spectacular event more impressive that the Brits! (Opinion of Perry Morse)
9
�L/COL. ROBERT LEHNHAUSEN
(COMMANDER 68TH SQUADRON)
REMEMBERS HIS FRIEND
RAYMOND HAMLYN
Ray Hamlyn was a very fine friend. He came to the Squadron, and Group, as the
Co-Pilot of the Robert E. Peterson crew. They arrived shortly before we left for Africa, June 16, 1943.
On our first mission out of Benghazi, his crew was scheduled to fly the Leece mission of July 2, 1943. Tom Cramer, the 68th CO, decided to fly this mission as the
Co-Pilot of the crew. That ‘bumped’ Hamlyn. In the target area enemy fighters shot
down the Peterson crew. The entire crew was KIA.
Ray then became the Co-Pilot for the crew of Bill Hughes. Several members of
my original crew were also on the Hughes crew. We got to know “Ham” very well.
After Bill Hughes finished up, Ray was made a first pilot and was given his own
crew. As a young man, he was a very handsome person – always well groomed
and attentive to task. He and my Navigator, Robert C. Peterson became very close.
George Hulpiau, our Bombardier, and Ray were also life long friends. Ray, despite
his fragile health, attended the services of both Peterson in Ogden, Utah, and Hulpiau, in Sun City West, AZ, when these two war time pals folded their wings.
Ray was badly wounded on a mission to one of the Buzz Bomb targets on February 8, 1944. He took a piece of shrapnel in the cheek – a very nasty wound that only
delayed the completion of his tour. He became one of my lead pilots, completing his
tour as one of our flight leaders, as a Captain.
Ray and Bob Peterson lived together while attending classes at Stanford, after the
conflict and before they were married. Both had retained their reserve status, and
were both recalled for the Korean conflict. Both chose to make the Air Force a career, and both did very well.
It is my recollection that Ray rose to be a B-47 Wing CO. He retired as a full Colonel.
He married his Reno, NV high school sweetheart, Dorothy. My recall is that they
had Tom and a daughter.
Tom is a graduate of the Air Force Academy, but left the military some time ago.
The family was very close.
Ray and Dorothy were regulars at reunions until her death. Ray was at Salt Lake
City for the Ploesti Reunion in 2003.
The last time I talked to him was shortly before Christmas of 2009. I tried to get
him a few weeks ago, but got the recorded message that his phone number was no
longer in service.
Ray Hamlyn was the ‘best of men’.
10
�SAD TO REPORT: OUR ENGLISH BOARD MEMBER
STEVE ADAMS HAS SUFFERED A STROKE
Steve was appointed to the 44th BG Board by President Roy Owen, and he has
reached into the heart and provided the history for everyone in the 44th BGVA. A
high school student when WWII was going on, Steve grew interested in the historical aspects of what was occurring in his homeland. He collected pictures and memorabilia, and he wrote “The 44th Bomb Group in WWII”, an incomparable book
featuring the heroes and the valor of our airmen.
Steve bought and presents the wreath, honoring the 44th BG, at the annual Remembrance Celebration at the Cambridge Cemetery. He has corresponded with all
Americans seeking information, assisted in providing memorabilia and photos to the
Shipdham Aero Club Museum & Library, led a tour of Americans to a crash site in a
large body of water, (then helped the tour bus get out of a tight spot.) His service
has been immeasurable; particularly to this editor, who uses his photos and research
material in every issue of the Tails.
Rehabilitation is putting Steve back on his feet. Right now he is beginning to
type his e-mails, and is determined to have a complete recovery. Pray for Steve and
his wife Jan. He is one of our treasures. His mailing address and phone number are
on the inside cover of the Tails.
FRANK SCHAEFFER COMPLAINS:
“I NEVER GOT TO PARIS…BUT OUR B-24 DID”
An active member of the Air Forces Escape and Evasion Society, Schaeffer sees
that many of the Evasion Helpers are diminishing in number, as are the veterans.
Schaeffer was the Engineer on My Peach. The mission was to La Perth Airfield,
Romilly France on 8 August 1944. When # 1 and 4 engines on the plane were out
and then #2 caught fire, Bernard Komasinski put the plane in auto-pilot, and the
crew bailed out. With the help of the French Underground, eight successfully evaded, one became POW; one was wounded and evacuated.
Schaeffer gave a dog tag to a member of the family with whom he was staying.
It was returned 59 years later by Jean-Pierre Benier, who was four years old at the
time.
Years after the war, Schaeffer learned that the abandoned plane had been shot
down over Paris by the Germans, about 60 miles from the target of Romilly.
LYNDON S. ALLEN, TAIL GUNNER ON THE JOHN MILLIKEN CREW
WROTE ABOUT ONE OF HIS FONDEST MEMORIES
“Leaving the English coast was a significant aspect, to me, on our first mission.
Ever since I had geography back in Elementary School, I have heard of, and have
seen pictures of, the White Cliffs of Dover – and there they were, directly below me!
How beautiful; how magnificent; just as they had been shown.”
11
�MEMORIES OF AWESOME EXPERIENCES
ROBERT W. PADGETT, JR (ENGINEER/GUNNER) 68TH SQUADRON)
MISSION #4, 5/30/44 6;45 Hours
(Flying in Wendy W)
“Charles Clark, Gunner, couldn’t
make the mission, it’s over for him,
(combat is not for men in their 30’s).
Flight over North Sea, it’s very cold,
having to wear an oxygen mask is bad
enough, but when your breath freezes
in it, and the ice falls down inside your
clothes, it’s miserable. You are warm on
neck in back, and ice falling down the
front, then in the top turret. Fighters
in area, flak was light to heavy – a few
hits. I wished those steel helmets were
larger so you could hide inside them
when the flak starts, but they did give
you some feeling of protection.” (Will
Lundy’s book reports no losses on
this mission.)
MISSION #7 WAS ON D-DAY
Target: Invasion Coast Guns. Caen
(Vire) (Flying in Patsy Ann II)
“Did not drop; no clear target. During climb out to assembly altitude following the plane signal light ahead,
I always stood between the pilots. I
caught sight of a B-24 coming up underneath us. I shouted out ‘Pull UP’
and all three of us were scrambling to
pull back on the yoke, and reaching for
throttles. The other plane’s right rudder struck and tore a hole in the front
lower left side of our plane. We lost
some altitude and then recovered and
joined the formation. The damage was
a hole, causing loss of air speed, tube,
nose gear system seemed OK. I did not
know where the plane came from until
an article a couple of years ago by Tom
Parsons stated that another plane and
his had hit that morning!! (Parsons,
Left Waist Gunner, was flying in Battlin
Baby, piloted by Ted Weaver. The A/C
suffered damage to the fin and right
rudder, but was able to stay in the formation.
MISSION #8, ALSO ON D-DAY
Target: Invasion Support. Colleville
& St. Laurent (Flying in Wendy W)
Climbed to 24,000 over cloud cover; did
not drop. On the return over Channel in
the flight path that was designated to
return by, we had to hold altitude a few
minutes, so one member of the crew
could clear his ears. Then returning as a
lone plane, at that moment to the English coast, we got a burst of flak ahead.
The pilot (Charles Gayman) turned
back, and we fired another burst. We
repeated the identification and turned
back. This time we loosely joined another formation, they had guns on us,
but did not fire, we kept our gun positions still and they let us in. When we
arrived at the base 2315 hours, in fog
and dark, lights in the fog illuminated
the area for landing. The Navigator had
received the wrong ID packet. What a
flight. Even the British shot at us!!
MISSION #28 – 4 August 1944 - KIEL
SUBMARINE PENS & DOCKS
FLYING IN JOSE CARIOCA
The flights are getting tougher again,
another flight to Kiel. It’s still very cold
over the North Sea. (In South Carolina,
we don’t have thermometers that go
this low.) We were not over land very
much, but they had the 88’s firing all
the way in and out – lots of holes I saw,
where they came in – some through the
plane. I don’t see how the men in the
waist, Alonzo Collins and Joseph Wawerna, kept from getting hit. One piece
of shrapnel entered the top between Lt.
Charles Gayman and Clair Hill ( Co12
…continued on next page
�MEMORIES OF AWESOME EXPERIENCES ROBERT W. PADGETT, JR
Pilot), hit some wiring and stopped just
before the top turret where I was! I still
have that piece of flak!
MISSION #32 – 14 August 1944 –
Lyons, France
Target: Airfield; Flying in an unnamed plane
This was the start of the second invasion into lower France. Clear weather,
flak was light, tracking was fairly accurate. Our P-51 escort was good and no
fighters were seen in our area. Compared to some missions, this was a long
milk run, if that was possible with some
flak, flying with all the other planes,
and flying with a new pilot, Lt. Ster-
CONTINUED
ling Dobbs. No problem. We got back
safely. When we got to the briefing,
they told us – Alonzo Collins (Waist
Gunner), Richard Breon (Radio Operator), Joseph Woodlock (Navigator) and
I, that the missions had been cut back
to “31”, so we made an extra one!
I was relieved it’s over. I didn’t
have the time to think about the danger so much then, and I wondered
what was next and where it would
be. Memories keep coming back all
the time. Even with age you don’t
forget those events. Ask my wife.
Over the years she has had to wake
me up to stop the nightmares.
THE PLOESTI RAIDERS WILL BE MEETING
AT TWO DIFFERENT SITES:
BARKSDALE AFB AND TUCSON, ARIZONA,
These are held in conjunction with the 98th & 93rd Bomb Groups. All five bomb
groups are invited.
The Place: Holiday Inn Downtown Shreveport, LA
98th Bomb Group/ Wing Veterans Association
Dates: October 17 through October 21, 2011
Annual Meeting will be hosting The Ploesti Raiders
Regardless of Unit or Job!!!
Contact: Dennis Posey, Reunion Coordinator
770 509-7734 dennis posey@att.net
The 93rd Reunion is October 20th through October 24th in Tucson, Arizona
A special program is being prepared for the Ploesti veterans
Complete with memorabilia, photos and hospitality
Veterans from all five bomb groups are invited, flyers and ground crew all
welcome
Details can be found at www.93rdbombgroup.com
Or contact Blain Duxford bdux@aol.com
13
�FROM THE DIARY OF WILLIAM UVANNI
RADIO OPERATOR, 506 SQUADRON
FLYING IN CONSOLIDATED MESS
BEIBER CREW
July 7, 1944: The target was Bernberg, Germany. They woke us up for
our first mission at 1:00 A.M. We knew
we were going last night, and I doubt
if any of our crew got any sleep. Trucks
took us to the mess hall and then to
briefing.
On the wall-map of Europe a red line
(tape) was stretched all the way from
England to Bernberg, deep in Germany.
We were briefed to expect fighters as
this is in a fighter region, and also to
expect heavy flak.
We were pretty tense on the way
to the target. About 5 minutes before
target time, we were hit by fighters.
We flew in the lead element and were
right up front. Approximately 60 fighters lined up 15 abreast and came in
at us from 1 o’clock and slightly high.
They fired as they came in, and you
could see orange 20 millimeter shells as
they came through the air. None of the
planes from our squadron were hit, but
an entire squadron (12 aircraft) were
knocked out on the first pass. Some
blew up and others went into dives and
never came out.
Some of the crew saw several chutes
come out of these planes and a few
minutes later the report came over VHF
radio that the Germans were strafing
the airmen hanging in their chutes. We
had been warned to delay our chute
openings until a lower altitude to avoid
this, but under tension we don’t always
do the proper thing.
We were in heavy flak all of this time,
and I watched through the open bomb
bays. We had
P-38 fighter escorts, and they gathered where the German fighters were
in a few minutes and really paid them
off. The ones that hit us were ME-410s
(Germany’s latest), and the interphone
rang out with “There’s a 38 on a 410 –
he blew up”!! “There’s another 410 on
fire!” “Hey, did you see that B-24 burning on our right?” “Another B-24 blew
up behind us!” “Look at that P-38 after
that German – there he goes – look at
him – he’s coming apart”!
I saw Bernberg below, and it looked
rather small. Our target was a bomber
assembly plant right on the edge of
town. It was easily identified, because
of the large runways in front of the
plant. Our bombing was excellent. All
the bomb explosions I saw were on
the plant area and a few minutes after
Bombs Away, the whole place was nothing but smoke and flames.
We were about 7 to 10 minutes in
the flak and when we broke away from
it, all the enemy fighters had disappeared. We had no further trouble on
the way home.
At interrogation the Intelligence Officer told us that missions didn’t come
any rougher than today’s, and we were
relieved to know that they would not all
be like this one.
The mission lasted 7 hours, and we
were on oxygen for 4 hours. Our bombing altitude was 19,000 feet, and the
temperature was a minus 7 degrees.
Losses: 3 Planes (68 Sq.),
KIA – 11; POW – 17 (3 of whom were
badly wounded; Injured, evaded and
returned – 1.
July 21st, 1944 The target was
Munich German. (This crew had
bombed there ten days previously)
Flying in Consolidated Mess: When
they briefed us for Munich again, we
14
…continued on next page
�WILLIAM UVANNI 506 SQUADRON FLYING IN CONSOLIDATED MESS
began to wonder. A good way to get
rid of a fellow is to keep sending him
back to Munich!
We never saw the ground after takeoff until we reached the target. There
was an opening over Munich, and it
was the only one we saw over 3 countries: England, France and Germany!
We were up to 25,000 feet, trying to
find an opening between cloud layers, so the dangers of flying formation
would not be so great.
As we started our bomb run, we saw
coming head-on a formation of B-17s
making their run exactly opposite our!!!
We withdrew to one side and passed
over the city again, catching all the flak
they threw up, and having our bombs
all of this time. (We never really knew
what worry was until then.)
We skirted the city and came back
to try our run again. We flew over the
break through once more, and caught
the flak all over again. Several bombers
had been hit and were going down. We
finished this second run and still did not
drop our bombs. We were all scared
to death after making that second run,
and when the report came over VHF
(radio) that we were going to try once
more, I think everyone’s heart stood
still. Mine did; and after the mission, all
of our crew admitted the same thing.
About this time we flew into a cloud
bank, and when we broke through we
were the only bomber around!!!! We
had become separated from the 8th Air
Force! We had been cruising around
Munich for over half an hour, and
Woodie (Nathan Woodruff, Engineer)
told Lt. George Beiber that our gas was
getting low, and if we didn’t head for
home – we’d never make it. (He didn’t
know whether or not we could as it
was.)
I had opened and closed the bomb
CONTINUED
bay doors twice already, and Lt. Beiber
told me to open them again. As soon
as they were opened – we dropped our
bombs and Lt. Beiber told our Navigator, Lt. Willis Edgcomb to plot the
straightest route home. We were deep
in Germany; all alone and fighters had
been reported around Munich. If they
spotted us now, we’d be lucky to make
“Stalag Luft” – Airman’s prison camp in
Germany.
The Good Lord smiled on us; we
crossed Germany on the way out without seeing anything other than clouds,
which were all over.
About 15 minutes after we crossed
the French-German border, we saw a
formation of about 18 American bombers. A B-17 was leading it, and there
were both 17s and 24s in it. We headed
for them, and as we did, we saw flak
start to break around them. As much as
we wanted to join them for protection
against the fighters, our pilot decided
we’d stick it out alone, rather than fly
through the flak with them.
About 20 minutes later I made a
terrible mistake. I looked out my window and saw flak climbing to meet
us. I was listening to my radio. (I was
assigned the channel at briefing.) and
didn’t know what was being said on
interphone through the plane. I took
it for granted that one of our crew had
reported it.
It climbed steadily to our altitude,
looking for all the world like a great
big staircase. One burst exploded right
under our right wing and threw it high
into the air. I couldn’t wait any longer
and switched to interphone and reported anti-aircraft batteries were tracking
us.
By this time Lt. Beiber had taken evasive action, and soon the flak stopped.
He replied back over the interphone,
15
…continued on next page
�WILLIAM UVANNI 506 SQUADRON FLYING IN CONSOLIDATED MESS
that he knew they were shooting at us,
but no one except myself had noticed it.
(I made a solemn oath to myself, that
from now on, when I see flak, I’ll switch
interphone; and unless I hear it called
out – I’ll call it myself.)
Our Navigator Lt. Edgcomb did a
beautiful job plotting our course home,
and we landed at our base with 15 gallons of gas left for each engine. Woodie
called it right. We were one of the few
crews who landed at their own field.
A large number of planes that came
back crash-landed on the English Coast,
and almost every other plane landed in
Southern England, not having enough
gas to reach home!!!
The next day I found out that the
Lead Plane in our formation had its
bomb sight destroyed by flak, preventing the Bombardier from dropping his
CONTINUED
bombs. His interphone was also shot
out, making it impossible for him to tell
the Deputy Lead Bombardier to take
over and drop the bombs.
I also found out that a friend named
John Dowd, who had trained with me,
was shot down over Munich. Several
chutes got out, and I hope he was one
of them, and is a POW. It was his 3rd
mission, and he had been with our
group for about a week.
(John Dowd was interned in Switzerland and returned.)
Lt. Myron Butler’s crew had its left
rear vertical stabilizer shot off over the
target and were leaking gasoline badly.
We heard them say they were trying to
make Switzerland. (Over the VHF radio)
(They did not make it. The entire crew
became POW)
ATTY. ROBERT LEE ASTON
RECOGNIZED FOR HIS DETERMINED EFFORTS OF ACQUIRING BELATED AWARDS FOR
VETERANS
Lee recently was awarded the Gold Good
Citizen Medal from the Sons of the American Revolution.
The Golden Kiwanis Club honored him;
and the Mayor of Elberton, Georgia, Larry
Quest, proclaimed a day in his honor.
When President Bob Lehnhausen assigned Lee to the job of Director of Decorations and Awards, he became unstoppable! He has acquired more than 100
belated awards for 44th BG veterans and
many other veterans also.
Mayor Larry Quest proclaims Dr. Lee Aston Day
16
�MUCH MORE TO BE SAID ABOUT THE MISSION TO MUNICH
The target was an armament center
at Oberpfaffenhofen, Germany, near
Munich. The 68th Squadron lost two
planes, as did the 506th. 19 were interned in Switzerland; 2 were KIA; 29
became POW.
Jerry Folsom, Co-Pilot on Consolidated Mess reported, “This plane
(Mary Harriet) was flying on our left
wing. They had contacted us to look
for damage via radio. They reported
that their controls were not working
well. In conversation it was discussed
as to whether they should try to make it
home or go to Switzerland. I had suggested that we were quite a ways from
home, and if controls were not working,
well, it might be a good idea. A while
later they called and said that they were
going to Switzerland. I wished them
well, and they left the formation.
About a month later I was in the
latrine shaving when a voice behind
me asked the usual question of a new
crew: How are the missions? I probably gave the usual reply. Rough, lots
of flak, cold, not many enemy fighters,
etc. Then the voice said, “You don’t
know who you are talking to, do you?”
I turned around, and there was the fellow I had been talking to in the plane
(John Anderson)... (Pilot of Mary Harriet). He recounted their trip to Switzerland, how they had bailed out, and
one chute did not open. The Swiss had
given that crew member (Leo Hoffman, Gunner) a nice funeral, and put
a cross near the rock where he fell. He
told about being interned, and that
conditions were quite good – lots of
freedom. He was interned in a building
near a security fence that had a locked
gate. One evening he was advised that
the gate would be open sometime that
evening, and to look for a fellow in a
white shirt. He later recounted how
the French Underground got him to
the coast and back to England. He did
comment, ‘Do as the Underground tells
you.’ He did not once, and almost got
shot and captured by the Germans. The
Underground reprimanded him severely,
and almost kicked him out.”
Uvanni continued: July 29, 1944 –
Bremen, Germany.
We weren’t scheduled to fly this mission, but one of the pilots got into a
fight in town (from another squadron),
and is riding the sick book, so we were
elected.
We would draw one like Bremen on a
deal like this!!! The older men in the barracks had told us that Bremen was second
to none, and they were not wrong. We
flew in D-Bar with another Squadron.
There wasn’t any seat at my desk, so I
spent most of the time on the floor.
Bremen was covered completely with
clouds when we arrived, and thank
heaven for that!! We dropped our
bombs PFF, and they shot flak by radar. There was a solid flak barrage the
length of the city, and you couldn’t see
through it! They were off slightly to
the right; however, and we flew in the
middle element. We made it OK.
The bombing results were perfect
– Bremen was “pin-pointed” through
10/10 overcast, and that is remarkable.
Our Group lost 5 heavies; however, and
that is not remarkable.
At interrogation they told us about
Lt. William Green, and another plane
from our Squadron colliding over the
Channel during assembly. Red Favors
was the only member of either plane to
get out. He was in the bomb bay and
had his chute on when it happened. It
was his 6th mission. His chute opened
as he hit the Channel, and a Dutch rescue boat picked him up.
17
…continued on next page
�MUCH MORE TO BE SAID ABOUT THE MISSION TO MUNICH
The Radio Operator on his crew slept
next to me. His name was Johnny Raniello, and he had a picture of his baby
he had never seen tacked to the ceiling
over his bed, so he could look at it as he
lay on his bunk. He was killed instantly
in the Martin upper turret. The Pilot
and Co-pilot were KIA also, as the propellers from Lt. Greene’ plane chewed
right through the flight deck.
Someone had taken Johnny’s picture
of his baby down before we got back.
I don’t know who.
Our crew was awfully tired after this
mission, we couldn’t sleep. We just
CONTINUED
talked occasionally and rested as well as
possible.
Ed. Note: According to Will Lundy’s
book, 34 planes were dispatched, but
only 32 hit the target, due to the collision of #42-95309, piloted by Bernard
Eberhardt and The Wasp Nest, piloted
by William Green. Alva Favors, the
single survivor of this crash was the Engineer on Eberhardt’s crew. Bill Uvanni
reported that the Beiber crew was flying
in D-Bar; the Database indicates that
they flew in My Peach.
LARRY HERPEL IS ON A SEARCH FOR PICTURES OF THE
ORIGINAL 506 SQUADRON THAT FLEW THE SOUTHERN ROUTE
TO ENGLAND IN FEBRUARY 1943
this late date, 68 years later, Larry hopes
that somebody snapped his uncle and
members of his crew, and even a picture
of the plane.
If you or your parent were part of
that original group, and if you have
pictures taken on that flight, please
contact Larry at P.O. Box 478, Lockhart,
Texas 78644. Phone 512 376-7780.
E-mail lherpel1@ev1.net
Larry’s uncle, Virgil Fouts, Pilot of
Cactus, was lost on his first mission,
which was to Wilhelmshaven, Germany. It was also the first loss of the 506
Squadron.
Larry has been told that this new
squadron was flying the southern route,
and they stopped to refuel at Marrakech. From the late Norman Kiefer and
the late Dick Butler, he learned that lots
of the men were carrying cameras. At
A filing cabinet is a place where things can get lost alphabetically.
-Adam Yankee
MURPHY’S LAWS
Whatever you want to do, you have to do something else first.
If you try to please everybody, somebody is not going to like it.
It’s easier to get into a thing than out of it.
18
�REPORTING ON THE CAT DILEMMA IN STALAG LUFT
IN EUGENE VICKERY’S MEMOIRS
On 23 March 1944, Vickery recorded
that there were many bets placed on the
birth date of the POW cat’s kittens, and
also the number she would produce.
About that time, the cat disappeared. Prisoners searched everywhere
– even rain barrels. Vickery suspected
there was something rotten in Sagan!
Did an unscrupulous person arrange for
the cat’s disappearance?
On a more serious note, he recorded
that they were aware of the advance of
the Russians on the eastern front. Somehow he learned that the air war kept
growing in intensity – over 4,000 sorties
by the RAF and USAAF in 48 hours.
Every Saturday night between 8:00
and 9:00, the prisoners have presentations of poetry, book reports, etc. He
pressed his shirt and pants for the event
with a home made flat heated on the
stove.
27 March: The cat showed up with
5 kittens. He guessed the right date but
voted only for four, so he lost his bet.
There was a break in the North Camp,
and 81 prisoners escaped. Now the
guards are tightening up their rules and
inspections.
7 April: The guards told them that 41
of the escapees had been killed. It was
Easter, and prisoners dressed in clothing
they had received from home. They held
church and prayed for the souls of those
who were killed in their escape efforts.
24 April: A Lt. got a letter from his
girl friend, saying she had found someone else, and would he please return
her picture. The Lt. felt quite bad about
it, so his buddies decided to pay his girl
back in kind. They gathered up a dozen
photos of various girls and sent them to
her with the explanation that she should
pick out the one that was her, because
he couldn’t recall which it was, and then
return the rest.
While the POWs at Stalag Luft were
making the most of their tragic circumstances, in the month of May the Soviets
recaptured Sevastopol; Germans withdrew from Monte Cassino in Italy, and
Allies broke out of the Anzio beachhead.
6 June 1944 – D-Day The prisoners
knew it as it was happening. When the
word reached them, many were playing cards. A General really cussed a blue
streak, because the good news came
just when he had been dealt his only
good hand in days, and everybody threw
down their cards and left the game to
listen to the news.
DO YOU WANT TO BUY A BRICK?
The Soldier’s Walk at the Army Heritage Education Center at Carlisle displays
the names of many of your leaders and friends. The slogan is: Voices of the
Past Speak to the Future. You can’t walk to the Museum without seeing the
Flying 8 Ball logo, proudly displayed.
An Infantryman once said to Robert Lehnhausen, “Your group was no help
to us on D-Day.” Bob had the right answer: “We did it all ahead of time.” And
so you did—taking out airdromes, bridges and railway stations—to keep the
enemy away from the action at Normandy. That must never be forgotten, when
WWII history is studied.
$150 will buy an 8” x 8” brick with the logo, your name, rank and Squadron; and
of course, the 44th Bomb Group. Call me: I’ll help you design it. (717 846-8948)
19
�Reunion Schedule
44TH BOMB GROUP VETERANS ASSOCIATION
OCTOBER 13-16, 2011
INN AT ELLIS SQUARE
SAVANNAH, GEORGIA
Thursday, October 13,
Board Meeting
Registration
Hospitality Suite opens
10:00 AM
1:00 to 5:00 PM
7:00 PM
Friday, October 14
Breakfast
Load Trolley for Ft. Jackson Tour
And Lunch at the Crab Shack
Return to Hotel, Afternoon Free
Welcome Reception
Saturday, October 15
Breakfast
General Membership Meeting
Load Trolley for Mighty 8th Museum Tour & Lunch
Return to Hotel
Cash Bar
Squadron Dinners
Sunday, October 16
Breakfast
Load Trolley for Savannah Tour, Riverboat Tour
And Lunch,
Afternoon on/off Trolley Tour of Savannah
Cash Bar
Banquet
Monday, October 17
Breakfast & Farewells
20
9:00 AM
1:30 PM
7:00 PM
9:00 AM
10:15 AM
3:00 PM
6:00 PM
7:00 PM
9:45 AM
6:00 PM
7:00 PM
�REGISTRATION
44TH BOMB GROUP VETERANS ASSOCIATION
201 WEST BAY STREET
SAVANNAH, GEORGIA 31401
OCTOBER 13-16, 2011
Please print or type. All information must be complete.
Last Name ______________________________ First Name ______________________
Spouse/Guest _______________________________ Squadron __________________
Address ___________________________________________________________________
City
_______________________________ State ___________ Zip Code _________
PRICING – 4 HOTEL NIGHTS
Single $700.00
Double $957.00
Triple $1214.00
Quad $1471.00
Please indicate bed preference: King _________ Queen _______ Single ________
ALL ROOMS ARE NON-SMOKING
Includes: Welcome Reception, Four Breakfasts, Hospitality Room,
Transportation and Lunch on all tours, Squadron Dinners, Banquet.
HOTEL PARKING AND AIRPORT TRANSPORTATION ON YOUR OWN.
$10 Per Day
$25 Per Person each way. (Please include Arrival &
Departure Times. I am
Arrival Time ______________trying to work a deal
with a Cab Co. for a
Departure Time ___________ combination rate.
SQUADRON DINNERS ARE A BUFFET WITH TWO ENTREES
BANQUET DINNER HAS TWO ENTREES, STEAK AND CHICKEN
CHOOSE THE ONE YOU LIKE.
PAYMENT
Number of Registrants (See Prices Above)
Single $ ______________
Double $ _____________
Triple $ ______________
Quad $ ______________
Please send checks to 44th Bomb Group Treasurer
Jackie Roberts, 11910 S. E. 44th Street, Oklahoma City, OK 73150
MUST BE RECEIVED BY Sept. 7, 2011
21
�WALTER PATRICK, TAIL GUNNER REPORTS THE
EARLIEST DAYS IN THE UK
We arrived aboard Eldon Johnson
in convoy, and landed at Southampton. We got separated from the convoy
for two days, and were dang lucky we
didn’t get submarined, because they
were out there…
“The 15th Bombardment Squadron
(A-20 Boston bombers) was the first
combat organization to arrive in England…We were first assigned to Grafton Underwood at Kettering, and then
moved to Poddington…We flew our
first combat mission on July 4, 1942
against an airfield in Holland – six USAF
planes and six RAF. Our Squadron Commander, Maj. Keggleman was awarded
the DFC in the European theater on
that mission when his right wing hit the
ground, and he regained control of the
aircraft, and flew it back to home base.
In September the Squadron was sent
to North Africa to participate in that
campaign… I and fifteen other gunners were reassigned to the 44th BG at
Shipdham, who had just arrived in the
theater.
“Upon arriving at Shipdham, I was
immediately promoted to Buck Sergeant
and assigned to the crew of Lt. James
Kahl. (Walter was delighted that he
skipped two grades – Pfc. & Cpl.) because no one was allowed to fly with a
lower rank than Sergeant.)
Coming back from their one mission (he is not certain which), the A/C
was badly damaged, and Kahl was
forced to crash land, but there were no
injuries.
“Fighters had been heavy, and I was
credited with a ¼ FW 90 kill (big deal),
and I got my first decoration of an air
medal… The rest of my tour was rather
usual…
“As far as I know, only three of the
gunners from the 15 who were reassigned from the 15th BS completed
a full tour. Several were POW’s and a
couple dropped out of combat flying
for a number of reasons.
Ed. Note: Patrick completed his tour
after the Naples flight. He was flying
with the Thomas Scrivner crew, which
was lost on the Ploesti mission.
WISDOM FROM THE MANUAL
A navigator’s definition of Latitude & Longitude: Latitude is where we
are lost, & Longitude is how long we’ve been lost.
Airspeed, altitude and brains: Two out of three are needed to successfully complete the flight.
Flying the airplane is more important than radioing your plight to a person on the ground, who is incapable of understanding or doing anything
about it.
22
�THE WIENER-NEUSTADT STORY
NEVER STOPS ECHOING
Charles Runion, Historian and Museum Specialist, recently returned to Wiener
Neustadt, scene of one of the 44th BG’s most horrific missions. The Messerschmidt
plant was undoubtedly in ruins, but one of the original hangars is still standing. During the war, it was used as a repair facility. Inside the hangar, Runion could still see
the scars of bomb damage; and on some of the walls, original painted German signs
are still visible.
Maintenance Building
This shows the entrance to their Air Raid Shelter.
Although he probably does not remember this, Robert Reasoner would have entered through these hospital gates for care of his burns when Black Jack went down.
23
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�THE WIENER-NEUSTADT STORY NEVER STOPS ECHOING
CONTINUED
This picture was taken at the site of the Messerschmidt factory. It is one of the original structures that is
still standing.
An elderly man led Runion to the crash site.
65 years later, it is a beautiful wooded area.
Mother Nature compensated for the tragedy
of the 44th Bomb Group’s mission which
took place 1 October 1943.
Ed. Note: Charles Runion, a historian and owner of an historical museum, brought
the left vertical stabilizer of Black Jack to the Branson Reunion.
24
�ERWIN STROHMAIER’S VOYAGE TO ENGLAND
ON THAT INFAMOUS CHANTILLY
From Camp Kilmer… We lined up
and started marching to the mess hall in
formation, but the formation broke up
about three quarters of the way over to
the mess hall, and many started to run.
The result was that some fell on the ice,
and there was a big pile up. One fellow
had several ribs broken…
After breakfast we put on our full
packs, got our rifles, A bags, and got
in line by the trucks that were there to
take us to the train. There was snow on
the ground from the night before, and
there was a light snow falling. After the
trucks were loaded, we marched down
to the railroad siding in a snow storm
where our A bags were unloaded. We
fell out of formation and got our A bags
and fell back into our platoons. We
then marched in a single line into the
railroad cars that were assigned to us,
carrying our A bag and rifle. We were
packed in, two to a seat with all our
junk, like sardines in a can. As there
was so little room, we kept our field
bags on our backs. With all the straps
that made up our pack and ammunition
belt, it would have taken a long time to
get our packs on again. We arrived in
New York, and were told to get off the
train. When I started down the steps, I
slipped and fell out of the car. My steel
helmet hit the side of the car, so I did
not get hurt. I got my junk and got in
line with the rest of the GIs.
Our train stopped about three or
four blocks from the pier, so we had to
pack our A bags to the pier. The two
or three blocks seemed like three miles,
packing the heavy A bag and rifle with
25
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�STROHMAIER’S VOYAGE TO ENGLAND ON THAT INFAMOUS CHANTILLY CONTINUED
a full pack on my back. Everyone was
having a hard time packing their bags.
About half of them dragged their bags
on the snow. By the time they got to
the dock, many of the bottoms were
worn through from the rough pavement
where there wasn’t any snow.
We waited on the pier for a long
time, and finally a ferry boat or army
boat of some sort came to take us to
the part of the harbor where our transport was waiting for us. It was not long
before we landed alongside of the pier
and then marched onto the long dock
building. Someone found out that it
was not the right place, so we had to
march to the other end. After marching
all over the place for an hour or more,
we finally marched to the ship. To get
on board we had to walk up a narrow
steep gangplank with A bag and equipment, which was no easy job. Some of
the A bags were worn out from dragging over the rough pier, and all of their
contents fell in the water!! Our platoon
was to go to B deck aft, so we had to
walk the full length of the ship, and
then down two decks.
We had quite a shock when we saw
where we had to stay. We were crowded in a small space with a low ceiling,
and the only light was from a few electric lights of low wattage. There were
three or four portholes, but they were
painted black so no light could get in or
out. It was not long before some of the
boys had them open, and we all took a
look outside.
The Chantilly was a freight and passenger ship when new. Our part was
separated by the cargo hatchway. The
space on each side of the hatch to the
hold was about twenty feet.
There were long tables with linoleum tops, seating twelve to fourteen
men each with benches attached to the
tables. There were about ten tables on
each side of the part where we were,
and we sat about twelve men at the
table.
When I first got on board, I thought
we were to sleep in another part of
the ship, but I was wrong. We were to
sleep in hammocks above the tables.
The hammocks were so close together that they would touch. The GI’s
thought it was great fun when they
first put up their hammocks. I found a
space in an aisle between the port and
starboard sides and put up my hammock, and went to sleep with all my
clothes on, as it was cold. Some time
during the night our ship moved out of
the harbor.
All the hammocks had to be taken
down before we could eat. I got down
and rolled up my hammock and looked
at the breakfast. I took one look and
decided I was not hungry. We had to
go up to C deck to the galley to get our
food. We got the food in dirty tin pans
about four inches deep and twelve inches wide and twenty inches long with a
bail handle. They were oval in shape.
We had three of these pans, a large coffee pot and a tin bucket with a cover.
The next thing was ‘who should get the
food and wash the dishes’. We decided
we would take turns, but there were
only a few that could even look at the
food, let alone eat it, so our troubles
were just beginning.
I felt sick the first day out, so I made
a bed on the racks where the hammocks
were kept along with some barracks
bags, and lay there the next two days.
On the second day they called all of
us on deck for lifeboat drill, but I was
too sick to get up….We were in a large
convoy, and at the back end of it. There
were ships on all sides and lots in front,
but I can’t remember if any were in the
back of our ship. It was cold on deck,
and I did not stay long…
26
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�STROHMAIER’S VOYAGE TO ENGLAND ON THAT INFAMOUS CHANTILLY CONTINUED
I think the food was picked up in
South Africa or India, as the Chantilly
was a British ship. The eggs were hard
boiled and had a bad smell, like they
were rotten. The meat was old mutton
and goat. They would cook the meat
the day before, then put it in a slicing
machine and serve it cold.
… A British officer would look over
our life preservers or jackets to see if we
had the ties on right. There were only a
few good life jackets, and I got hold of
one. If I ever put it down, it would be
taken by the first person that saw it, so
I wore it day and night. Most were two
little pillows front and back that had
to be tied on real tight, or they would
knock a person out if it was necessary
to jump in the water. Mine was worn
like a coat and much better. It also kept
me warm and was flatter, so I could
sleep with it on. It took me a long time
to find this one.
The poor food and dirty conditions of
the galley caused a lot of bitching. The
cooks were all Indians from Calcutta,
and looked as though they never had
a bath in their lives. Their habits were
filthy. They would spit on the floor and
did not wear shoes. One day when we
were getting our ration of food, we saw
one of the Indians urinating in the fire
box with one hand and stirring with
the other. If it were not for the canteen that the ship ran, we would have
been walking skeletons when we got to
England. We could buy boxes of cookies and candy bars at the price of ten
cents for a five cent box. With most of
the fellows living off the canteen, the
supplies were soon gone. The British
canteen man then put out cans of fruit
for 30 cents for a size 2 1/5 can. There
were peaches, pineapple and apricots,
all of poor quality.
One of the American boys could bake
bread and was allowed to bake us some
Lt. Ursel Harvell
raisin bread. This was the best thing we
ate since we came on board. When the
British found out we liked the bread,
they would not allow him to bake any
more, as they said that there were no
more raisins. One day when it was my
turn to get the food, I brought two
loaves of this raisin bread to the table,
and both were eaten up before I could
sit down. I never got a taste of them.
… Strohmeyer described in detail,
the problems of dealing with undesirable food, quarters that were cold,
bathrooms that were overcrowded and
British officers who did not understand
enlisted men who constantly complained.
He described the ship, itself: “The
whole ship was a pile of rusty iron.
There had been a lot of work done on
her at New York before she sailed with
us. The ship had broken down three
times and had to be towed back to New
York before we got her. The crew said
it broke down many times on her trip
from Africa to South America and up to
27
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�STROHMAIER’S VOYAGE TO ENGLAND ON THAT INFAMOUS CHANTILLY CONTINUED
New York. They said the trip we made
on her was the only one that she did
not break down.
The crew was made up of British
merchant seamen and Hindus from
India. Most of the British seamen had
been on her for two years, and were
anxious to get home and off her. There
were also some British sailors that came
off an airplane carrier the U.S. wanted
back on the lend-lease deal.
With the crew and our bunch, there
were a thousand men on board. In addition to our bunch, there were some
American sailors going on hospital duty,
some American Marines, and about
two hundred infantry men. The infantry men were a sad looking lot. They
were mostly of Polish decent, and were
dressed in their gas impregnated clothing, as they had no others.
One of the most interesting characters on board was a Hindu barber. He
was a dirty little fellow, but was an
expert shaver. He carried a little coffee
pot with water and a small satchel with
his equipment. He could shave a man
with just about five strokes of his razor.
No matter how much the ship rocked,
he would go about his work, and I never saw him cut anyone. He had a different razor for every kind of beard.
The Hindu crew caused us a lot of
trouble at night. Our men were selected to guard the ship day and night.
The night guard was posted to see that
no lights would be turned on outside
on deck. These little Hindus would
use flashlights on deck and light their
cigarettes. Our guards were told that
in case of a sub attack, these Hindus
would rush for the life boats and take
off. The guards had orders to shoot any
Indian that got in a life boat.
… For about nine days now, we have
been going to our stations at the ten
o’clock boat drill when the bell told us
to do so. One ring told us to get ready
to leave the ship. We posted the guards
and had men at all the guns day and
night. They told us we were getting
into the real danger zone now, and no
one was to go on deck at night. Our
flashlights had been taken away from
us, but were now given back, to be
used only if we were attacked and the
lighting system failed.
On the evening of March 10th we
had the best dinner of the whole trip,
and were all happy at my table. The
ship did not rock too much, but there
was enough rocking to slam the doors
that were not hooked.
SUBMARINES &TORPEDOES!
After eating I went to the sergeants
wash room and was talking with four
of our gang, when I heard a noise like
a door slamming in the hospital. I
said laughingly, “Fire one”; there were
four such noises, and each time I said,
Fire one, Fire two, Fire three, and then
remarked that we sure could take it.
On the third bang, one of the fellows
thought it was a torpedo and ran out
on deck.
A few days before sailing we saw a
movie about subs, and every time they
fired a torpedo, the sub captain would
say fire one, fire two, etc. When I heard
the noise, I was thinking of the Germans
firing torpedoes at us, and I said the
above in fun. A few seconds later, the
bell rang to get ready to leave the ship.
This was at 6:45 PM. I looked out the
door of the washroom and saw all the
fellows putting on their equipment. I
went over to my place and got my overcoat, canteen and a little canvas bag.
The Red Cross had given one to all of
us. It was an escape kit. I put a box of
24 chocolate bars and a box of 24 bags
28
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�STROHMAIER’S VOYAGE TO ENGLAND ON THAT INFAMOUS CHANTILLY CONTINUED
of Planters Peanuts in mine, in addition
to the things the Red Cross had in the
bag. The candy bars and peanuts were
bought at the PX at Camp Kilmer. I also
had two or three packages of cigarettes,
playing cards and candy in mine. The
reason I had the cards and cigarettes
was to keep the fellows happy in the
lifeboat, if I was in one. I got my kit
and walked out to the well deck.
There was no rushing or pushing.
We took our time as if nothing had
happened. When I got outside, the
well deck and hatch cover was full of
men, all standing and trying to see
something. We did not stay there long
when we were told we could go back
inside. We had traveled at full speed
and were away from the sub area.
Most of us at that time were not sure
that it was a sub attack, as the ship
that was hit was to out starboard rear
and a long way off.
Our officers came down and said
there had been nothing wrong, and we
were not to talk about subs or what we
saw when on deck.
It was not long, however, before the
Red Cross Officers who were with us
passed out all the cigarettes and candy
that was on board.
We were told not to put up our hammocks, as it would be too hard to get
out if the subs attacked again. Now we
all knew for sure, that our convoy was
attacked when the Red Cross passed out
the candy and cigarettes.
We kept escape kits and life jackets
near and talked. Some of the fellows
tried to play cards, but most of them
were in no mood for anything but to
wait and be quiet. I put the cigarettes
in my bag and ate the candy. The
candy really tasted god, as I had none
for a long time. I did not want to open
the box of twenty-four bars, as I had
bought them in the U.S. in case we got
sunk, and there would be nothing to
eat in the life boat.
We did not have long before the
second attack came. This time I could
hear the bells plainly. All of us walked
out to the well deck, and the hatch
cover was full of men. It was not long
before we were told to get off the hatch
cover, as it would be too dangerous if
a torpedo hit below. We crowded between the cargo hatch, and the guard
rail. We were not out there very long
when the ship began to rock and roll,
and the deck under us was at an angle
of 45 degrees, with waves breaking over
the side. With the wet deck, we lost our
footing and slid in a great pile against
the guard raid with water pouring over
us.
With the next roll of the ship, we all
piled up against the cargo hatch and
then back again to the rail. A few of
the fellows got hold of the cargo hatch
and held on, and bracing their feet the
best they could by holding onto the
ones that had a good grip on the hatch,
and putting all our weight against them
with our feet braced against the railing, we managed to hold together. The
ones closest to the stairs to the deck
above made their way there, and the
rest of us followed. Some went in the
opposite direction, and went to the
deck above the forecastle and held on
to the anchor lifting machinery.
I made my way to D Deck and found
a place by the cargo lifting winch and
the orderly room. I did not feel very
safe there, as the ship was rocking and
listing to such a degree, I was afraid
the orderly room, which was a wooden
structure added for war use only, would
tear loose and fall on me.
Crowded around me were five or six
British sailors who were on their way
home to England after leaving a lease
29
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�STROHMAIER’S VOYAGE TO ENGLAND ON THAT INFAMOUS CHANTILLY CONTINUED
lend aircraft carrier in New York.
I did not have a dry piece of clothing
on me after the wetting I got, rolling
around the well deck with wave pouring
over me. I was now noticing the cold,
as there was a wind blowing.
Between the cabin and the orderly
room were a number of life rafts crashing around, and the ship’s crew was
trying to lash them down.
I was getting so cold that I decided
to make my way to the cabin on D deck
and try to get warm. I made my way
around the life rafts and to the narrow
deck alongside the cabin. I got hold of
the rail next to the cabin and worked
my way to the first door and went inside.
There were men on the floor and in
all the aisles between the state rooms. I
picked myself a place in the aisle on the
port side and laid down and went to
sleep. It was about twelve o’clock.
to side, and the rail was almost touching the water. I thought the ship was
about to roll over. I was thinking that
all the heavy armament around the captain’s cabin, the gun emplacements and
other places had changed the center of
gravity and made the ship top heavy.
I was more scared of the ship rolling
over than sinking by torpedo. I was too
scared to think of two things at once!
I remember being really scared, my
knees knocking against each other and
shivering with cold. I was still wet from
the second attack when the waves came
over the ship. There was an infantry
man standing next to me, and I said
to him, that I was shaking from being
scared or from the cold. I could hear
my knees knocking. He had some blankets, and he put one over my shoulders
and legs. It was a hard job, as the wind
was blowing and the ship was rocking.
I warmed up with the blankets over me,
and my knees stopped knocking.
We were not hit, but the ship that
ANOTHER RAID
was hit was an ammunition ship on the
starboard side. It was two a.m., and
It seemed I was not sleeping long
there was quite a bit of light from the
when I was awakened by a loud explosion and the ringing of bells. I thought moon.
for sure we got hit this time, as I heard
I was not on deck long before all hell
an order to hurry and get ready to
broke loose, and ships were being hit
abandon ship. I groped my way down
on all sides. A large oil tanker was hit
the narrow aisle to the door leading to
on the starboard side, and it lit up the
the outside, in the middle of a bunch of whole area as light as day. The light
human cargo. To get outside I had to
endangered the whole convoy, so a corgo through a curtain and double doors vette or destroyer shelled it to make it
that kept the light from showing outexplode and sink. It blew up in a colside.
umn of flame that seemed a mile high.
It was not an easy job going through By this time there were ships being hit
on all sides, and it seemed as if we were
the light lock, as it was pitch dark outto be next on the list.
side, and there was very little room
between the inner and outer door. But
I kept moving from port to starboard
I was squeezed outside with the rest of sides to get the best view, but after the
the crowd. I thought our ship had been tanker blew up, I made my way back to
hit, and was settling down as in my
the first doorway on the port side forexcitement, I thought I was on a deck
ward. I was still wet and getting colder.
higher. The ship was rocking from side
The ship was rocking and turning, and I
30
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�STROHMAIER’S VOYAGE TO ENGLAND ON THAT INFAMOUS CHANTILLY CONTINUED
was afraid it would capsize at any minute. The ship listed to over 43 degrees,
and it seemed as if I could touch the
water from D Deck.
I got in the doorway and held onto
the rail with my right hand and spread
my feet apart for bracing and trying to
stand erect. I stayed in the doorway for
a long time, but I was not getting any
warmer, so I slipped inside and went
down to the sergeants wash room on
C Deck. I got a hammock and put it on
the floor with blankets, and laid down
on them. I used one to cover me. I did
not wake up until five or six thirty the
next morning. I think someone woke
me up and told me to get on deck, as
the subs strike at that time. There were
no more sub attacks, however.
42 degree angle, and if we would have
hit 45 degrees, we would have capsized.
After the first torpedo that hit near
by, the Indians in the boiler room wanted to quit and come up and out of the
boiler room, but one of the ship’s officers sat in the gangway with a 45 pistol.
He told them that the first one to come
up would be shot.
Strohmaier’s saga describes an ongoing fear of submarine attacks, sleeping
on deck covered with a hammock to
keep dry, and enduring the pervasive
cold as the voyage continued.
On March 15th we came to the Furth
of Clyde and saw land at close range for
the first time. We got up real early that
morning, and all were eager to set foot
A BIG MESS
on dry land again. It took us all mornWhen I looked around C deck, it was ing to get our equipment together and
a mass of wreckage from the ship mov- to load our B Bags on the barge that
came alongside of the ship. We carried
ing around during the storm. There
our A bags and rifle as well as our packs
were dishes, gas masks, lodging and
on to a ferry boat that took us to the
steel helmets on the floor. Everything
that had been placed in the racks in the train.
ceiling had fallen to the floor. We had
… We arrived at Thuxton station at
to clean it all up before we could eat
four a.m. in a dense fog. We got off
breakfast.
the train and lined up along the cars,
and then marched to trucks that were
The Chantilly lost one lifeboat during the attack, so the Germans thought waiting for us. The truck that I got in
had a hard time finding the site in the
the ship had sunk. They announced
fog, so we did not get there until 5:30.
on the radio, that they had sunk the
We were shown to our barracks, and by
Chantilly with 1000 men on board! As
the time we got there, it was 6:00 a.m.
it happened, the captain reported that
The mess hall opened at six a.m., so all
the ship was missed by only ten yards
by a torpedo. The Captain, a veteran of of us made a dash for it, as we were
all very hungry. We had our first good
the first World War, saw it coming and
meal since we left the states on Februswung the ship so the torpedo missed
ary 27th…
us and hit a tanker next to us.
Strohmaier went first to the 44th BG,
One of the crew said he had been to
then
to the 492, then to the 1st SAD
sea for four years; and never saw a trip
like this one. He said the ship listed to a station 595, where he repaired cameras.
31
�MAIL & E-MAIL
To Will Lundy from
Keith H. Nutter, Gunner,
67th Squadron. “In your
previous letter you mentioned Lt. James R. Perry
missing the Berlin mission
on March 6, 1944 because
of a sick gunner. I flew
that mission as a replacement, and was awarded a
DFC for clearing the bomb
bay of some 500 pounders
that got wedged together
in the bomb bay. The
Radio Operator on that
mission I believe was Ray
Scott of Kansas City, Missouri.
I flew one other mission with Ray in February
to Tours, France. Lt. Perry
was pilot and Lt. Robert
Weatherwax was Navigator. We were hit by a
20 mm, which wounded
Weatherwax and the CoPilot, Richard Gasperoni.
We had an emergency
landing at a Spitfire base
at East Walling, Kent.
We were flying on three
engines, and one wind
milled. On this mission I
was never credited as having flown, although it put
us in the rest home for a
week. I finished with 31
missions on May 28, 1944.
Flying with my own crew
was uneventful, no excitement, just routine.
(In the mission to Berlin, Nutter was flying in
D-Barfly; in the mission to
Tours, France, he was flying in Raggedy Ann II.)
To Ruth Morse from Elizabeth & William Mills, Southampton, UK:
The courage of those brave young men never ceases to amaze us, and we owe
so much to them all.
In answer to
the question of
who was Crew
Chief on Puritanical Witch/
Puritanical
Bitch, the answer came by
e-mail. It was
Alan F. Oberlin. Previous
to that assignment, he was
working in the
Control Tower.
Apology from the Editor:
The gentleman who first sent me
the pictures of Puritanical W & B,
called & named the armorer kneeling on page 3. I lost your note.
Call me again. Thanks.
From David
Webster, Historian & Traveling Exhibitor
of Historical
Memorabilia:
“On page three
of the Spring
issue, you
asked the weight of the bomb the men
were carrying in the photo. That bomb
is a practice bomb and would have been
made of metal, but hollow inside. They do
not weigh very much – maybe 20 pounds.
When used, they would fill them with sand
to get the correct weight of a real bomb.
These practice bombs were very popular to
make signs for different shops and areas
of the base. The bomb in the photo might
be just that, as it has some writing on it. I
can’t read it, so I can’t tell if it’s identifying
something, or if it’s a message, which was
sometimes written on the bombs. Being a
practice bomb, I would think the first.”
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�MAIL & E-MAIL
CONTINUED
“Somewhere over the Channel we
lost another engine, and started losing
altitude real fast. The crew in front of
the plane spotted a farmer’s field, and
we headed for it. At this time we were
only about five hundred feet above the
ground. The pilot and co-pilot were
struggling to keep the plane in a position
to crash, when I heard the last engine
cough and die.
“I seem to remember a large bump
and very loud crashing noises, then it
must have knocked me out. When I
came to and realized I was still alive, I
tried to get out and run. Jerry (Silverman) and Charlie (Landells) carried me
to a grassy place away from the wreckage, and went back to check on the rest
of the crew. All were dead except Bob
Stickel, and he was hurt so badly that I
do not think they moved him. Some English farmers were the first to arrive on the
scene. They called an English hospital for
an ambulance, and they took Bob, Jerry,
Charlie and me to the hospital. We were
several days until they transferred all of
us except Bob to an American Hospital in
Southampton.
“We were told that Bob was too badly
hurt to try to move him. A short time
later, we heard he had died. All of this
seemed so tragic, because Bob was a
crew member on one of the planes that
survived the Ploesti raid.
From Vern Brenn to Will Lundy (In
response to request for information
about a crash landing on 16 March 1944)
Brenn was the Tail Gunner.
“I just want to say that the memory of
that day has been a very painful one for
me. I sort of think that I’ve intentionally
tried to forget it and block it out. I’ve always carried a sense of guilt about being
one of the three who lived through it. All
of the other seven were far more deserving to live than me.
We were a new crew in the 67th
Squadron. Lt. John Scarborough and I
had flown our first mission as spares on
another crew. Lt. Scarborough flew that
first mission as a Co-pilot, and I flew on
the same crew as a Ball Gunner. That
mission was to Berlin.
“The plane we were flying the day we
crashed, trying to make it home, was The
Shark. I’ll bet you will remember this
plane with the Shark’s face and teeth. It
had a lot of missions to its credit.
“The day we went down was mission
number three for Lt. Scarborough and
me. We had gone to Fredrickshafen, Germany, near the Swiss border. If I remember correctly, the target was a ball bearing factory. Flak was heavy; and on our
way to the target, we had to feather one
engine due to oil pressure. We were still
able to stay in formation and did complete the bomb run.
“On our way back to our home base,
we lost another engine. We could no
longer keep up with our group, and the
P-38 fighters took turns escorting us back
to the English Channel.
“By this time our fuel supply was
about gone. I remember the pilot asking all of us on the crew, if we wanted to
ditch in the Channel or try to make it to
the English shore. We all said ‘Go for the
English shore’.
Ed. Note; Robert Stickel, Waist Gunner,
flew no more missions after the crash;
Charles Landells flew 3 more; Vern Brenn
flew three more – one of which was the
low level mission to Wesel, Germany.
Will Lundy had a special interest in THE
SHARK, having once served as Crew
Chief on the plane.)
33
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�MAIL & E-MAIL
CONTINUED
From Tommy Shepherd, a copy of a clandestine publication: POW WOW, issued
in Stalag Luft1, Barth Germany, a POW camp.
“… Germany accepted Unconditional Surrender last night, and although the official Allied announcements were delayed until today, The United Nations went wild
with joy. Truman and Churchill will broadcast this afternoon, and the King of England will speak this evening. In a congratulatory message to Eisenhower, the King
said, “Many months ago you led the Allied Expeditionary Force across the English
Channel, carrying with you, the hopes and prayers of many peoples. All the world
now knows that this force has accomplished its mission with a finality never achieved
before…”
“The race to surrender began with the mysterious death of Adolph Hitler and the
fall of Berlin.
…Admiral Donitz became ersatz Fuhrer. He established Headquarters in Copenhagen because Germany was no longer in German hands… The momentous news
which thrilled the outside world was taken in stride by Stalag Luft I, for Naziism’s
death throes were almost anti-climatic to the frenzied excitement of liberation by
our Russian Brothers-in-Arms. Crowds were dancing in the streets of London and
Paris, and America was mad with excitement, but life picked up its pulse - best for
us again on April 30th when our seedy, disillusioned Volksturm guards fled for their
lives toward the Allied lines…
GEORGE W. FRAGA: THE MECHANIC THAT BECAME A
RADIO OPERATOR BY DEFAULT!
“When one of the men that had
trained at the factory on B-24’s flew
into our base at West Palm Beach to
give their ship a thorough check up
before leaving the country for India,
the Tail Gunner got a pretty good idea
of what he was getting into, so disappeared “over the hill”.
“I was on duty at the hanger, servicing departing aircraft, so as soon as I
learned that there was a vacancy on
that ship, I asked to join their crew in
the Tail Gunner’s position.
“Since I had been a mechanic (steam
and diesel) before entering service, he
forwarded my request to the pilot. He
checked up on me, paper work was put
through, and I was accepted on the
crew. I had enlisted in Maine, and was
sent to West Palm Beach to be sworn
in. As that base was still being built, I
had no desire to put in my time in service doing yard work, planting trees and
shrubs. So getting on that crew was a
Godsend.
“We were the first crew to reach
India…assigned permanently to the 7th
BG…Served in many way, such as hauling gas over the ‘hump in’ bomb bay
tanks…going on several missions from
the base at Cheng Tu…served a full tour
under General Conrad Necrasson…returned to the ZOI to be reassigned.
I was then sent to Savannah, GA, and
reassigned to a new crew, headed for
the 8th AF, and was stationed at Shipdham.
T/Sgt. Kelly(68th Sq.) flew 31 missions from 6 August to 11 December
1944 with the William Kelly crew.
They went to Kiel, Hamburg, Kassel,
Koblenz, Cologne and many more in
the post-D-Day operations. He reported to Will Lundy that it was very
interesting, but there was nothing
heroic! Imagine that!
34
�TAIL GUNNER FORREST S. CLARK REMEMBERS
FLYING INTO GREENLAND, ENROUTE TO SHIPDHAM
WITH THE ROCKFORD GRIFFITH CREW
It had been bad weather much of
the way from Goose Bay, and we had to
pinpoint our approach and landing to
the BW1 runway that was backed by a
glacier. There was thick fog, and it had
been snowing as we approached. For
what seemed like a very long time, we
searched for the correct opening to find
the airfield.
We had been briefed about the
extreme hazards of flying on approach
to BW1, but no briefing could have prepared us for what we saw – or did not
see- as we groped in the Greenland fog
for the runway.
Abe Sofferman (Radio Operator)
and I had reeled out the training wire
antenna to tune in to the Greenland
frequency, and Abe was taking it easy
in the rear while I was up front in the
small radio compartment, and had earphones on listening to the ground station at BW1. Suddenly there was a tap
on my shoulder, and William Weatherwax (Co-Pilot) said, “We’re coming in.”
Immediately I glanced through the small
window and saw towering icy cliffs all
around us. I flicked the reel-in switch to
retrieve the trailing wire, but it was too
late, and the next thing I felt was the
bump as we hit the runway. The trailing wire snapped off, sending the metal
fish flying. All at once I had a shock, as
the antenna wire hit the pavement of
the runway. I pulled off my hand and
reported, “We just lost the antenna.”
When we taxied in to our assigned
space, Griffith and Weatherwax said
nothing, but someone on the ground
must have reported it, because an officer came over and asked who was responsible for the accident – having the
trailing wire out. I had to admit it was
I. Then I caught hell from the ground
crew
The next day Harold Hammon
(LWG) gave me a firm lecture about
teamwork. Then we all tried to climb
the glacier, along with Jim McMahon
of the crew following us. So much for
BW1, a cold place in nowhere. The
Eskimos were off limits, although there
was a native village near the base. All I
could think of ‘what was I doing in this
God-forsaken place in the middle of
snow and winter coming?
35
�FOLDED WINGS
There is no death! The stars go down to rise upon some other shore,
And bright in heaven’s jeweled crown they shine forevermore.
Del Grande, Leon #19975 68th
Squadron 2 May 2010 Lt. Del Grande
was a Co-Pilot on five different crews.
He flew in four different A/C, the first
of eighteen missions on 20 April 1944.
Like many missions at that time, striking
Marshalling Yards and Airfields, most of
Del Grande’s raids were on oil refineries, which created a major problem for
Germans, who could afford only limited
training for the young flyers of Messerschmidts, as well as drivers of tanks
and other vehicles. Del Grande flew
with Forest Havens, Joseph W. Parks,
Jr., Jack Liebrich, Elmer Kohler and
Joseph Parks. He also flew with three
different Command Pilots: J. L. Henderson, H. Sather and Addison Davis.
The planes in which he flew were: Pappy’s Chillun, Hellza Droppin, Corky
and Gipsy Queen.
On 21 April 1944, flying in Pappy’s
Chillun, on a mission to Zwickau, Germany, which was recalled because of
severe icy conditions, the planes in the
formation encountered severe icy conditions. When the plane reached 14,000
feet, it lurched violently and started
swerving to the right. The pilots had no
control over the ship as it swerved back
to the left, and then started to spin
tightly toward the ground. The plane
then turned onto its back, and the right
wing and tail were torn off by the violent maneuvers. The pilot and co-pilot
were thrown into the top of the cockpit, and when the cabin ripped apart,
they were thrown clear of the wreckage. The pilot, Havens, was seriously
injured, and was transferred to the 70
RCD for transfer back to the States.
Will Lundy’s account of the events as-
sumed that Del Grande, whose injuries
were less serious, was transferred to the
93rd BG, and completed his tour with
them. All other members of the crew
were KIA.
Fifty seven years later, the owner
of the property where the plane went
down conducted a ceremony to honor
the eight airmen who died there. A memorial was dedicated at that site, with
family members of the eight lost members of the crew invited to attend.
(Del Grande received no credit for
this mission because it had been recalled. He was left with a lot of pain
from the crash and a memory of flying
out of Pappy’s Chillun. The original
name of this plane was Turnip Termite,
and had originally been assigned to the
486th Bomb Group. It was transferred
to Shipdham before the artist could
paint the name.)
36
Hamlyn, Raymond #20523 68th
Squadron 14 April 2011 Lt. Hamlyn
was a Co-pilot for a number of his missions; the first of 25 was 12 July 1943
to Reggio Di Calabria, as part of the
group who flew to Africa. Most of his
missions were with the W. D. Hughes
crew, but one mission with the crew
of Robert Lehnhausen. As a Co-Pilot,
he flew in Avenger, Margaret Ann II/
Satan’s Hell Cats, and Pistol Packin’
Mama.
On 24 December 1943 he moved
to the Pilot’s seat and flew in Victory
Ship, Queen Marlene, Heaven Can
Wait II, Northern Lass, Pizz and Moan/
Tootie Belle, D-Barfly, Full House and
V for Victory. His last mission was 12
April 1944.
�FOLDED WINGS
After the War, Hamlyn was engaged
in Journalism for several years; then in
1947 he returned to active duty and
stayed for 27 years. His rank on discharge was Colonel. His last venture
was in the field of Real Estate.
Hamlyn and his late wife Dorothy
had two children, a son and daughter.
At the time of his death, he was living
in Reno, Nevada. Information of his
passing came from his son Tom.
Overhultz flew in T S Tessie/Beck’s
Bad Boy, Lili Marlene, Corky, I’ll Get
By, Lady Geraldine, and many unnamed planes. (The war was moving so
rapidly at that time, there was no time
to paint pictures on the planes. His last
mission was 18 April 1945.
He received his belated award DFC/OLC
for the Lead Plane assignments in 2005,
pinned by Brig. Gen. Collier, Commander
of the North Carolina National Guard.
After the war, Overhultz attended the
Nablo, Paul David #21474 66th
University of Kentucky where he received
Squadron 3 May 2011 T/Sgt. Nablo was a BS degree in Commerce. He became
a Radio Operator/Gunner on the Harold an agent for the Kentucky Department
Etheridge crew. He flew six missions,
of Revenue. In 1951 he was recalled to
the first on 30 January 1944. On one
active duty, and assigned to Communimission he flew with the Walter Milcations Officer, later to the Missile Test
liner crew, serving in the position of
Center at Cape Canaveral, Florida
Belly Gunner. Nablo flew in Myrtle the
News of his passing came to Lee
Fertile Turtle and Ice Cold Kady, plus
Aston from Overhultz’s daughter, Judy.
other unnamed A/C.
His last address was in Charlotte, North
On 24 February 1944, the Etheridge
Carolina.
crew flew to Gotha, France – the target, an
A/C Assembly Plant. They were attacked
Parrish, Milton #21603 506
by anti-aircraft before the target, knocking Squadron 3 April 2011 Lt. Parrish was a
out number 2 & 4 engines, and damaging Co-Pilot on many crews, his first mission
the bomb bay so that the bombs could
was 6 November 1944 with the Robert
not be released. After the target, they
Schaper crew. He also flew with Harwere beset by German fighters. The plane old Koven; Louis Confer; Clyde Horswas rapidly losing altitude, so Etheridge
ley; Ray Ciesielski; George Brown, Jr.;
gave the order to Bail Out. The Navigator
Ellsworth Zitzman; James Whittle,
was KIA. All others became POW.
Jr. and Eugene Cunningham. On 23
March 1945 he moved to the pilot’s
Overhultz, William #21575 68th
seat and flew his last eight missions
Squadron 20 March 2011 Lt. Overhultz
with his own crew. His last mission was
was a Co-Pilot on the Harry Garbade
to Hallein, Austria on 25 April 1944, the
crew. He flew 20 missions, the first on
last mission that the 44th flew in WWII.
29 November, 1944. This crew flew
With his many crews, he flew in
many times as Lead Plane or Deputy
many different A/C: Big Time OperaLead. He flew two missions as Co-Pilot
tor, Jail Bait, King Pin, Sabrina III,
with the Jack Liebrich crew. On one
Down De Hatch, Clean Sweep/Dragon
occasion he flew with David Hurley,
Nose, Joplin Jalopy, Myrtle the Fertile
Command Pilot.
Turtle and Southern Comfort III.
37
�FOLDED WINGS
Parrish enlisted in the Army and became an Air Cadet. Upon completion of
his training, he became a flight instructor, serving in various bases in the USA.
In the fall of 1944 he was sent to Shipdham where he completed eighteen
missions until the end of the war.
After completing his military service,
he moved to Bogata, Columbia where
he worked as a pilot for a passenger
airline. Later, in different countries in
South America, he flew for the Shell Oil
Company and Colombian Petroleum
Company. He returned to the States
and bought a farm, but continued to
have an interest in flying. He bought a
second farm in Florida and set up a crop
dusting enterprise. In addition, he was
actively engaged in raising crops, cattle,
hogs and sheep on his two farms.
Parrish and his late wife Mary Winifred (Batton) had two children, three
grandchildren and four great-grandchildren. His last address was in a self-built
house at Lake Rachel in Florida. News
of his passing came to Roger Fenton
from Parrish’s son Michael Parrish.
It is noteworthy that Parrish flew his
last eight missions in a beloved plane,
Joplin Jalopy, and later flew it back to the
ZOI. The plane’s history has been followed
by Rob Smith, a Joplin Jalopy blogger.
of the crew were KIA; one escaped and
evaded, Five became POW, but escaped
and returned.
Timba-a-ah, flown by Charles A. Whitlock, (506 Sq.) was also lost on that mission. Baldy and His Brood (506 Sq.) was
attacked, but was able to make it to Malta.
DiSalvio, Robert L. #20015 66th
Squadron 19 May 2010 T/Sgt. DiSalvio
was the Engineer/Top Turret Gunner on
the Richard W. Bridges crew. He flew
eight missions, all on Fascinatin’ Witch.
On one mission he flew with James
Kahl as Command Pilot.
The crew’s eighth mission was to
Wiener-Neustadt, October 1, 1943.
The pilot reported later that he was suffering a sudden and severe loss of power on the two onboard engines. He was
separated from the formation, but continued to the target at a lower altitude.
Shortly after ‘Bombs Away’, the plane
was attacked by four Me 109’s, which
knocked out the two inboard engines
and started a fire in the bomb bay.
The crew was able to bail out. 3 members of the crew were KIA; 6 became
POW; the pilot became POW, was able
to escape, and returned to Shipdham.
Among the POW’s was DiSalvio, who
with other enlisted men, sat out the rest
of the war at Stalag 17 in Krems, Austria.
After the War, DiSalvio became a
chemist for Eastman Kodak. He and his
late wife Marjorie had two daughters,
Lauren and Barbara. In later years he
lived with his daughter, Lauen Francatti
and her husband Paul. His Last address
was at Victor, New York.
Information of DiSalvio’s death
came from Donald Bridges, son of T/
Sgt. Donald Bridges. Radio Operator on
the Richard Bridges crew.
Whitby, Ray Leo “Wiff” #22537
506 Squadron 14 August 2010 S/Sgt.
Whitby was a Radio Operator/Gunner
on the Dale Lee crew. Whitby’s first
and only flight was to Foggia 16 August
1943. Coincidentally, the Left Wing
Gunner was also named Dale Lee. Flying in Southern Comfort, the plane was
attacked by enemy fighters. Three engines were not operating when the ‘Bail
Out’ signal was sounded. Two members
38
�FOLDED WINGS
Wells, Vernon (a/k/a Bud) #22875
68th Squadron 8 June 2011 S/Sgt.
Wells was a gunner with twelve crews
and in fifteen different A/C. He filled
every gunner position – Left & Right
Waist, Tail and Belly. The database lists
him as a Radio Operator on one mission. His first of 32 missions was on 3
September 1943.
Wells flew with the crews of W. D.
Hughes, Arthur Marcoullier, Arthur
Anderson, George P. Martin, Raymond Hamlyn, Harold Slaugter, Homer Gentry, Robert Lee, Charles Kuch,
Ben Gildart, Myron Sesit, and with
Robert Lehnhausen, first as pilot, later
as Command Pilot. Other Command
Pilots were William Cameron and John
Gibson.
He flew in Margaret Ann II/Satan’s
Hell Cat, Avenger, Pistol Packin’
Mama, Heaven Can Wait II, Victory
Ship, Queen Marlene, Flak Alley, Paper Doll/Lady Dot, The Exterminator,
Flak Alley II, T. S. Tessie/Beck’s Bad
Boys, Wendy W, Any Gum Chum, Full
House and Lone Ranger.
According to Robert Lehnhausen,
Wells had a longtime friendship with
another of his former pilots, Ray Hamlyn, whose obituary is also in this issue. Until ill health prevented traveling,
Wells and his wife Doris were regular
attendees to the 44th BG Reunions.
and Scourge of the Skies.
On 30 December 1945, when flying
with the Heskett crew in Bull o’ the
Woods on a mission to Ludwigshafen,
the plane was attacked by fighters, and
went down. Zielienkiewicz and seven
other members of the crew were able
to evade and return to Shipdham. Two
were KIA.
Zielenkiewicz was born in Chicago,
IL, the son of Polish immigrants. He
grew up in a house where Polish was
the spoken language. This became a
great advantage when he bailed out
and landed near a Nazi antiaircraft
battery in France, near the German
border. He was able to make contact
with the Polish Underground, then the
French Underground. With the aid of
the Polish, French and Basque Undergrounds, he and 12 other men escaped
to freedom by way of Paris, Pyrenees
Mountains, Andorra, Barcelona, Madrid,
Casablanca & London.
After the War, he chose to make the
USAF his career. Be became a Navigator, flying aboard B-52s before retiring after 21 years of service, having
attained the rank of Lt. Colonel. After
retiring from the Air Force, he pursued
his lifelong interest in photography.
He established a second career as a
professional photographer. He completed specialized training at Brooks
Institute of Photography in Montecito,
Zielenkiewicz, Adolph (a/k/a Alex)
California, after which he moved his
#23785 5 May 2011 66th Squadron
family to Eugene Oregon. There he
Lt. Zielenkiewicz (called ‘Zink’ by his fel- operated a photographic studio for a
low crewmen)was a Bombardier on four number of years, specializing in weddifferent crews in 15 missions, Richard
dings and portraits.
Harleman, Kent F. Miller, but most
He is survived by his wife of 35 years,
with Donald Heskett.
Thelma, three children, several grandAccording to the Database, he flew
children and two great grandchildren.
in Holiday Mess II, Bull o’ the Woods,
39
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
General Henry H. Arnold’s
Final report on the war
in Europe included these
figures of American Aircraft
during the campaign:
Total sorties flown....................................................1,700,000
Total Tonnage of Bombs Dropped ...........................1,500,000
Enemy Aircraft Destroyed .............................................32,921
AAF Aircraft Lost ...........................................................18,418
Casualties in the AAF, including Killed,
Wounded and Prisoners ................................................91,000
LOOK BACKWARD FOR A
MOMENT TO THESE YOUNG MEN
THEY LOOK LIKE GOING
TO WAR IS FUN
66th Squadron Party
IF YOU RECOGNIZE YOURSELF
IN A PICTURE, POINT IT
OUT IN SAVANNAH
Arrival of 506 Squadron
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 10 - Issue 6: Summer 2011
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
-
https://d1y502jg6fpugt.cloudfront.net/65043/archive/files/6d1acd71506bc443dc179820ba0f2415.pdf?Expires=1712793600&Signature=s0s3ZWxcVGfFoJhRTYL0cxIlqjtHJAjpZxv4lV6W%7ESu9EH0as-94yO7eR9-y-rky8PDWwPv6Q9k7n9VqAcknaR6vhUO1D6x%7EVHRr3xQSCXo1CCd9jy1fZPh9yezzmoHoE-L2eJEE98WHvipRLc-Vi1963GqJ7pSMH9xNhYUxx3PR1kn7BHKjhMafTrbvDmw%7Eo5lsAijeCbi98dZ4FaxRq-DyRsz2ythUrA5rT-35XFhfhmooE6P4w7ulp7%7EgBSvZl4REjUt5RfP9ukIH6imY6sfMDqINxlimpnGE7txBaVDRHn2bLaAXY3Qk7zBv92NE2-IGqYiKPqlWxcuxDERwrQ__&Key-Pair-Id=K6UGZS9ZTDSZM
83c1538462bedad919d51548048e71d4
PDF Text
Text
44th Bomb Group Veterans Association
42-50427
8 BALL TAILS
Vol. 10 Issue #5
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Spring 2011
EIN # 68-0351397
PURITANICAL WITCH
68th Squadron
Puritanical Witch’s last name originally started with a ‘B’, but when WAAFs
came onto the base, Col. Snavely commanded that the name be changed to
something more respectable.
She came to Shipdham on 26 June 1944, and flew 78 missions. On 22 March
1945, she crashed while attempting to take off, as the pilot could not get the
plane airborne. In the crash, the nose section was completely twisted off. It was
salvaged 22 March 45.
Many crews flew in Puritanical Witch/Puritanical Bitch, the Roy Boggs, Vincent Almoina, Dennis Murphy, Reuben Ricketts, Thomas Waters, Walter Franks
and many more.
Can anybody identify the two men in the Jeep?
1
�2010 - 2011
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85142
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail: leeaston@elberton.net
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail: steveadam2009@btinternet.com
Database Custodian and Webmaster:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: SirArloB@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�PURITANICAL WITCH A/K/A PURITANICAL BITCH
HAD HER DEVOTED FOLLOWERS
Unnamed Armorers carrying bomb to plane. How heavy was this bomb?
Can anyone name the Crew Chief of Puritanical Bitch?
This picture was taken before the WAAFs arrived at Shipdham.
3
�PRESIDENT’S MESSAGE
As I write this here in Florida in March, I hope that
many of you who have experienced a real tough winter are
finally seeing signs of spring.
Our friends at Shipdham do not forget us. Peter Steele
is starting a project that he has thought of for some time.
He is having a memorial board built that will contain the
names of all those 44thers who lost their lives in combat.
The names will be etched onto strips of light colored wood
and mounted on a large wood framed board which will be
placed in the entrance to the flying club at Shipdham.
As you know , Peter has done a lot of work as curator
of the museum there. He has labeled and mounted all the collection of pictures
that are displayed in one of the rooms. Many others have also contributed to
maintaining our presence there, such as Eric King who with his son installed the
large B-24 cut out mounted on the hangar.
Our treasurer, Jackie Roberts, reports that 231 members have paid their
2011 dues and that there are 181 life members. Jackie does an outstanding job
of keeping our membership lists up to date, which involves calling all the life
members each year to check on their status.
I sure hope to see many of you at Savannah in October. This may well be our
last chance to get together and tell our war stories!!!
George Washburn
** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** **
ROBERT VANCE (506TH SQ) AND ALEX TOTH (66TH SQ)
A Friendship of Two Gunners That Endured Through War and Peace
A seventy year friendship between Alex Toth and Bob Vance began on a train
when both Al and Bob discovered that they had both come from towns on the
Ohio River. Bob had been in a weapons platoon of a rifle company, Company G,
309th Infantry, 78th Division. He transferred to the Air Force Aviation Cadet Training, and both were on enroute to Keesler Field, Bilixi, Mississippi.
Circumstances took each of the two Ohioans to different technical programs,
and the next time they met was in the Mess Hall at Shipdham. The two chatted on
March 23 – the night before the low level Wesel drop, and when Southern Comfort III did not return, Alex continued to have faith that he would see his friend
again. Years later, they reconnected with a phone call when a woman in a local bar
along the Ohio River remembered Bob and gave Alex his California phone number.
From then on, the 44th BG Reunions were opportunities to rehash old experiences..
“In my time in the infantry, my time in the AAF, and my time in the USAF during the
Korean War, I have met a lot of nice fellows and made a lot of good friends,” Bob reminisced.
“One fellow stands out the most, and that fellow is Al Toth, a great guy and a dear friend.”
Ed. Note: Very recently Vance received word that his longtime friend had
passed away.
4
�LETTER FROM SHIPDHAM
By Peter Bodle
Hello again from your old ETO base in England.
Station 115, Shipdham, has been pretty inactive in
the immediate post Christmas period due to overdosing on some pretty fierce East Anglian winter
weather. We have had a foot or more of snow, and
frequent 60-70 MPH winds. (Which is pretty mild
compared to some parts of the UK that had well
over 3 ft of snow and winds recorded at 113 MPH)…
We were saddened to hear that time had taken
its toll on the men of the 44th . and that the veterans association was to wind down over the next
few years…we somehow always had it in our minds
that you guys were sort-of immortal and would go
on forever. But you can rest assured the memory of
who you were and what you did during that terrible
time of WWII will be kept alive here in East Anglia and your story will be told
and re-told for decades to come. To emphasise that, I am delighted tell you that
I recently attended a Norfolk primary school at Bloefield , where one 11 year old
student did a project on the 467th BG at Rackheath, so 2nd AD memories are
safe in the hands of the future generations.
On an associated note I have to add that I had a chat with ‘our’ landlady, Mrs
Paterson, only last week, and she was still looking remarkably bright and ‘chipper’ despite the day being many degrees below zero.
Following up on that, we have had a kind donation from a local firm to print
out the 44th BG roll of honour, so it may take its rightful place in the entrance
of the main club building. Steve Adams, Peter Steele, Mike Artherton and I will
be working on this over the coming weeks. No doubt we can persuade Doug
Mounter, the club’s official photographer, to take a few photos, for me to send
over later in the year to go in ‘tails’.
Interestingly, I had a very old, brown, faded newspaper cutting passed to me
for the museum, detailing the August holiday rank swap day organised by Leon
Johnson, when he and his driver Mike Fusano ‘swapped roles’ for the duration.
The article also mentions Colonel Gibson and Colonel Walker as entering into the
full spirit of the day, with one doing guard duty and the other KP! (We Brits are a
tad more ‘stiff upper lip’ than that, so we would have found that a pretty quaint
sort of thing to do) The paper was I believe a Norwich based one, but as with a
lot of old press cuttings, it is not possible to be sure.
The 44th Bomb Group Memorial Garden is looking a little wind blown after all
the ravages of a rather long and harsh winter, so Mike Artherton and his stalwart
gardening team will soon be out with fork and spade, breathing fresh life into it,
ready for this year’s crop of visitors.
Well the ‘snowdrops’ (the English flowering variety) are starting to show, so it
must soon be spring…so look after yourselves…more next time.
Best wishes from all the Shipdham Team
Peter
5
�RICHARD H. SMART, ENGINEER, 506 SQUADRON
REMEMBERS PREGNANT PEG/FLYING LOG
AND THE MISSION TO KIEL
On 6 July 1944, the Conrad Menzel crew joined the 28 other 44th BG Liberators on the mission on the Baltic Sea. T/Sgt. Smart described that event:
“After five hours of flying, we dropped our bombs amid heavy flak from 22,000
feet. Immediately following bombs away, we were attacked out of the sun, by
a formation of elite German F 109s. From our window we could see the fighters
growing larger. Their yellow nose insignias were as plain as day, with their wing
guns blinking and puffs of cannon smoke coming from their propeller spinners as
they fired directly at us. We heard and felt some of their shots hitting our ship.
Our gunners fired back as the fighters dived through the formation.
“The turret gunner, Sgt. James Branson got two of the attackers. We all knew
that we had sustained severe damage, as our plane began to lose altitude. Our
pilot, Lt. Conrad Menzel did his best to maintain flying speed while we quickly
assessed our damage. The maintenance engine was hit by cannon fire and feathered. All propeller controls were damaged, so we couldn’t increase our rpm or
power output. The hydraulics were shot out, which made all the gun turrets inoperable. Shrapnel had ripped through the navigator’s table, wounding.Lt. Raymond Bennett (Navigator) and severely cutting his face. Amazingly, his were the
only visible injuries suffered during the attack. If the Luftwaffe had known of our
damage, it could have returned to finish us off with little difficulty.
“Owing to our mechanical damage, we were unable to maintain our speed,
altitude and position in the formation. Alone, we headed out over the Baltic
Sea at approximately 5,000 feet. We opened the bomb-bay doors and balanced
ourselves on the catwalk; in an effort to maintain a diminishing altitude, we jettisoned guns and ammunition. At one point, we threatened to toss our Sgt. James
Branson; he was not only our heaviest crew member, but also, we were sure, the
heaviest gunner in the entire Air Corps. With the steady loss of altitude and airspeed, we faced certain death if we landed in the frigid North Sea. We were left
with few choices for survival. Should we head for Sweden and certain interment,
or attempt to return to our home base in Shipdham, flying some 600 miles over
enemy-controlled Denmark and the North Sea, where there was a possibility of
ditching? We decided to take our chances and to press on to England.
“At last we reached England and our Shipdham base. Still ahead of us was
getting safely on the ground with only one pass; there was no possibility of a
go-around. With little or no fuel, 100 octane gas fumes permeated our ship. Our
shot-out hydraulics left us without any brakes, flaps or nose gear and only the
right main gear. During landing, our nose settled on the runway; all switches
were off. The plane’s underside disintegrated in a show of sparks and debris. All
we could do was ride it out. We veared off the paved runway and came to rest
on grass. Someone yelled, “Let’s get out of here before she blows!” Fortunately,
the gas fumes did not cause the ship to blow up, and all 10 crew members safely
touched the ground.
“Our ship was eventually flown to a repair depot, where it was restructured by
chaining a telephone pole in the bomb bay; it was returned to service and appropriately renamed The Flying Log.
“August 1944, another crew with a full load of bombs took off in the revamped
plane and crashed on takeoff, which killed all 10 men aboard. Sadly for them, The
Flying Log was their flying coffin.”
6
�SOME MEMORIES OF NORFOLK CAN’T BE ERASED
SAYS ELIZABITH WHITON
NOW RESIDING IN ONTARIO, CANADA
Elizabeth contacted George Washburn about her recollection of a crash of a
plane at Shipdham in which the explosion was seen miles away. Her family farm
was located at the west end of the village of Yaxham. A family member, Adam, assumed the responsibility of caring from the farm, in addition to his own farm. The
Ministry of Agriculture established guidelines for gardening, and if the owners did
not adhere to the rules, the land would have been taken from them.
Adam was not able to follow other family members who were in battles in
France; he was considered medically unfit for service because of a severe hearing
loss.
The family was constantly aware that night and day, bombers flew overhead,
headed east; and hours later returned, many times in a bedraggled state.
Adam and his horse were about fifty yards from the top of the field on 8 August 1944, when suddenly the earth shook. A great column of smoke straddled
the bank of the field. A brilliant fire flared up and then was smothered as black
smoke erupted skywards. The reins around Adam’s neck pulled taut as the horse
reared and then bolted away in a paroxysm of terror. An earth shaking, ear splitting detonation shook the man as he plunged forward, dragged by the horse and
tethered to the hoe by the reins around his neck. He hung on to the hoe handles
desperately as his flying feet kicked and flailed across the orderly rows of beets.
The acrid smell of burning surrounded them, and Adam chilled with horror as he
saw a jagged piece of metal the size of a milk pail go flying past them and bury itself in a spray of leaves and soil. Fragments of metal were now whirling all around
them. He felt them at his back, flicking across his cap, tugging at his sleeves and
striking the field in every direction. The horse ran off, and still tethered to the
reins and hoe, Adam stumbled along in pursuit..
Later, an American GI helped Adam’s wife find her husband, safe but with multiple wounds from flying metal.
Sixty four years later, Ms Whiton contacted George Washburn, telling him of
this childhood memory. She was nine years old at the time.
Quite coincidentally, George remembers the day Pregnant Peg/Flying Log
went down. He did not fly that day, and was walking back from breakfast, when
a plane with one engine feathered was flying overhead.
“The pilot went into a left hand turn toward the dead engine side,” he stated.
“He then started to sink in a nose up attitude which we call mushing (losing altitude in a settling manner, rather than with the nose down as in a dive.) At about
1,000 feet he flipped over onto his back and went straight in. There was a huge
explosion and fire, then the bombs started going off in the fire. Will Lundy’s account says he had 6-1000 pounders aboard. It seems there were that many explosions over a short period of time. Later that day I went up in a British Oxford
trainer with a friend of mine, and we circled the wreckage, which appeared as 4
lumps, which were the engines”.
Ed. Note: The mission was to La Perth Airfield, Romilly, France. Pregnant Peg/
Flying Log was piloted by Myron Jacobs, 506 Squadron. The entire crew was
KIA.
7
�LT. JAMES TOMBLIN, NAVIGATOR ON
THE LEDFORD CREW,
REMEMBERS THE MISSION TO ARNHEM, NETHERLANDS
The date was September 18 1944, the mission: a re-supply mission to paratroopers who had just been dropped near Arnhem, Netherlands.
“To practice this mission, we had flown in formation over the English countryside at an extremely low level. I lay on my stomach next to the bombsight and
looked through the plexiglass nose. We were so low, I could see the ground between blades of grass. We had to pull up to get over small picket fences.
“On the actual mission, we flew in a tree-top level. A 4 engine bomber traveling at 200 mph that low is pretty exciting. German soldiers on the ground were
firing at us with rifles. The bombardier in the nose turret would spot a rifleman
and then try to tell the waist gunners and the tail turret gunner where the rifleman was (e.g., 10 o’clock, 2 o’clock, 3 o’clock, etc.) but we were traveling too fast
for that tactic to be very effective. At that speed, we traveled the length of a football field in one second.
At the drop site, we cut throttle, pulled up to 500 feet and the jumpmaster
(our special 11th crew member) kicked out the supplies. I was looking through
the Plexiglas nose and saw a paratrooper crossing the field with his arm around a
girl – and they had just dropped yesterday!
A rifle bullet hit the hydraulic reservoir tank, located in the top of the fuselage above the flight deck, and the red liquid spilled all over the engineer, Bill
Wright. Eddie, (Sharp), the Radio Operator, thought Bill had been shot. Scared
him to death.
When we got back to the base, we had to manually crank-down the landing
gear and stopping the plane was a little difficult, but we managed OK.
(The story of this immense effort by the paratroopers is in the book “A Bridge
Too Far” by Cornelius Ryan and in the movie of the same name.) A Plan by General
Montgomery was to drop 35,000 paratroopers 64 miles behind enemy lines and
capture the bridge across the Rhine River at Arnhem, Netherlands. To accomplish
this, 3 bridges had to be captured intact by paratroopers, to enable a relief column to advance the 64 miles to Arnhem.
The Paratroopers captured all the bridges, including the one at Arnhem, but the
relieving division of tanks stopped 5 miles from Arnhem. The paratroopers there
were captured. They had held the Rhine Bridge 7 days, and Mongomery said 2
days were all that was required. In my view, this was the biggest boondoggle of
the War, and certainly the most tragic.
The total 7 day casualties for all the forces involved – killed, wounded and missing – amounted to more than 17,000. The 24 hour period of D-Day had 10,00012,000 casualties.
Ed. Note: Twelve days after returning from this mission, the Ledford crew
went to Hamm, German in ‘My Sad Ass’. They were hit with flak, Harry Star,
Tail Gunner was KIA. All others became POW. That story was in an early issue of the 8 Ball Tails.
8
�MAJOR DONALD J. WILLIAMS
THE WOULD-BE PILOT
WHO BECAME AN EXECUTIVE OFFICER
out properly – the mess hall, transportation etc.
“Once an officer refused to get on a
plane for his crew’s assigned mission.
The rule was that every plane was to
have a crew of ten men; and since he
would not get on board, the plane did
not fly that mission.
“We imposed the death penalty on
him, mainly to set an example for others to see that shirking one’s duty was
not tolerated. Of course I knew the
review court would not impose that
penalty. Even though I was sure it
would not be carried out, I did succeed
in making my point.
“Another time an airman had gone to
town and did not get back in time to fly
his mission, so he was AWOL. His explanation was that when he went to get on
the bus at 11:00, the bus was not there.
As it happened, I was also in town that
night; and I did see that the bus pulled
out five minutes to 11:00. So I gave
him a free pass. This was when I was at
Squadron level. Later when I went to
Group, I saw my personnel file. There
was a notation in it by Col. Snavely, saying ‘Watch this man. He is dangerous.’”
Williams has the greatest admiration
for the men who flew those bombing
missions. Hr remembers that when the
target was Cologne, Germany – sometimes to destroy the Doitch Bridge over
the Rhine River or the Noll Marshalling
Yards, they were ordered to preserve that
ancient cathedral – The Church of Joseph
and Mary. When the war was over, the
city of Cologne was totally wiped out,
but that famous cathedral was spared because of successful pinpoint bombing.
Col. Eugene Snavely was Commander when Williams first reported to
Shipdham. When Col. Leon Johnson
became Commander, he found him to
be a truly admirable leader and friend.
It was notable that after the 44th had
Donald Williams was a student at
the University of Idaho when WWII
broke out. He was studying Economics
and tutoring other students in Accounting, Commerce and Mathematics. He
was due to get his Commission through
Infantry ROTC in May 1942. The reward
for being top of the class was the ability
to transfer in grade to the Air Corps or
the Marines. He already had a Private
License through the Civilian Flight Training Program run by the University. Of
course, he chose the Air Corps.
He was all set up to go directly to
Flying School when he got a change of
orders enroute, to report to the Commanding Officer at Barksdale Field, LA.
He reported in, explained his mission,
and was told firmly that it was easier
to train a Pilot than an Administrator!
He was made the Adjutant to the 67th
Bombardment Squadron, and had
orders to prepare to leave the next day.
His assignment was to command the
ground eschelon, and take them overseas. He was twenty one years of age.
“The trip to England on the Queen
was interesting”, he recalled. “We were
part of a large convoy, and had the
misfortune of being intercepted by a
German submarine Wolf Pack. It was
decided the Queen should make a run
for it because of her speed. We were
put on a zig zag course – no stabilizers
for sound control. I was about the only
one on board who did not become ill.”.
Williams credits the Squadron CO,
Captain Howard Moore; First Sergeant Bob Ryan and Sgt. Major William Fitzgerald for teaching him the
hurdles of being an Executive Officer.
“With their help, I grew up fast,” he remembered. On April 8 he rose to the
rank of Captain, and was transferred
to Group as Adjutant.
“As Summary and General Court
Martial Officer, my job was to see that
all operations on the base were carried
…continued on page 10
9
�MAJOR DONALD J. WILLIAMS THE WOULD-BE PILOT … continued from page 9
up some matches in Shipdham, and
learned that his Commander was also
a boxing fan. One of his treasured
photos is that of Leon Johnson sitting
outside the ring, cheering the boxers.
When it was time to return home,
now as a Major, once again he was in
charge of delivering the men to their
assigned destination. On April 18,
1945, they arrived to New York. Some
of the returning parties were to report
to Ft. Snelling, MN. As the ranking Officer, Williams was Train Commander.
He had armed guards at every station.
The train traveled through states and
even home cities of the tired men who
had won the war and were ready to see
their own home. Everyone was sure
they were going to be reassigned to
B-29s, in preparation for the trip across
the Pacific. Of course, the Enola Gay
and Bocks Car solved that problem.
After the War, Williams became a
Certified Public Accountant. He engaged in various business enterprises,
including being a car dealer for Ford
Motor Company. Still a businessman,
he owns a large storage facility. He
is living in Spokane, Washington; and
with his daughter Sharon, is a regular
attendee to the 44th BGVA reunions.
Leon Johnson (right) at ringside. Donald
Williams has his back to the camera. Phyllis Reardan (almost hidden from the camera) was from
the American Red Cross.
flown their 200th mission, they celebrated ‘Reverse Day’. Officers removed
all decorations, and Johnson drove his
driver, Mike Fusano to the festivities.
“As I recall, unfortunately some of
the officers did some drinking that day.
This was an insult to the enlisted men.”
Williams was proud to join the
group that stood at attention when his
Commander was presented the Medal
of Honor by General ‘Jake’ Devers.
Williams had gotten interested
in boxing while in college. He set
The 44th BG has a debt of gratitude to the men in this picture who are playing
cards. This is the Photo Section at Shipdham, men who flew with the planes, photographed the action, and left a legacy of photos which are treasures today. Ursel
Harvel (smoking a pipe) also wrote a book, Liberators Over Europe; which, if you
can find it on E-Bay, comes at a very high price.
10
�SGT. TONY MASTRADONE, MEDICAL CORPSMAN’S
MEMORIES OF WWII
As told to his friend Richard Halliday
and tried to stop the blood,” he remembered. “An ambulance came, and
I was ready to back off. My buddies
wouldn’t let me. They shouted, “He
needs you. He’s bleeding,” then threw
me bodily into the ambulance.
“I helped get the man to the operating room, helped find blood donors,
and at 6:00 A.M., I was free to go back
to the base. I was covered with dried
blood. Two men escorted me, and
they advised me to get on the Greyhound Bus and speak to no-one. To
make a long story short, I lost a stripe.
“Six months later Captain Young,
our Medical Officer, looked me up. He
told me the man I had helped in Trenton had died, but told me he wanted
to get me a medal for my service. I
told him “All I want is to get back my
stripe. I became a Corporal Technician.
“In Shipdham I was assigned to the
ambulance group. When our planes
would come in with an injured man on
board, they fired a red flare. If they
could be helped at Shipdham, we took
care of them; otherwise they went to
an Evacuation Hospital.” Although
Tony flew with many patients to these
centers, he cannot remember where
they were. “I was too busy taking care
of the injured man to even ask where
we were going. Once we were tussling
with a man in convulsions who was
so strong, several of us together could
hardly restrain him. Suddenly somebody yelled, “Don’t let him breathe on
you.” Too late for us, we learned that
the man had spinal meningitis. Fortunately, none of us caught it.
“The area we called a hospital
could not even be called a good First
Aid Station. We had nothing to work
with. Everything was in short supply. “During that early period, 1943,
planes and crews were having heavy
losses. We had seventeen to eighteen
“When I was looking for a job working in the coal mines of West Virginia,
I decided to take a First Aid Course so
I could help with injured miners,” he
remembered. “Later, when I was drafted, the government must have decided
that I was qualified for the Medics in
the Air Corps.”
From Tony’s hometown in Clarksburg, West Virginia, he traveled by
train to Columbus, Ohio, and three
days later was off to Barksdale, where
he got his basic and medical training.
“They had a B-18 there, and it was
really crude. If a person didn’t watch,
he could walk into the props.” Tony
remembers when the 44th BG was
formed. “There were seven medics assigned to each Squadron, but at that
time, we didn’t even have an airplane.
“At that time I was doing sick call
with the doctors. They were doing
physicals on the top floor of those barracks. Then some of the medics got
shipped to Fort Myers, Florida; three of
us to Dayton, Ohio.”
At that time the government was
testing the body’s response to high
altitude flying. One of the medics in
Dayton was put in a simulator, the
temperature was dropped, he was not
given extra oxygen, so he passed out,
waking up later in the hospital. From
those experiments, proper apparel and
a supply of oxygen was designed for
those who would be doing the bomb
runs.
Tony was sent to Will Rogers Field,
then to Ft. Dix, then to New York, and
along with Will Lundy and thousands
more, sailed to Europe aboard the
Queen Mary. He was there until 1945.
The night before they shipped out,
Tony and several others decided to take
a look at the town…AWOL. They got
to Trenton where a civil disturbance
was taking place. A man had been
stabbed in the neck. “So I jumped in
…continued on page 12
11
�SGT. TONY MASTRADONE, MEDICAL CORPSMAN’S … continued from page 11
When the War was over in England,
Tony came home on the Queen Mary.
He went to Camp Shanks, then home
for 30 days,; after that, to Fort Meade.
From there he went by train to Sioux
Falls, South Dakota, and was expecting
to be sent to the Pacific as a Surgical
Technician. The Enola Gay and Bock’s
Car brought it all to a welcome close.
With 117 points to his credit, he was
discharged.
Tony found good employment
with International Harvester and other trucking companies; and when a
friend urged him to apply for a Civil
Service job in Washington, DC, he was
very skeptical. But he accepted, and
it worked out very well for him. He
retired in 1979, having directed the
traffic and supplied transportation
through many presidential inaugurations.
Tony and Kathy have been married
fifteen years. He has two children
from a former marriage. Tony served
on the 44th BGVA Board for two years,
and Kathy has been a willing and eager
helper at many reunions. Tony’s greatest contribution to the Bomb Group
was in working with Will Lundy, doing
research at the National Archives. It
has been recognized that a great deal
of the 44th history became available
when Tony Mastradone learned to successfully research those archives.
beds for enlisted men, eight to ten for
officers. Officers were recruiting men
from our ranks to go into combat with
the promise that they could get home
sooner. I did not volunteer. At one
point my brother sent me a piece of
parachute for a man who had crashed
and died. He convinced me not to
volunteer.
“We had to be innovative, using anything we could find to fill our
needs. Ointments were stored in leftover food containers. We had one
tongue depressor, which we dipped
into a canister of 190 proof alcohol,
and used the same one with every
man who came in sick bay. We used
alcohol to sterilize our cotton balls,
(and occasionally we drank some). We
started out with a Dodge ambulance,
but that was taken elsewhere, and we
ended up with an old English relic. It
had room for four stretchers, two up
and two down. Sometimes it was so
cold, the battery wouldn’t charge. I
found an old crank like they used in
Model T Fords, and we charged the
battery with that.
“We got to Shipdham before the
planes. When the first one landed, an
Englishman wanted go greet the men.
He walked straight up to the propeller
and was killed.”
Tony remembers a German attack
on Shipdham. He climbed under the
ambulance for safety. Later he found
a piece of a bomb which was still very
hot. It was marked with a Swastika
and a notation that it was made in
Czechoslovakia. It is among his prized
memorabilia.
Ed. Note: Tony’s contribution to
44th BG history was recognized at
a Reunion in Washington, DC when
he was presented the Leon Johnson
award by President ‘Mike Mikoloski’.
Bob Vance introduced a new word: paraprosdokian, which is a figure of speech when the
second part of the sentence denies the first part, such as:
Do not argue with an idiot. He will drag you down to his level and beat you with experience.
I want to die in my sleep, like my grandfather. Not screaming and yelling like the
passengers in his car!
Going to church doesn’t make you a Christian any more than standing in a garage
makes you a car!
12
�EUGENE VICKERY’S POW MEMORIES
A Navigator on the Coleman Whitaker crew, Eugene Vickery was on his 22nd
mission when the plane went down at Wiener Neustadt. Flying in Black Jack, half
his crew including his pilot were KIA; one member (Robert Reasoner) became
POW but was repatriated. Vickery and three others became POW.
Vickery kept an excellent diary of
the course of events, starting with hitting the ground on that fateful day, 1
October 1943.
Finding myself on the ground with
my nose an inch deep in the little garden plot at the edge of a little Austrian
village, I picked myself up and with
all the haste my nervous and clumsy
fingers would allow, I unfastened my
chute. As quickly as this was done,
I started to run across the fields and
gardens towards a likely place of concealment. Even as I started, I realized
my position was quite a hopeless one.
Two farmers were close behind me,
followed by a young butcher boy in
his white bloodstained apron. He was
wielding an oversized cleaver. Ahead
of me were two other farmers cutting
across diagonally to my path to intercept me. Down the railroad, which lay
just ahead of me, and which I must
cross to reach the woods, there came
a German soldier unlimbering the gun
that was habitually swung from his
shoulder. Burdened down as I was
with my flying equipment, it seemed
like in no time at all they converged
upon me, and I was still far from the
doubtful safety of the woods.
None of my captors, civilian or military, showed any animosity toward
me. It seemed rather that they were
inclined to be quite friendly, and when
my eyes met theirs, many of them
would wink or give some other such
meaningful look. I felt quite sure that
if it hadn’t been for the Storm Troopers, that seemed to be everywhere, I
can conceivably have received aid from
many of them that may have made an
escape possible. The young men especially seemed to show an interest in
me that was more than ordinary curiosity would seem to warrant.
I was turned over to a corpulent
middle aged man in the Storm Troopers
uniform; and he, quite self-conscious
of his importance, marched me back
to the little village where I had landed
in the garden. Without delay he commandeered a truck of some sort that
had large empty pans, with scraps of
spaghetti and tomato sauce still clinging to them, and a number of milk cans
scattered around in it. He indicated
that I was to sit in the rear of the truck
atop a milk can, and as soon as I was
seated, he secured another similar seat
for himself and sat facing me with his
rifle cocked and loaded, waving around
at me in a most uncomfortable fashion. Our ride was a short one, and the
only point of interest was a large fire
we passed on our way. I was unable to
determine just what was burning, but
there was considerable black smoke,
which would indicate oil or gas.
When we reached our destination, the authorities, after much heel
clicking and Heil Hitlering, refused to
accept me, and so once again I rode
among the spaghetti pans and milk
cans to another part of the city. We
were met here by a German Luftwaffe
officer that was the personification of
all we have come to expect in an officer of the Junkers class, complete with
Lugar, field boots, mustache and monocle. Neat, trim, efficient and with
ill-concealed contempt for the party
man, he went about his business questioning and searching me. He spoke
in clipped precise English, and seemed
not at all disturbed when I refused to
answer his questions, but quite the
contrary, he seemed to expect me
to refuse, and acted as if it were the
proper thing to do. Actually, it was my
duty to reveal no information to the
…continued on page 12
13
�EUGENE VICKERY’S POW MEMORIES … continued from page 13
fresh salami, cheese and ersatz coffee. Twenty four more prisoners were
brought in during the night, making a
total of twenty-six. Most of them were
enlisted men. Of the 11 planes lost that
day, 8 were from my group. Some of
the fellows were quite badly burned,
and several suffered from broken bones,
ankles, wrists, ribs and legs; and all but
three of the rest were wounded by flak,
20 mm frags or Cal. 30. No one seemed
to be in a critical condition, but some
were suffering considerable pain.”
The next day Vickery discovered he
had wounds!! There were two pieces
of flak in his cheek, and then he realized what had cut his mike cord. He
had more holes in his right leg. The
cheek festered and the piece came out
two weeks later, as did the three pieces
in his leg.
October 2, 1943. For breakfast we
had black bread and sugar honey. I
was quite hungry, and it tasted much
better than it looked. Everyone was in
pretty good spirits, and we had a talk
with a German private that had lived 10
years before the war in Jersey. His biggest desire was to get back there. He
had come to Germany in 1939 to visit
his parents and was conscripted into
the German Army before he could get
out of the country when war broke out.
We were told we would leave at 12
on the train and arrive at Dulog Luft,
the prisoner of war camp, at Frankfurt
in from 1 to 3 days. This was the first
indication we had had, of just how
badly the country’s transportation system had been disorganized by Allied Air
Raids. Lt. Theodore Scarlett (Co-Pilot)
and Sgt. Edwin Carlson (Engineer/Top
Turret Gunner) who had been loose
about 12 hours, and made their way
to about 20 miles from the Yugoslav
border, joined us in the station at Vienna. Their faces were badly burned,
but were otherwise OK. They are the
only members of the crew I ever heard
of again. The wounded had not yet
received any medical attention.
enemy, but the Party men and local police could not seem to appreciate this,
and stormed and raved whenever any
prisoner refused to answer their questions or follow instructions.
Said the German officer, “For you,
the war is over.”
Before the search and interrogation was completed, the second wave
of bombers came over, and we were
forced to spend the next half hour in
a quite well built air raid cellar. There
were about 25 people in the shelter besides my guard and myself. The shelter
was built for about 50 people and had
stools, benches and tables in it, but no
food stocks. The people all seemed
rather quiet, not very frightened and a
bit awed. It was only the second raid
Wiener Neustadt had experienced, and
probably accounted for their attitude.
One girl of about 18-19 seemed quite
frightened and cried most of the time.
Perhaps she had been through some
previous unpleasant experiences. Their
attitude toward me was simply one of
curiosity, as I was the first captured airman most of them had seen.
When the raid was over, my questioning was completed, and I was sent
with all my paraphernalia to a Flakwaffe
post, accompanied by two officers,
a guard and a driver. At the station I
came across my first fellow prisoner,
a Sergeant from the 44th. He was
slightly wounded in the side by flak and
very low in spirits. He had just finished
answering a long page of questions,
and had evidently given the Germans all
the information they wanted, because
they didn’t press me for information
after I once refused to talk. I was pretty
disgusted with him at the time, and
told him to keep his mouth shut in the
future. However, it seems that there
is always one or two in every group of
POW’s who will talk, and he happened
to be the one in this case.
We spent the night at this post and
were quite comfortably put up; and the
food, although plain, was plentifully
supplied and proved to be the best we
ever received from the Germans. We
had the standard black bread, a good
…continued on page 15
14
�EUGENE VICKERY’S POW MEMORIES … continued from page 14
“On the third day of my stay at this
camp, a German officer came in to
interrogate me once again….I refused
once again to answer his questions, so
after a while he gave up asking about
the Army, and we began to talk of
more general things.
“He was quite interested in the
value of real estate, rentals and taxes in
the United States. He owned considerable property in Germany and worked
in a bank…. He admitted that he didn’t
believe Germany could possibly win the
war, not even hold out for more than
another year. He implied that if the
U.S. and England would guarantee to
keep Russia out of Germany, that the
Germans would surrender to the U.S.
and G. B. He also wanted to know why
we had gone to war against Germany.
He said Germany had no argument
with the United States, and neither one
had anything that the other wanted. I
mentioned the fact that Germany had
declared war on us; it was not us who
had declared war on Germany; but this
didn’t seem to cut any ice with him.
Vickery described more moves to
other camps, welcome Red Cross packages and epidemics of minor illnesses.
He described a change in his evaluation of his captors: “The first day I got
in the cooler, I thought all the Kriegies
were crazy, but they seem less crazy
each day I’m here.”
He described amazing stories about
his fellow prisoners. “One tail gunner
landed safely in France, still sitting in
his turret in the tail of the plane. The
whole tail had been blown off the ship,
but floated the tail gunner down safely.
“One waist gunner found himself
trapped in the waist of the ship with no
way out except through the bomb bay
which was a mass of flame. He went
through the bomb bay; and in doing
this, became quite badly burned, and
his clothing and parachute caught afire.
He finally managed to clear the ship,
but found himself at 20-22,000 feet,
with his clothing and chute afire. Being a rather cool headed lad, he went
to work beating out the fire with his
On the way to the station, we saw a
great deal of damage. One bomb had
gone astray and landed on a house,
killing the entire family of 7 who were
seeking shelter in the cellar. `However,
except for the few stray bombs, all
the bomb load had fallen in the target
area, and our objective was a shambles. The Germans had told us before,
that we had not done any damage
to it. However the importance of the
target was betrayed by two separate
statements our guards had made. On
one occasion they mentioned that
they had been stationed in Italy before
coming to Wiener Neustadt. Shortly
after this, one of them said they had
only been at their present post for two
weeks. All of this at a time when they
were so badly needed in Italy left little
doubt that the Me 109 factory was of
real importance; and that the factory
was located there near the guns, and
had not been moved 20 miles to the
southwest into a woods, as some of
the guards claimed.
Vickery reported that while traveling by train from one camp to another
a formation of Flying Fortresses came
over; their target was a copper plant
in Frankfurt. Two Me 109s were destroyed, for which the prisoners heartily cheered. A great number of flak
fragments fell all around and sounded
like rain in the leaves.
Food was in short supply; they
tolerated four days of solitary confinement.
“The first thing I did when I was left
alone in my room was to pry open the
frosted glass windows (5/8” iron bars
on all windows) that the Germans had
nailed shut. It afforded me an excellent
view of the very peaceful looking countryside; and when I sat on my bed and
looked out of the window at the dew
covered fields sparkling in the sunshine,
the old farmer plowing with his fine big
horses and heard the children’s voices
mingled with the bark of a dog and
the honk-honk of the big white geese,
it was quite hard to realize that I was
a prisoner of this country, and that we
were at war with each other.
15
…continued on page 16
�EUGENE VICKERY’S POW MEMORIES … continued from page 15
football volley ball, soccer, arguments,
jokes, waiting for letters, talk of home
and ‘when the war is over’, bartering
and gambling cigarettes………”
In November 1943 he had an
ear infection which kept him in the
hospital for several days, and continued to plague him for quite a while
after his discharge. Christmas came
and the prisoners used ingenious ways
to decorate their surroundings. For
New Year’s Eve, the Germans provided
them with some very weak beer - 3%
beer, 97% water.
Vickery describes efforts by prisoners to dig tunnels to freedom, only to
have them discovered and sabotaged.
They were aware of air raids to Berlin,
and occasionally got word that the Russians were advancing. Among his accomplishments at that time, he began
creating cartoons and writing poetry:
hands. He kept at this until the last
minute possible, and then some 500 –
1,000 feet above the ground, he pulled
his rip cord, swung twice and hit the
ground – badly burned but safe. (They
say chutes are made to save lives, not
to keep you from getting hurt.)
“Sgt. Carlson, our Engineer, picked
up his British type pack just before the
ship exploded, and had one canvas
handle in each hand. Thinking he was
gripping the rip cord, he counted to
10 and pulled. When nothing gave,
and chute didn’t open, he looked to
see the cause of the trouble, and discovered that he had not yet fastened
the pack to the harness. He snapped
on his chute in mid air and landed
quite safely, except for his burns.”
“A pilot in a B-17 climbed out of his
side window because he could not get
through the burning bomb bay. He
caught his foot on the way out, but
gave a jerk and got free of the plane.
When he went to pull his rip cord, he
discovered that he had forgotten to
fasten his chute before he jumped. He
would sure have been in an awkward
position if he hadn’t discovered that his
foot had become entangled in the harness, and it was this that had caused
his foot to stick as he left the plane.
The chute was still fast to his foot, so
he pulled it to him and tried to put
it on, but couldn’t get his foot loose.
Becoming desperate, he pulled the cord
and floated serenely down, hanging by
one foot, and landed uninjured.”
“Not all the strange experiences end
so well. A bombardier flying his last
mission decided to jump rather than
stick to the plane when it appeared they
would have to ditch in the sea when two
engines had been put out. He jumped
and was never seen again. The rest of
the crew elected to stick to the plane,
and they made it safely back to land and
managed to land at an airport.”
As Vickery described, “Life at the
Kriegie Camp was full of stories told
far into the night, card games, checkers, cooking, sleeping, unending
planning of escape, rumors, baseball,
G. I. Coat
They say a little bit of Bull - - - Fell from out the sky one day.
It landed close to Old Berlin,
Just 90 miles away.
And when the Luftwaffe saw it,
Sure it looked so lovely there,
They said, “That’s just what we are looking for,
We’ll put our Kriegies there.
So they brought a bunch of goon guards in
And combat crews enough,
And put them in that lovely spot
And called it Stalag Luft
Oh! Mother Dear, it’s worse out here
Than all the lands remote,
With every word I write, I say
Please send that G. I. Coat!
March 23, 1944 The biggest
dilemma in Stalag Luft was - who
would win the bet: their pet cat was
due to have kittens, and who would
predict the date of the blessed event,
and the number that she would produce.
The winner of this somber story will
be announced in the next 8 Ball Tails.
16
�B/GENERAL ROBERT CARDENAS RELEASES
THE PICTURE OF HIS HELPER IN THE SWISS ALPS
Outside the restaurant where Robert Cardenas and Captain Stolz hid, they pose
with the unnamed Swiss lady who helped them escape.
For years Bob Cardenas would not release the picture or name of the Swiss
lady who helped him out of internment in Switzerland.
On 18 March 1944, while flying with the Raymond Lacombe crew as Command
Pilot on a mission to Friedrichshafen, they were hit by flak. The engines were on fire
and the decision was to head toward Switzerland. Chief & Sack Artists made it
close to safe haven, but not quite. The crew bailed out and swam to the shore of
Lake Constance and internment.
Upon the request of the Swiss government, the American government
recommended him to teach the Swiss pilots how to fly the B-24s and B-17s, and
get them away from the border where Germans could see how many American
planes had landed there.
Before he began this new assignment, he signed a paper (practically in
blood) that he would not use a B-24 to escape. And he didn’t.
Instead, the pictured young lady approached him and asked if he wanted
to leave. He checked her out with the American Counselor’s office and she was
considered a safe helper.
Every day there was a train running into Geneva and another going out.
She hid him and Captain Stolz in a restaurant. When the train approached, she
dressed them as waiters. They stood between the trains and climbed on the outgoing one, arriving in Grenoble. With help from the French Underground, he was
ferried out of the country on a black C-47.
Cardenas’s many achievements have been documented in different issues in
the 8 Ball Tails, but it was the young Swiss lady who opened the door for him to
have an amazing career in the USAF.
17
�Reunion Schedule
44TH BOMB GROUP VETERANS ASSOCIATION
OCTOBER 13-16, 2011
INN AT ELLIS SQUARE
SAVANNAH, GEORGIA
Thursday, October 13,
Board Meeting
Registration
Hospitality Suite opens
10:00 AM
1:00 to 5:00 PM
7:00 PM
Friday, October 14
Breakfast
Load Trolley for Ft. Jackson Tour
And Lunch at the Crab Shack
Return to Hotel, Afternoon Free
Welcome Reception
Saturday, October 15
Breakfast
General Membership Meeting
Load Trolley for Mighty 8th Museum Tour & Lunch
Return to Hotel
Cash Bar
Squadron Dinners
Sunday, October 16
Breakfast
Load Trolley for Savannah Tour, Riverboat Tour
And Lunch,
Afternoon on/off Trolley Tour of Savannah
Cash Bar
Banquet
Monday, October 17
Breakfast & Farewells
18
9:00 AM
1:30 PM
7:00 PM
9:00 AM
10:15 AM
3:00 PM
6:00 PM
7:00 PM
9:45 AM
6:00 PM
7:00 PM
�REGISTRATION
44TH BOMB GROUP VETERANS ASSOCIATION
201 WEST BAY STREET
SAVANNAH, GEORGIA 31401
OCTOBER 13-16, 2011
Please print or type. All information must be complete.
Last Name ______________________________ First Name ______________________
Spouse/Guest _______________________________ Squadron __________________
Address ___________________________________________________________________
City
_______________________________ State ___________ Zip Code _________
PRICING – 4 HOTEL NIGHTS
Single $700.00
Double $957.00
Triple $1214.00
Quad $1471.00
Please indicate bed preference: King _________ Queen _______ Single ________
ALL ROOMS ARE NON-SMOKING
Includes: Welcome Reception, Four Breakfasts, Hospitality Room,
Transportation and Lunch on all tours, Squadron Dinners, Banquet.
HOTEL PARKING AND AIRPORT TRANSPORTATION ON YOUR OWN.
$10 Per Day
$25 Per Person each way. (Please include Arrival &
Departure Times. I am
Arrival Time ______________trying to work a deal
with a Cab Co. for a
Departure Time ___________ combination rate.
SQUADRON DINNERS ARE A BUFFET WITH TWO ENTREES
BANQUET DINNER HAS TWO ENTREES, STEAK AND CHICKEN
CHOOSE THE ONE YOU LIKE.
PAYMENT
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Triple $ ______________
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Please send checks to 44th Bomb Group Treasurer
Jackie Roberts, 11910 S. E. 44th Street, Oklahoma City, OK 73150
MUST BE RECEIVED BY Sept. 7, 2011
19
�WORLD WAR TWO FROM THE ENGLISH POINT OF VIEW
Peter Steele, “I must warn you that the account below is the war as seen through
the eyes of a child, as I was only nine when it started!”
ing, and then it was cancelled at the
last minute, but one day the headmaster came into the class and told
us all to pack away our things as we
were leaving that morning. We were
loaded onto buses and taken to the
local railway station where we found
hundreds of other children from different schools around the neighborhood. Somehow mother, who was at
work, heard that we were leaving; and
she rushed down to the station where
she was in time to give me a hug, and
of course to tell me to be good! I did
not see mother again for two and a
half years. The train set off and even
the teachers did not know where we
were going. Eventually we arrived at
a town called Tonbridge, and were
taken in buses from there to a village
about eight miles away. At the village
school we were met by a fleet of cars
which took us to houses all over the
place. Many children finished up in
homes where they were very unhappy;
in fact, quite a number ran away, back
to London. I was very lucky however,
and was placed in a lovely home where
the people were very kind. I called
them Aunty and Uncle, and they were
very rich. It seems that uncle came
from South Africa originally, and his
family owned a gold mine. Although
they had two sons, one a major in the
army, the other a Lt/Cmdr in the Royal
Navy, they treated me as one of their
own. Uncle went off to join the army,
which left Aunty and I together. I had
been living there for just over a week
when war was declared on the 3rd
September 1939. Within minutes of
the announcement on the radio, the
air-raid siren sounded and we all had
to put on our gas-masks. You had to
carry your gas-mask with you wherever
you went. Mine was in a card-board
box which came with it, and I carried it
Peter Steele
In 1939 1 was a nine year old living
with my widowed mother in southeast London. Mother being the only
bread-winner, we were, needless to
say, rather poor, however, such things
did not worry a nine year old, and
they were happy times as I recall. In
the early summer grown-ups always
seemed to be talking about someone
called Hitler, and said a war was coming soon. One day mother and I had
to go to the local town hall along with
lots of other people to be fitted with
gas-masks. To me it was just a game,
and I thought people looked silly
with these rubber things pulled over
their heads, with just their eyes peeping out through a celluloid window.
They told us that we had to go home
and stick tape in a criss-cross pattern
over all our windows, so that when
the Germans started to bomb us, the
blast from the bombs wouldn’t throw
glass all over the room. Mother didn’t
do that; she was very house-proud!
Later in the summer the government
decided that all children living in the
London area were to be evacuated out
into the country where they would be
safe. Mother packed a large case for
my clothes, and we took it to school,
the idea being that the whole school
would all go together. There were
three false starts, first we were go-
…continued on page 21
20
�WORLD WAR TWO FROM THE ENGLISH POINT OF VIEW … continued from page 20
ships were scattered around the globe.
The rest of the world said England was
done for, but they were wrong.
Restrictions of all sorts were introduced. Invasion was imminent, and
everybody had to carry identity cards
which had to produced on demand. A
total blackout was brought in, which
meant that all windows and doors had
to be blacked out in such a way that
not even a tiny chink of light was allowed to show after dark. The whole
country was in total darkness. Cars
had to be fitted with special headlight shields which only allowed a tiny
beam to show, and in the event of an
air raid at night, all vehicles had to
stop and switch off their lights until
the raid was over. People volunteered
for all sorts of jobs, such as nursing,
fire watching, which was keeping a
lookout through the night for any
incendiary bombs, and dealing with
them when they fell. Also, some became Air Raid Wardens and Special
Constables (Part-time Police). The
Home Guard was formed, which consisted of old men too old to serve in
the armed forces. They were issued
a khaki uniform and a rifle, and their
job was to keep a look-out for German
para-troopers and invading Germans.
(They became known as ‘Dads Army’)
At about this time food rationing was
introduced, quickly followed by clothes
rationing. Everyone was issued a ration book; even the Royal family! You
were entitled to a set amount of food
and a set amount of clothing. As far
as food was concerned, you had to
register at a particular shop and a particular butcher. You were not allowed
to buy your food anywhere else, with
the exception of certain tinned foods,
but more of that later.
A week’s ration for one person was
as follows: Bacon and Ham - 4 ozs
(100g); Meat - one shilling and two
pence worth (about 25 cents in your
money today. Sausages were not rationed, but were hard to get. (People
said they were 70% sawdust anyway.)
over my shoulder on a piece of string.
The supposed air-raid on that occasion
turned out to be a false alarm.
Nothing happened in the first part
of the war. Winter came and we had
lots of snow, and I learned to ice-skate
on the lake which was in the grounds
of a neighbor. There did not seem
to be any shortages that I was aware
of, and life was good; at least from
my point of view because there was
no school. They hadn’t gotten anywhere to teach us, as the local village
school was full up with local children,
and there just wasn’t room for all the
London children. Summer came and
the grown-ups would gather round
the radio each evening to listen to
the six o’clock news. There was a lot
of talk about a place called Dunkirk,
and everyone seemed very worried. I
found that very difficult to deal with;
after all, it was in France somewhere,
and that was ever such a long way
away! The days went by and finally
France fell, and what was left of our
army was brought back in little boats.
They consisted of all sorts, from tired
old paddle steamers to tiny little cabin
cruisers which belonged to ordinary
civilians who happened to live near the
coast, and just jumped in their boats
and set off for France to bring the
soldiers home. It was just something
they did, off their own boat. A couple
of them were stopped in the middle
of the English Channel by a British
destroyer who asked them, “Where in
the hell do you think you’re going?”
The reply, “Dunkirk to pick up the
lads” left the destroyer captain speechless, and when he looked ahead there
were over fifty other little boats bobbing along behind the first lot.
When France fell, it finally came
home to me, just how bad things
were. The Germans were now only
twenty miles from the Kent coast. Our
army was in tatters and in no fit state
to fight anyone. We were quite alone.
The whole of Europe was under the
Nazi jackboot. All we had was a small
air force and the Royal Navy, whose
…continued on page 22
21
�WORLD WAR TWO FROM THE ENGLISH POINT OF VIEW … continued from page 21
lowed 60 points per year. This was
equivalent to one complete outfit per
year for the average adult. Growing
children needed more clothes, so their
points were of a lower value. There
was shortage of fabric and a range
of so-called utility fabric was brought
into being.
This used a minimum amount of
cloth, and was devoid of embroidery
or any sort of decoration. Men and
boys jackets were allowed two pockets
and three buttons. Trousers (slacks)
had no turnups, which had been fashionable up until then. Women and
girls dresses had no pleats, elastic
waist bands or decorated belts. Silk
stockings were unobtainable, as all
silk was required to make parachutes
and barrage balloons. Girls would
cover their legs with watered down
gravy or weak tea, to make it look as
though they were wearing stockings.
The seam down the back of the leg
was drawn with an eye-brow pencil.
Women would make their own clothes
out of any material they could find,
even old curtains and blankets would
be snapped up. Old wool jumpers and
cardigans were carefully unpicked and
re-knitted into a new garment. Knitting became very popular with the
ladies, and Knitting for the Forces was
almost a national occupation among
the women.
Many other items were in short supply. A utility range of furniture was
introduced: basic and hard wearing,
it was all that was available for people who had lost their homes in the
bombing, or were just starting out in
married life.
Petrol was rationed severely, so
much so the people put their cars
away in a garage for the duration of
the war. Other than the armed forces,
the only people allowed a special ration of petrol were people like doctors,
police, fire brigades and air-raid wardens. Many private lorries and buses
resorted to converting their vehicles to
gas, and carried huge black bags on
Offal (liver, kidneys, tripe) was originally unrationed , but became part of the
meat ration later in the war. Butter - 2
ozs (50 g) - Margarine - 4 ozs (100g)
- Cheese - 2 ozs (50g) although some
workers such as those in heavy industry and farm workers were allowed 4
ozs. Milk – three pints (1800 ml) occasionally dropping to two pints. Household milk in the form of skimmed or
dried milk was available, one packet
per month; Sugar 8 ozs (225g) ; Jam –
l lb (450g) every two months; Tea – 2
ozs (50 g); Coffee unobtainable; Eggs
– One fresh egg per week if available,
but often only every two weeks. Dried
egg – one packet every four weeks.
Sweets – 12 ozs every four weeks, but
children could seldom afford to buy
them anyway.
All children had to have one spoonful of Virol every week; a sweet and
sticky malt extract. This was supposed
to ensure they got enough vitamins.
All the above were allocated when you
presented your ration book to your
registered shop-keeper, who would
then cut out the appropriate coupons
from your ration book. Also in the
ration book were food points. These
were used to purchase certain tinned
foods, such as meat, tinned salmon,
fruit (pineapple, peaches or pears),
condensed milk, rice and cereals. A
tin of salmon cost 20 points, so you
didn’t buy that very often, as you total
monthly allowance was only 16 points.
The fact was that there just wasn’t
enough room on our ships to bring
in many of the items we had always
taken for granted. Things like oranges
and bananas just disappeared completely, which meant that any children
born during the war did not know
what an orange or banana was. They
never saw any until after the war!
Vegetables were not rationed, although some types were hard to come
by – onions for instance. People were
encouraged to dig up their lawns and
flower gardens and grow their own.
Clothes rationing was also on a
point system, and each adult was al-
…continued on page 23
22
�WORLD WAR TWO FROM THE ENGLISH POINT OF VIEW … continued from page 22
turning aircraft. The noise of machine
gun and cannon fire, and the roaring
aero engines was to me, quite frightening. Some of the Germans turned
and fled, dropping their bombs as they
went, but others stayed to fight. I saw
a Dornier 17 bomber gently roll over
onto its back, and with smoke streaming out behind it, dived in a gentle arc,
to disappear behind some far off trees.
There was a loud explosion and a column of smoke rose into the sky where
he had crashed. Soon the battle drifted far to the south, but not before two
other German aircraft were shot down.
Some Hurricanes flew on their way to
join the scrap. I ran into the garden
to give them a cheer. Within a short
while, it was all quiet except for the
sound of exploding ammunition coming from the direction of the column
of smoke. Far away towards Tonbridge, two parachutes were hanging
in the sky, British or German, there was
no way of telling, and the only other
sound was a Skylark singing high up in
the blue sky.
They came every day after that, but
now they were much higher, so high
that as they fought each other, they
looked like little silver butterflies twinkling in the sunlight, high up amongst
the contrails.
Aircraft crashing in flames became
a common sight, and even today there
are still over 350 aircraft unaccounted
for in the south of England. It was as
recently as 1975 that a young couple
stopped their car in a lay-by on the
Ashford to Canterbury road to go and
pick blackberries in an adjacent wood.
They found an ME 109 (German fighter,), virtually intact, with the skeleton
of the pilot still in the cockpit. His
clothing had pretty well rotted away,
but his wrist watch was still on the
bone of his arm, and had stopped at
twenty past three. It was subsequently
proved that the aircraft had crashed in
June 1940.
The Battle of Britain raged all
through that long hot summer, and as
their cab roofs full of gas. They looked
quite ridiculous, but they worked.
Thus the pattern of everyday life for
the ordinary man in the street was set
for the rest of the war.
After Dunkirk everybody was on
edge. People were talking about spies
that had been seen or captured; none
of it true of course, but all sorts of
rumors were flying around. A ban
was put on the ringing of church
bells. They were only to be used to
warn people of an air-borne invasion. At about that time, I saw an
Air-warden pin a poster on the village
notice-board. It was entitled “Know
Your Enemy” and it depicted a German soldier, an airman, a sailor and
a para-trooper. I looked at it and the
para-trooper was the most evil looking
man I had ever imagined, and I was
terrified of anything German for a long
time afterwards. Often was the night
when I would wake up, convinced I
could hear church bells ringing in the
distance.
One day I was playing with a model
airplane, and like most boys playing
with such things, I was making all the
aeroplane noises that you would expect to hear. Suddenly I realized that
the noise I was hearing was not being
made by me, but was in fact, real aircraft. I looked out across the garden
towards Tonbridge, and the sky was
full of airplanes. There seemed to be
hundreds of them, and they were all
German, flying in perfect formation.
I called Aunty, and she came into the
garden. We stood looking at them
as they came towards us. They were
very low, so much so that you could
see the crosses on their wings, and in
some cases, actually see the pilots in
their cockpits. One actually looked
down at me as he flew over. Suddenly
we heard aero engines screaming, and
turning around, we saw three Spitfires
streaking down out of the sky with
machine guns blazing. We ran for the
house as empty machine gun bullets
were falling out of the sky all over the
place. The sky was full of twisting and
…continued on page 24
23
�WORLD WAR TWO FROM THE ENGLISH POINT OF VIEW … continued from page 23
about seven in the morning. This went
on throughout the winter. One dark
night, they were flying over as usual,
and I lay in bed listening to the steady
throbbing sound of their engines, and
the anti-aircraft guns thundering away
at them. In the distance I heard a
bomb come whistling down, followed
by a rumbling explosion. This was
followed immediately by another and
another, each one getting closer. The
next two were close enough to make
the house shake, and then a bomb
came whistling down, and sounded
very close. I sat up in bed just as there
was a blinding flash which showed
through the black-out curtains,. The
explosion that followed made my ears
ring, and I heard glass breaking somewhere in the house. I leapt out of bed
and ran to find Aunty. We met in the
hall, just as there was another big flash
and another loud explosion. The front
door flew open and a strong wind
flew through the house. Aunty was
frightened as well as me, but we went
outside. German planes were overhead, and there were flashes in the sky
where ant-aircraft shells were exploding, while search-lights probed the
night sky. We did not go back to bed
that night, and when we looked out in
the back door, there was a red glow in
the sky that stretched right across the
horizon. London was ablaze from end
to end. I said to Aunty that Mother
was over there, but she tried to assure
me that she would be alright. In the
morning we found a large crater in
the garden, and another just over the
fence in the next field.
At about this time I had joined the
Boy Scouts, and as it was felt that the
Germans would try to burn all our
crops to help their ‘U-Boats” starve
us into surrender, the scouts were
given the job of patrolling the fields
of wheat, armed with fire-beaters to
put out any incendiary bombs that fell.
Although I would never have admitted
it, I was still a little afraid of the dark,
and when I was given two fields to
youngsters, we spent our time rushing
from one crash site to the next on our
cycles, hoping to get there before the
police or the army, so that we could
grab some souvenirs.
By August, things were getting very
serious, although the general public
was unaware of just how bad things
were. We now know that the RAF
felt that they could last another week
and no more. However, Lady Luck
smiled upon us, because a German
bomber crew bombed London, allegedly by mistake, and this was contrary
to Hitler’s orders. He had given specific orders that London was not to be
bombed, and that the Luftwaffe were
to bomb only airfields and aircraft
factories. He apparently believed he
would be in London in three weeks,
and did not want it touched. Winston
Churchill said, “They have bombed
London, we will bomb Berlin”, and
that very night the RAF did just that.
Hitler was beside himself with rage,
and ordered the German air force to
bomb London to extinction.
So began what was to become
known as “The Blitz”, but it gave the
RAF the break they needed. They were
able to repair their airfields and replenish their aircraft and pilots, and after
a tremendous air battle over southern
England, when the German lost 143
aircraft in one day to the RAF’s 24, it
was over. We did not realize at that
time, but one day the Germans did not
come, no air raid sirens sounded; it
was uncanny, and everyone wondered
what they had up their sleeve next.
Slowly as the days passed, and all was
peace and quiet, we knew that the
Germans had given up the idea of invading England. We had won the first
battle. With autumn came the dark
nights, and German bombers started
to come over at night. Nearly always
singly, but one after another, all heading for London.
The air-raid warning would sound
at about eight o’clock each evening,
and they would be droning all night
long, with the All Clear being sounded
…continued on page 25
24
�WORLD WAR TWO FROM THE ENGLISH POINT OF VIEW … continued from page 24
all over East Anglia. Long convoys of
lorries came rumbling through their
country lanes full of Americans in
strange uniforms, and soon they were
followed by huge four engined bombers which dropped out of the sky to
land where once cattle had grazed and
sugar beets had grown. They roared
around the countryside in things called
jeeps and seemed to acquire just about
every pedal cycle in the country!
People began to notice that these
Americans were very friendly, and
what’s more, they seemed to love kids.
It was not too long before friendships
were formed, some of which endure
even to this day. Americans were
invited into homes to spend Christmas in an English home, and I firmly
believe that the ‘special relationship’
often referred to by politicians actually started around the airfields of East
Anglia. Even today, if you speak to
the older folk, you will soon discover
that the ‘Yanks’ are still fondly remembered and long will it be so. When
you walk through a local church yard
where there happens to be a memorial
to those Americans who fell, do not be
surprised to see a bunch of flowers lying at the foot; and on Remembrance
Day, there is always a wreath of poppies.
The bombing of Germany continued
night and day, and the Germans retaliated with the first of their ‘V’ weapons; the Flying Bomb, or Doodle-Bug,
as we called them. Nasty things, you
could hear them coming miles away,
and you watched them carefully they
flew over with a long flame shooting out behind, because if the engine
stopped, then you dived for cover
because they were coming down in
a steep dive, and they carried a lot of
explosives, certainly enough to knock
down five or six houses. These were
followed by the ‘V 2’, a rocket that
carried a ton of high explosive. One
could destroy a whole street, and frequently did. The big problem with
them was that you only heard them
look after on my own, I was not a very
happy chap.
The old fear of German para-troopers came to the fore, and every sound
I heard, I was convinced was a German creeping up behind me. I peered
behind almost every tree, expecting
to see a para-trooper crouching there.
One night a bomber dropped three
incendiary bombs in the fields I was
watching, and while I was doing my
best to beat one out, the other two
were blazing away. Fortunately, another scout, older than me, who was
looking after two fields not far away,
came to help me and we stayed together for the rest of the night.
In London, a lot of people were
killed in the raids, and many hundreds
of houses were destroyed. Mother
was bombed out twice, and the second time she lost everything, and had
to start making a home all over again.
In central London, many Londoners
slept on the platform in underground
railways, which of course was pretty
bomb-proof. The so-called ‘Blitz’ fizzled out by early 1942, and all we got
after that was what we referred to as
‘nuisance raids’. The highlight of the
year however, was that America had
entered the war. It did not mean very
much to the people of Kent because
we never saw any of them. They were
all based in East Anglia (Norfold, Suffolk, Cambridge and Essex) However,
as the war dragged on, we did see
American bombers flying over on their
way to bomb enemy occupied Europe,
and would often watch them coming home, often with pieces hanging
off of them, and/or streaming smoke
behind them We would cheer them
on and hope they got back to their airfields safely. In Norfolk the Americans
made a huge impact on the local population. The people consisted mainly
of farming stock, what we called the
yeomen of England. They had always
led quiet unassuming lives in quiet
peaceful villages, and now suddenly
the American arrived. People were
shocked. Suddenly airfields sprung up
…continued on page 26
25
�WORLD WAR TWO FROM THE ENGLISH POINT OF VIEW … continued from page 25
coming after they exploded. The
first you knew was a huge bang, followed by a noise like rolling thunder,
and that was the sound of them traveling through the air, as they were
faster than the speed of sound. Then
the great day came when it was announced that D-Day had arrived. British and American forces had landed
in France, and as the troops advanced
through the Europe, the ‘V 1’s and ‘V
2’s finally stopped coming. When the
great day came and we were told that
General Montgomery had accepted
the surrender of all German forces
at Luneburg, the country went mad.
There was a party in every street in
London, and in most towns and villages throughout the land. At last it
was all over.
Rationing continued long after the
war had finished, finally finishing in
1950, but there followed many years
of austerity. In 1947 I joined the RAF
and flew on the Berlin Airlift, and later
flew Mosquitos, and tangled with the
Russians, but that is another story...
Ed. Note: Peter Steele has assumed the position of Curator of the Museum in
Shipdham, honoring the 44th Bomb Group He joined the 44th BGVA at the 2009
Reunion in Tampa.
** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** **
Bob Lehnhausen to Chris Clark: ……….. You were so very kind to send me the
material from the Archives related to the Wiener Neustadt mission of October 1,
1943………
You should know that to me, this mission was the most harrowing of my
combat tour, except for the July 2, 1943 mission to Leece, Italy when our crew was
forced to ditch in the Mediterranean. Yes, for me, (W-N was) more combat packed
into less than thirty minutes, but what seemed to be an eternity…more than what
our crew experienced on the low level mission to Ploesti. Ploesti presented a more
gruesome and power packed scene of air/land battle and was certainly more costly,
in men and aircraft, than Wiener Neustadt, but from a personal standpoint, was less
terrifying. Throughout my tour of combat, there were other missions that were brutally scary; but Wiener-Neustadt has had a very savage and lasting memory.
Thank you again for all you have done for the 44th family.
The nicest thing about the future is that it always starts tomorrow.
A good time to keep your mouth shut is when you’re in deep water.
How come it takes so little time for a child who is afraid of the dark to become a
teenager who wants to stay out all night?
Roger Fenton wants to know if a word is misspelled in the dictionary,
how would we ever know?
Why are a ‘wise man’ and a ‘wise guy’ opposites?
Why do we sing ‘Take Me Out To The Ball Game’ when we’re already there?
26
�FOUND AMONG THE WILL LUNDY RECORDS:
A group of letters from families in Holland, who had housed
John Byers, Evadee, then POW
Do you remember me? You came to Holland and conducted me in Waterschei
by my friend with bicycle, who took the train to Hassekt, and you remained at home
from 15 to 17 January 1944. You said it was very dangerous to leave…
You gave a light to me and a belt to my son. My daughter of 14 years was in
love with Royce MacGillvary (not a 44ther), who stayed with you and left with you,
going to Brussels.
Signed F. Bierman
Later – (no date) Remember me? I am Marcel. You called me “Sergeant Policeman”. … All of us have been captured by the Germans. Henri, the Dutchman was
caught about 4th May 1944 in Antwerp. Two of your friends, Miss Black Hair and her
mother and myself caught 1 August 144. Only Mrs. White hair didn’t go to prison.
We thank them all of the “White Brigade”. We still have fond memories of you passing through Brussels. We all would have loved to have kept you here until liberation.
5 September 1944, Marcel Le Borene: We are free at last. We were imprisoned
because the Gestapo learned through Henri, the Hollander, that we had helped you
and others that parachuted in.
20 October 1945 We are very anxious to learn if you were successful in getting back
to England.. I believe our place is the last place you were at while in the Netherlands.
Do you remember the 43-44 winter when the Allied Air Forces came every day and every nite – and you sitting by the window, hoping to see them. …Do you remember Little
Gerdje who often sat on your shoulders and played cards with you the whole day. She is
home again with her parents, sisters and brothers, and the Germans did not catch them.
You will remember the farm where you waited, in the evenings & getting dark, you’d
look at the clock to see if 6 o’clock, and time to milk the cows. And several times you
had to hide in the barn with Nic, the Jew, who is still doing fine. …Every day I use your
fountain pen (pencil). You left us on 14 January 1944. Signed Leentje Housmans
T/Sgt. John Byers was an Engineer and Top Turret Gunner on the Warren Oakley
crew. He was one of three that survived the crash of Holiday Mess II which went down
on 22 December 1943. The mission was to bomb a railway & waterway system in Munster, Germany. The plane was hit with flak, then attacked by fighters. Their bombs were
stuck in the bomb bay, and the part of the tail had been knocked off by the fighters.
In addition to Byers, the Navigator (Frank Powers) and Radio Operator (Abel
Fleischman) were able to exit the plane before it crashed.
The Hollanders were very friendly and sympathetic to the airmen; but in due time,
all were captured by the Germans.
P. C. Meijer, a Dutch Historian, related this story. “Last week I found the place
where the Liberator came down, and met a farmer who lives near the place. The
farmer, Mr. Bril, said he remembered all that happened. He was outdoors when
the plane came in at low speed and was just above the roof of the barn. At first he
thought it was a belly landing, but it hit very hard. Then immediately, he saw an
American come running toward him (Powers, who had just parachuted) and was
yelling, ‘Bomb! Bomb!’ and making gestures to lie down – and he did. The aircraft
exploded immediately, and it was like a fireworks display with the ammunition exploding, fire, flames, etc. Pieces of the plane were strewn about. The explosions
made a large crater seven meters deep and 20 meters in diameter, broke the windows in his house, and blew the doors open.
In 1985 during the anniversary celebration of the liberation of their country, the
people of Den Ham honored this crew with speeches, flowers and photographs.
They are remembered!
27
�YOU’RE NEVER TOO OLD TO GET A DIPLOMA
JUST ASK JAMES LIVINGSTON GUNNER 506 SQUADRON
Marvin Hirsch (right) places the mortar board on his uncle’s head.
most as proud as the day
I graduated from gunnery
school.”
Georgia law states that
if a person left school to
enlist in the military for
WWII service, that person
can be granted a high
school diploma.
Livingston was a ‘spare
gunner’, flying 32 missions
with fifteen different pilots. He counted 293 crew
members on 17 different
planes. When the war
was over, he served in the
U.S. Army for a number of
years. After working and
raising a family, he decided
it was time to fulfill a 68
years old promise that he
made to his mother, that he
would finish high school.
When James Livingston
stepped forward to get his
diploma – 68 years later
than his high school classmates – he received it to
a cheering crowd. Other
graduates in the 2010 class
at Screven County High
School in Savannah, Georgia
were happy to receive their
diploma alongside a true
WWII hero. In addition to
the graduation ceremony,
special honors for seniors
were also held on the football field, 190 strong plus
one Gunner.
“It was a proud day for
me,” Livingston stated, “al-
Wilbur Hiserote and James Livingston, both gunners, discuss missions in front of Down De Hatch. Livingston flew in this A/C to MerySur-Oise, France; to Kiel, Germany and to Brunswick, Germany.
28
�CHARLES BLAKLEY’S MEMORY OF THE ‘MILK RUN’ TO
ESCALLES SUR BUCHY IS NOW ON FILE AT THE
RESISTANCE MUSEUM IN FRANCE
In response to a request from Pierre
Berenguer, one of the founders of the
Musee de le Resistance, Blakley provided his story to the French Museum.
Blakley was flying on the Hartwell
Howington Crew. The target was
the V-1 sites in France. Unfortunately,
cloud cover was very intense, necessitating five runs to the target to find
an opening to drop bombs. At about
15:15 they were attacked by ME-109s
and Ram-It-Dammit went down on
the second frontal attack.
“I was flying left waist gunner that
day. Numbers three and four engines
were on fire, and flames were also
coming over the radio deck (the area
above the bomb bay). I left the ship
through the camera hatch. The other
four crewmen from the rear of the
ship had already left. I had put on my
chute and started toward the inside
fire with an extinguisher, but then decided to also leave.
“I delayed for 5 to 6,000 feet before pulling the rip cord. First a vicious
tumbling and then slower, and then I
was falling on my back. As I neared
the ground, a large tree was beneath
me, so I pulled some chute cords to
drift from it, and the next thing, the
ground hit me very hard. I had nearly
come down onto a wire fence! I saw
someone coming toward me. I hid
in a thicket near the trail, and as two
people passed, I could see that one
was Archie Barlow, our Engineer.
When I called to Barlow, the French
Woman that had rescued him almost
had a heart attack. She then hid both
of us, returning for us at about 20:20
hours, and took us to her home. While
Barlow and I were hiding, it had started to rain, and we could hear a German patrol searching the area. Alvin
Rosenblatt and Alfred Klein, both
from our crew, were also brought to
the French woman’s house.
We were informed that Lt. Howington’s parachute had burned, and he
was killed on impact with the ground.
The Co-pilot, Lt. Herman Curtis,
Lt. Kohn Kasten, Navigator and Lt.
Wayne Crowl, Bombardier, all went
down with the plane.
S/Sgt. Earl Boggs (Tail Gunner),
Mark Heiter (Ball Gunner) were both
captured and taken prisoner. T/Sgt.
Ray Reeves, a Radio Operator from the
67th Squadron, was flying as a Cameraman. He evaded capture and also
returned to the 44th Bomb Group.
We were shot down on a Friday, and
by Monday morning, the French had
us outfitted in civilian clothes. One of
my problems was finding shoes that
were large enough, size 13. The only
pair that they could locate was a pair
of patent leather oxfords. I was still
wearing those oxfords when I arrived in
Andorra. When we got down into the
damp snow of the Pyrenees Mountains,
I cut up a heavy overcoat into strips and
used them to make wrap leggings that
came up to above the calf of my legs.
On Friday a man from Paris had
been in the Amine area, and he returned to Paris and located some
“French Underground” members.
Early Monday morning, two Frenchmen took us to the train station and
on to Paris. They briefed us that when
we arrived at the Paris station, that
we would see lots of German military,
but for us to disregard them, and we
would not have any problem.
By evening the four of us had been
separated to stay at different homes in
Paris. I was with an RAF pilot named
Bill Waudby from Hull, England. Bill
was a Spitfire pilot that had gone
down after strafing a freight train. For
the next two weeks, Bill and I were
with a family that operated a bakery
store. We stayed on the second floor,
…continued on page 30
29
�CHARLES BLAKLEY’S MEMORY OF THE ‘MILK RUN’ … continued from page 29
only going down to their quarters
when the store was closed or at night.
The lady would bring us up breakfast
and coffee each morning. From our
window we could hear lots of Germans
walking on the sidewalks below with
their metal capped boot heels.
Bill and I decided that if we were
ever to get out of France, it was going to require lots of foot travel. We
would spend the time doing ‘push ups’
and ‘set ups’ to stay in shape. (When I
returned to the 44th Bomb Group, one
of the officers could not believe that
we had been doing calisthenics).
After two weeks at the bakery, we
were told to prepare to move out. We
were under the impression we were
headed for the French border. It was a
move to another family home in Paris. It
was on Impasse Street. The man worked
at the railroad shops, and some of the
family worked at a nearby café. The family lived on the third floor of the building.
Bill and I stayed on the fifth floor.
On Sundays the family would go out
into the country to a farm where other
family members were living. They would
return with sacks of food items and vegetables. During the early morning, some
of the family would take Bill and I separately for walks in the neighborhood.
We were told that the photographs
taken for our escape packages were
a dead give-away if used to make a
false passport. The Germans could
tell by the photos from what bomb
group that we were flying. So now
photographs had to be made. One
afternoon the French friends took us
to get new photographs. We were
traveling on the METRO (electric train).
We boarded the train at a right hand
station. The car was very crowded,
and we were barely able to get aboard
before the sliding door closed. We
were shoulder to shoulder with German soldiers. At the next stop the
station was on the left, and the car
nearly emptied. All of us except Archie
Barlow moved across to a vacant seat,
but he stayed with the German. When
he went to move, somebody or something was holding him by the back of
his coat. He stayed cool and found out
that it was not the German that had a
hold on him, but that his coat tail was
caught in the sliding door. He remembered from a previous trip that the
next station was on the left, and then
the next one was on the right. After
the door opened, Barlow again joined
us and sat down with the group.
On 1 March 1944 our false passports
were in order, and we were ready to leave
Paris. Then I became Gaston Louis Humbert. Some guides helped us travel from
Paris to Toulouse on an overnight train.
We were hidden during the daytime;
part of the day was at the public library.
We sure stuck out like a sore thumb in
there…That evening we boarded a south
bound train, and as it slowed for a station, we were told to jump from it on the
opposite side from the station at a little
village of Foix. Our French train rides had
started at Foix and ended at Foix.
We stayed in the railroad right of
way for some time, until there was
no activity at the station. There were
fourteen airmen and four of the five
guides. We walked for the rest of
the night toward the Pyrenees Mountains. The next morning we arrived
at a house and barn. We stayed in
the barn for five days, waiting out
a snow storm. To keep warm at
night, a long bed was made in the
barn. One person would cover everyone with a tarp. Each one was
lying barefoot to armpit of the next
person. Then hay was used to cover
everybody. The person who did the
covering had a hole left for him. This
had to be done with the last light
of day, and stay there until daylight.
Before morning came, you would get
very stiff of lying in one position.
The guide bought a sheep or two
from the farmer. At the end of the
second day, we enjoyed a meal of
boiled sheep. The only parts that were
not put into the big iron boiling pot
were the wool and the Baa.
The evening of the fifth day the
guides thought that the snow had
frozen enough for us to travel. We
…continued on page 31
30
�CHARLES BLAKLEY’S MEMORY OF THE ‘MILK RUN’ … continued from page 30
started out about sundown. During the night, Archie Barlow became
sick and exhausted from traveling in
the deep snow. He was slowing up
the group, so the guides advised to
leave him in another barn. He was
to stay there for three days, to let us
get out of the area. Rosenblatt and I
left some of our rations and matches.
Barlow told me later that he moved,
right after we left him into another
building. He was not able to start
a fire, and the food (corned beef)
was so frozen that he could not eat
it. Barlow did make a contact again,
and a policeman bought him a train
ticket to return to Paris. He continued
to evade, and was back to the 68th
Squadron before ‘D-Day’.
The rest of us traveled at night
through snow as deep as our armpits.
One day we stayed in an old castle.
That was about the only place that we
could build a fire and do any drying of
our clothes. One night after we had
walked across an ice fill stream and
crossed a highway, a German patrol
passed a few hundred feet below us.
Early in the morning of 13 March,
the guides seemed to be lost and looking on the hillside for something. They
were locating a door and opening to
an aqueduct tunnel. For an hour we
walked between the tunnel wall and
the large water pipe. The left shoulder would hit the wall, and the right
one against the pipe bands. When we
came out of the tunnel, it was daylight. We had gone through a mountain instead of having to go over it.
We rested for a while, and the
guides pointed to a summit and told
us that the top was the Frontier. At
13:00 hours, after climbing the last
200 yards on a glacier on our hands
and knees, we thirteen airmen had
traveled for thirteen days since leaving
Paris. We were out of occupied France
and in the country of Andorra, high in
the Pyrenees Mountains.
Late in the afternoon we were down
in the valley, the snow was melting and
we were in a small village.
The fellows who had taken us across
the mountains had done their job, and
we did not see them again. To me, the
French Underground was any group of
people that thought that their war effort
was passing us onto somebody that they
knew and trusted. That was how they
were doing their part of the war.
The next two days we were in the
village of Andorra. The village is the
Capital of the Republic - a 175 square
mile country that is in one of the valleys between France and Spain in the
Pyrenees Mountains. We were in one
big room that was like the United Nations in hiding. There were Americans,
British, French, Spanish and Germans.
Everyone was hiding or had deserted
from some country.
We were told that we were waiting
for the British Embassy to come for us.
My patten leather oxfords were replaced
with a pair of hemp sole sandals. Our
night walking was not over, and I wished
later that I had my oxfords back. I also
gave up my ‘Long-John’ underwear that
I had received in my Christmas package
from home. A car had taken us south,
but the Andorra-Spanish border guards
had to be bypassed, so it was another
night of walking. All night long the
rocks worked up through the braided
hemp sole of the sandals.
We spent the day in another barn,
but this time we were in Spain. About
sundown an employee of the British
Embassy came for us in a 1934 Ford
Sedan that burned coke for fuel. It
was daylight when we came over the
hills above Barcelona and the first time
in many months we saw a city that
was not under the affects of wartime
blackout. For our British comrades, it
had been years.
The British Embassy outfitted us
with a complete new outfit, including a two piece suit. Then there were
physical exams, interrogation and
food. They were not able to move all
the group to Madrid at one time, so
Rosenblatt, Capt. Don Dilling and I
stayed behind. One Sunday afternoon
one of the Embassy employees took
the three of us to a bull fight.
…continued on page 32
31
�CHARLES BLAKLEY’S MEMORY OF THE ‘MILK RUN’ … continued from page 31
After going to Madrid, it was on
to Gibraltar and we were flown in a
French Moroccan C-47 to Casablanca.
At Gibraltar we reported to the
American Military Liaison Office American Consulate. A full Colonel (Horace
W. Forster) that smokes roll-your-own
Bull Durham cigarettes and his staff
was one S/Sgt. They issued us military
uniforms and toilet articles. Before
they sent us on our way, we signed
a form that we were not to tell our
escape story to ‘NO ONE’ unless that
person was authorized.
There was a two day wait at Casablanca for a transport that was going
to England. We were traveling with a
very high priority number (one). The
thirteen evadees were the first called
out to board a C-87 (Liberator transport) that was bound for England. It
was about a nine hour flight.
At London we were taken to the
Canadian Hospital for MORE physical
exams.
I had caught a head cold, so they
treated my infected ears. We went
through much more interrogation and
were issued new uniforms. It was like
the first days in the army, except this
time they cared as to how we looked,
and there were people to help alter
the uniforms so that they would fit.
We were told that our ETO war days
of flying were over, and we would be
headed for the United States.
On 12 April, Alvin Rosenblatt and
I returned to the 68th Squadron for
a short visit. I also received my T/Sgt.
Stripes. Then on 14 April 1944 we
received our orders to return to New
York on C-54 flight from Scotland. We
received a twenty one day leave to
a redistribution station. After that,
home in Idaho. I went to Santa Monica, CA, and then the next five months
at a Spokane, Washington hospital. I
finished WWII at Chanute Field, IL as
a Phase Chief (an instructor supervisor) in the Engine Change Phase of the
Power Plant School.
MAIL & E-MAIL
Pierre Berenguer at the Musee de Resistance in France sent pictures of the family
that helped many airmen escape capture
by the Germans. Roger Cressant was head
of the Underground in Gratenoix, which is
a village near the crash site of the Sobatka
crew.
The late Abraham Teitel was housed
in the Cressant household until his escape
and that of Milton Rosenblatt’s could be
arranged.
The documents which Berenguer forRoger Cressant
warded
will be placed in the Mighty 8th Mu- Lt. Abraham Teitel and
Head of Resistance
Guy Cressant
seum, as those fighters helped many 8th Air
Fighters
(Age 9)
Force airmen escape.
Ed. Note: The story of Charles Blakely, successful evadee who
was helped by the French Underground. was recently added to the files of the Resistance
Museum in France. They are looking for pictures and articles about the men they were
able to guide out of the country when France was under the heel of German occupation.
If you were one of the lucky ones who escaped with the help of these brave Resistance
Fighters, send me your story and/or pictures, and I will send them to Pierre. We are looking for every museum & library to place 44th history. Don’t lose this opportunity for your
story to be available for future generations.
32
�FOLDED WINGS
How will we all be remembered when History takes us in hand?
No doubt, we shall all be remembered with those who defended our land.
Aronoff, Arthur #25800 68th
Squadron. 17 January 2011 Lt.
Aronoff was a Navigator on the Clayton Roberts crew. He flew 12 missions with Roberts, then one more
with the Thurston Van Dyke crew.
Aronoff’s first mission was 10 Mach
1945; his last 20 April 1945. He flew
in Limpin Ole Sadie/San Antonio Rose,
Jose Carioca, Myrtle the Fertile Turtle, One Weakness, Louisiana Belle
and T S Tessie/Beck’s Bad Boys.
The Clayton Roberts crew was reunited after many years at a 44th BG
Reunion in San Diego in 2000. They
became eager attendees to many Reunions after that, all wearing matching
jackets to show the closeness of their
crew.
Aronoff graduated from Syracuse
University with a BS in Chemical Engineering, specializing in paper manufacturing. He worked for the Kimberly
Clark paper company for many years.
He retired in Stockbridge, MA and wintered in Longboat Key, Florida.
Aronoff is survived by his wife of
61 ½ years, Ellie. The couple had a
daughter, twin sons and four stepgrandsons. One son became a world
famous drummer; the other, a psychologist. News of his passing came to
Roberts from Arnoff’s son, Jonathon.
He was living in Stockbridge, Massachusetts at the time of his death.
Jersey Jerk, Henry, Glory Bee and
Southern Comfort III.
On a mission to Dresden on 16
January 1945, with Eugene Snavely
as Command Pilot, the plane was
damaged by flak, and two engines
were lost. Dropping out of formation, the pilot tried going as far west
as he could, hoping to parachute into
friendly territory. They made it to Saarburg where everybody bailed out; four
members, including Dubowsky. had
minor injuries. The Army had liberated
that area a few days previous to their
arrival.
An intriguing part of that story is
that Col. Snavely threw his ‘Fifty Mission Hat’ back into the plane, just
before parachuting out. It was later
found by some infantrymen; entrusted
with the Testa crew, and 72 hours later,
was delivered back to its owner.
Dubowsky flew two more missions
after the Dresden mission, the last on
21 March 1945.
Following WWII, Dubowsky remained in the service. During his 22
years of service, he flew the C-47, AT6, C-54 and many more. He served 3
years in the Pacific as Operation Officer
and Communication Officer in many
locations. Later he became Squadron
Commander at Keesler AFB. After that,
he studied Communications and Cryptography at Fort Devens in Massachusetts. At all his assigned stations he
took night classes, finally earning a B.S.
degree in Military Science. At Randolph
AFB he learned to fly the T-33 and later
the F-80. From there he was assigned
to the Island of Crete as Chief of Electronics and Communications Division at
the USAF Security Service Base. His last
assignment was the 30th Air Division,
Air Defense Command as Chief of the
Systems Integration System.
Dubowsky, Robert, #20062 66th
Squadron 5 February 2011 Lt.
Dubowsky was a Co-Pilot on the
Thomas Harrocks crew. He flew 36
missions, the first on 20 July 1944. He
also flew with Thomas Kay, John Testa and James Derrick. The planes he
flew in were: Channel Hopper, Corky,
Puritanical Bitch/Puritanical Witch,
Flak Magnet, Fifinella, Scotty Mac,
33
�FOLDED WINGS
returned; two evaded but were later
captured and became POWs, along
with six that were captured immediately.
Information of Morris’s passing
came from the Social Security files.
Bob and Irma were regular attendees of the 44th Bomb Group and 2nd
Air Division Reunions.
Besides his wife Irma, Dubowsky
leaves behind a daughter Jacqueline
and two granddaughters. At the time
of his death, the couple was living at
Satellite Beach, Florida.
Mull, Frank S. #21446 68th
Squadron No information available.
His death reported in Social Security
Files.
Goldstein, Jack #20406 68th
Squadron Date Unknown Goldstein
was the Assistant Operation Clerk,
under the direction of Gene Holmes.
Robert Lehnhausen remembers Golstein as a rather brusque-speaking
man, a direct contrast to the gentle
manner in which his senior officer
spoke.
The Operations Group was responsible for assigning crews and individuals for each mission.
Knowledge of Goldstein’s passing came from the 2nd Air Division
Journal.
Nieman, Haskell #21518 A loan
from the 392nd BG 20 September
2006, Lt. Nieman was a Navigator that
operated GEE equipment. His first of 4
missions with the 44th BG was 29 July
1944, flying with L.L. Johnson, a Command Pilot from the 392nd BG, with
the H. S. Cassell crew. He also flew
with Command Pilots George Player,
H. Sather and J. E. Pennypacker, all
from the 392nd BG. His last mission
was with the Finman Mack crew, (506
Squadron) in which he served as Nose
Gunner & Togglier.
The report of his death was from
the Social Security files.
Moretti, Wilbur J. #21402 67th
Squadron 12 November 2006 S/Sgt.
Moretti was a gunner with three different crews: Wilbur D. Carter and
James Bledsoe. He flew in Mary Harriet and Sultry Sue. His first mission
was 11 June 1944; his last on 20 April
1945. Information of his passing came
from the Social Security files.
Morris, William F. #21412 67th
Squadron 31 December 2003 S/Sgt.
Morris was a Gunner on the Robert
Stamos crew. He flew eight missions,
the first on 26 September 1943; the
last on 1 December 1943. His last mission was with the Edward Taylor crew.
He flew in F FOR FREDDIE, RAGGEDY
ANN II, SEED OF SATAN, AMBLIN
OKIE and 4-Q-2.
On his last mission, which was
to Solingen, Germany, it was assumed
that flak damage caused loss of fuel,
so the crew bailed out over Belgium.
Two members of the crew evaded and
34
Thorson, Alvin #22310 506
Squadron 10 March 2011 Sgt. Thorson was a Right Waist Gunner on the E.
A. Herding crew. He flew on only two
missions, the first on 1 April 1944; one
week later on 8 April 1944, the Herzing
crew flew on what has been recorded
as the worst loss of the 44th in WWII.
On a mission to an Airdrome in
Langenhagen, Germany, a Target of
Opportunity, Rubber Check and ten
other aircraft were lost. All members
of the Herzing crew became POWs.
Thorson was sent first to Stalag Luft
for interrogation, then to Stalag 17B
on the Danube in Austria. He was
there for the duration. He returned
home on the U.S.S. LeJeune. After the
war he returned to his life of farming
in Ilinois. Later, he became an equipment Mechanic, then a building refin-
�FOLDED WINGS
The attack by 50-75 German fighters penetrated our fighter escort in a
head on attack (12:30 high) with devastating results – eleven losses. (We
also lost eleven in Ploesti.)
isher and assembler of heavy equipment. He retired in 1986.
Thorson and his late wife, Doris Reppy,
had a daughter, three sons; six grandchildren and three great grandchildren.
Thorson was residing in Sycamore,
Illinois at the time of his death.
Ed. Note: Lt. Col. Robert Lehnhausen recorded his memory of that mission: It was Easter Sunday, 1944. The
44th put up 44 planes that day. We
lost eleven.
The 44th was the lead group of
the 2nd Air Division in what was a
maximum effort. This mission was Col.
John Gibson’s first as CO of the 44th.
The two lead aircraft were (PFF) Pathfinder Aircraft of the 389th Group. I
flew as Command Pilot of the Deputy
Lead Plane. The 506 Squadron was the
day’s Lead Squadron.
Toth, Alex #22335 66th Squadron
5 July 2010 S/Sgt. Toth was a gunner on the Theodore Hoffiz crew. His
first of 35 missions was 27 September
1944. The Hoffiz crew flew in eight
different aircraft, Jersey Jerk, Fifinella, Scotty Mac, Glory Bee, Henry, Big
Time Operator, King Pin and Loco
Moto.
Toth’s last mission was 14 March
1945. He attended the 44th BG Reunions until his health failed.
Knowledge of his passing came
from his daughter, Susan Toth Dunfee
to his longtime friend, Bob Vance.
MARY ASTON’S BOUTIQUE
For Sale: lapel pins of WWII Medals: 8th Air Force, DFC, Air Medal, Purple
Heart, POW, European-African Mediterranean Theater and WWII Victory Medal.
The price of each is $9 + 44 cents postage. (Specify pin name and number of
each type.)
A large Suncatcher depicting the Flying 8 Ball; a 67th Squadron Pelican or
8th Air Force Logo is available at $120 each + $25 UPS (a total of $145) A
small Flying 8 Ball sells for $65 + $18 UPS (a total of $83) Proceeds go to the
44th BGVA. Contact Mary at 830 Cardinal Drive, Elberton, GA 30635.
DO YOU WANT TO BUY A BRICK?
The Soldier’s Walk at the Army Heritage Education Center at Carlisle displays the names of many of your leaders and friends. The slogan is: Voices of
the Past Speak to the Future. You can’t walk to the Museum without seeing
the Flying 8 Ball logo, proudly displayed.
An Infantryman once said to Robert Lehnhausen, “Your group were no
help to us on D-Day.” Bob had the right answer: “We did it all ahead of
time.” And so you did—taking out airdromes, bridges and railway stations—
to keep the enemy away from the action at Normandy. That must never be
forgotten, when WWII history is studied.
$150 will buy an 8” x 8” brick with the logo, your name, rank and Squadron; and of course, the 44th Bomb Group. Call me: I’ll help you design it.
(717 846-8948)
35
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
FORT JACKSON
Fort Jackson is a national historic landmark at the entrance of the Savannah River, built to prevent enemy ships from threatening the city of Savannah. It was built between 1808-1812.
During the Civil War, it kept Union Forces from attacking the city, but
General Sherman captured it by land. He called it a gift that he gave to
President Lincoln.
Anyone can get lots of great shots here – by camera, of course.
�
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8 Ball Tails
Newsletter
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
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PDF Text
Text
44th Bomb Group Veterans Association
42-110024
8 BALL TAILS
Vol. 10 Issue #4
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Winter 2011
EIN # 68-0351397
OLE COCK
Ole Cock came to Shipdham between 18-24
March 1944, and was assigned to the 506 Squadron. She flew a total of 47 missions, the last on 12
August 1944 on a mission to Juvincourt, France.
The target was an Airdrome, and bombing was
considered excellent. No enemy resistance was encountered, and fighter support was good. The official
report states that Ole Cock dropped out of formation
at 1037 hours, losing altitude. Thomas McGuire, pilot, reported that he was low on fuel. He was advised
to call for fighter cover, then head for Allied lines. He
called again to say that #3 engine had cut out, and
the fuel tank to #4 engine was empty. When last seen, he was headed for Allied lines
and escorted by fighters. They crashed near Pont L’Eveque, France.
McGuire was KIA, as were Dudley Titus, Co-Pilot, and Carl Daniels, RW Gunner.
Turley Merle, Bombardier; Edward Kramer, Engineer, John Cullinane, Radio Operator,
James Nokes, LW Gunner and Joseph Hansen, Tail Gunner, all became POW.
Peter Crawford, Navigator, and Robert J. Reiner, Gunner, bailed out, evaded
capture, and with the assistance of the French Underground, returned to Shipdham.
Although both evadees wanted to return to combat, they were not permitted. If an airman went down for a second time, there was a fear that he could be
tortured into revealing the names of the French Resistance fighters who helped him
on his previous crash.
The enlisted men were sent to Stalag Luft
I in Barth, Germany. They were liberated by the
Russians on 2 May 1945.
1
�2010 - 2011
President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail: r_blynch@heartofiowa.net
(first three letters r_b)
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail: b24dobbs@cvctx.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail: mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail: leeaston@elberton.net
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail: ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail: stephenadam2009@btinternet.com
Database Custodian and Webmaster:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: SirArloB@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�OLE COCK
Merle G. Turley, Bombardier, and Joe Hansen, Tail Gunner, on Ole Cock
were captured together and taken to the front line POW camp where they were
held for about a week. Then they were loaded on trucks and headed for the
interior of France. After some days they arrived at Charlon, France. Here they
met James Nokes, LW Gunner. The officers were separated from the enlisted
men. The enlisted men were loaded in box cars and traveled for seven days.
They arrived in Frankfort, Germany at an Interrogation Camp. After a week
they were loaded in trains and sent to a permanent POW camp in Barth, Germany. On 2 May 1945 they were liberated by the Russians, then flew in a B-17
to Camp Lucky Strike and sailed home.
OLE COCK WAS FONDLY REMEMBERED
The Walter J. Scott crew flew fourteen missions, and Thomas Muff, Gunner,
has great memories of this A/C.
Frank Schaeffer, Engineer & Top Turret Gunner on the Bernard Komasinski
crew, flew four missions of his seven missions on Ole Cock. He sent pictures of
the plane and this photo of Harry Steele, Crew Chief.
Top Row L-R: Dermott P. Perdisatt, Navigator; William H. Clasgens, Jr., Co-Pilot; Walter J. Scott, Pilot; Herbert Walfish, Bombardier.
Front Row L-R: Henry Anuskiewicz, Tail Gunner; Lawrence A.
Nevins, Sperry Ball Gunner; Robert Yost, Engineer; Thomas D. Muff,
Gunner; John L. Horne, Radio Operator; Chester D. Gardner, Nose
Gunner.
3
Steele’s work was so
thorough, he received a
special commendation from
Col. Leon Johnson. He
had a remarkable collection
of photographs, which he
shared with Schaeffer, many
of which appear from time
to time in the 8 Ball Tails.
�PRESIDENT’S MESSAGE
The 17th Annual Reunion and Meeting of our
Association was a truly enjoyable and memorable event.
Jackie and Lowell Roberts did their usual fine job of organizing.
Some serious decisions had to be made regarding the future of The 44th Bomb Group Veterans Association. It
was approved that the organization will continue for three
more years, dissolving on Oct 1, 2013. The present officers
and directors will remain in office.
We will continue to publish the Eighth Ball Tails as long
as Ruth Davis- Morse is willing and able.
Annual dues will continue for 2 more years, and we will continue to support
the Web Site.
It was agreed to have a reunion next year at Savannah. It will be a social
gathering of old friends.
It has been a privilege to serve as President and I sure hate to see the end of
a wonderful association. I have truly enjoyed all the friendships, old and new at
the reunions.
Over the years, we have been blessed with people who were willing to dig
in and keep the organization going. With the help of many, we have left our
tracks and Heritage in many places. Historical libraries here and abroad hold
our publications and CDs; plaques in many places on both sides of the ‘pond’
tell our story. But it is imperative that our decisions will result in an orderly and
proper closing.
For all second generation members- Lee Aston proposed and will be
working with the Eighth Air Force Historical Society to promote the formation
a Sons and Daughters of the Eighth Air Force. Thus, our history can go on for
generations.
Thanks for all your support over the years.
George Washburn
THE SECOND AIR DIVISION DECIDED TO
GO OUT WITH A SPLASH!
According to Maxine Mackey, Convention Chairman, the last reunion
of the Second Air Division will be held September 17-22, 2011 on a ship,
“Enchantment of the Seas”. The 64th Convention will be held aboard a
Royal Caribbean ship from Baltimore to Bermuda. Make your reservations
early, as cabins are allocated on a first come first serve basis. Your
passport must be up to date.
Travel Agent: Terri Lane, Catchawave Vacations
Phone 972-824-0202 Email: terri_catchawave@cox.net
4
�LETTER FROM SHIPDHAM
By Peter Bodle
Hello again from a really hot and sunny Norfolk,
where the folk lore of the traditionally lousy British
weather has been well and truly swept aside by several weeks of warm clear and totally flyable, summer
weather.
This year so far, we have had a steady stream of
visitors to the museum and look forward to even
more as the ‘museum season’ of June to September
really gets under way. However to start the season
off we were delighted to host a visit by Art (Arthur)
Holt, a bombardier with the 44th who arrived mid
’44 and returned stateside at war’s end. Art flew 29
missions out of Shipdham during his tour, on Jail
Bait, Big Time Operator, King Pin, Loco Moto and
The Big Headed Kid, as well as a handful of
un-named B24s. During the tour of the museum, looking at the photo wall, Art
recognised the Shipdham mode of travel to the nearby pubs (English Bicycles)
and was heard to comment that as well as recognising the roads and the bikes
in the pictures, he felt sure he recognised some of the roadside ditches, where a
good night out had occasionally ended up!
A few weeks later, Dr. Tom Baba, the son of Jack Baba (Ordnance), who served
with the 44th for the whole duration of the war, came by and we were again
delighted to be able to show him round. Jack was a good buddy of Ivo
Dipiero in the Armament Section, and it is believed they hung about together a
lot in their off duty time. Maybe they too knew the same Norfolk ditches as Art.
For sure Jack’s son Tom wanted to retrace his dad’s footsteps walking from the
airfield to the village, as his dad had told him about it many times. Obviously the
lure of English beer was strong despite its different taste to American Light beers
and the quaint British tradition of serving it un-chilled. ( i.e ‘warm’ )
The Monument at Carlisle looks totally stunning and everyone associated with
it and its placement (especially you Lee) should be justifiably proud of it and all
it stands for. The story of the valour of the men of the 44th will now be there to
be read by subsequent generations for hundreds (if not thousands) of years to
come….and that’s just how it should be.
Our Open day is in the Shipdham Flying Club diary for late September, and
we are starting to prepare for a similar influx of visitors to that of last year’s
highly successful event. However this year I must remember to grab some food,
drink and a quick trip to the restroom before we open the doors. Last year there
were so many folks wanting to both check out the museum and talk to someone
about the 44th or ask questions, that taking a break of even 10 minutes needed
planning of military proportions to achieve. Once outside the building, getting
back in was nigh on impossible. We look forward to being put in the same
position this year and tell more folks the story of the 44th.
Best wishes from all the Shipdham Team
Peter
Ed. Note: This letter was written after the last 3 BTs, when weather was warm. By the
time you read it, they will be putting on heavier coats.
5
�MUSEE DE LA RESISTANCE
was Lois Cianci, daughter of Clair P.
Shaeffer, Engineer on Bing’s Big Box.
Shaeffer was KIA from enemy fire;
and a member of the Resistance
removed his dog tags. He sent one to
Washington; the other he kept in
a box.
At a ceremony around the crash
site, an amazing event took place. Guy
Cressant, son of the Resistance Fighter,
handed Clair Shaeffer’s scorched
dog tag to his daughter Lois. The
gift was so unexpected, tears spouted
forth from everyone present. Simultaneously, a gentle rain began to fall, as
though heaven was weeping also. It
was a moment which no 44ther who
was present can ever forget.
Picture of Museum Vuesmusee1
After 65 years, honors have arrived
for the men and women in France who
had the courage to stand up against
the Nazis that had engulfed their land.
Pierre Berenguer and a group of other
history-minded Frenchmen are creating a museum, honoring the Resistance
Fighters. They are looking for stories
and photos of airmen who were helped
by these dedicated individuals.
Pierre remembered that Milton
Rosenblatt, Co-Pilot, and Abraham
Teitel, Bombardier, survived that crash
and were able to escape. Recently the
people in the area gathered to honor
the members of the Sobatka crew,
who forfeited their lives to help free
France from the Nazis. They laid
flowers at the crash site, and American
flags floated everywhere. Of those
that flew on that fateful day, 4 were
KIA; 4 became POW.
The courage of this group of
underground patriots can never be
overstated. They kept radio contact
with their English allies, informing
them of troop activities. In many cases
with supplies that were brought to
them by parachuting assistants, they
were able to blow up bridges and
dynamite troop trains, aiding the Allies
at great risk for their own safety. They
hid and housed escapees until they
could safely transport them to boats
that could carry them across the
Channel. Many paid for these patriotic
acts with their lives. But victory was
their goal, and no price was too high.
The museum is located near the
crash site of the Sobatka crew, near the
village of Gratenoix. Some members
of the 44th Bomb Group visited that
site in 1997. Among those present
The crash site, festooned with flowers.
…continued on page 7
6
�MUSEE DE LA RESISTANCE … continued from page 6
Pierre is hoping to contact evadees,
looking for their stories and photographs. The 44th BGVA sent him a
copy of the book by the late Archie
Barlow, Excape in the Pyranees;
Milton Rosenblatt sent some
photographs, and Frank Schaeffer
sent a well documented account of his
experience as an Evadee.
Any member of the 44th who was
helped by the Resistance Fighters is
urged to contact Pierre. His e-mail address is: museedelaresistance@free.fr.
The Resistance fighters are long
overdue to be recognized and thanked.
If you have a picture or a story, you may
send it to me, and I will forward it to the
museum. Ruth Morse, 2041 Village Circle
East, York, PA 17404.
Among the guests was Lois’s long lost friend,
Guy Cressant, pictured with a French soldier. She
has been trying to locate him since the day he
handed her Clair Shaeffer’s burnt dog tag.
ACCORDING TO OUR REUNION PLANNERS,
JACKIE & LOWELL ROBERTS:
THE 44TH BGVA MEETS AGAIN IN SAVANNAH
The date is October 13-17, 2011. The Roberts Reunion Team promises
a Dinner Cruise on the Savannah River, a Trolley Trip through Savannah, a visit
to Ft. Jackson – followed by dinner in a restaurant that has alligators! (Jackie
& Lowell promise you will be safe) The highlight, of course, is a trip to the
Mighty Eighth Museum in Pooler, Georgia. (Here is where the Mighty Eighth
was first organized.)
This museum holds our Ploesti exhibit, created when Roy Owen was
president. Also, the nose of a B-24 is there, ready for you to climb in and
simulate a bomb raid. This was presented by the 2nd Air Division.
**********************************************
“Freedom has a taste for those who fought
and almost died for it that the protected
will never know.”
Words found on a wall in the Hanoi Hilton
7
�THE 44TH BOMB GROUP REUNION
There was something very special
about climbing into that B-24, and
hearing veterans tell their families,
“Here is where I sat” … “Here is where
the flak came through”, and so forth.
Some veterans just stood and looked,
remembering buddies who couldn’t
share that moment with them.
Tour guides who led groups through
the museum were thoroughly knowledgeable about every plane in view.
One guide was amazed to learn that
Tom Parsons had a personal encounter with the Me-163 rocket plane. (His
story appears elsewhere in this publication.) Roy Owen’s plane, the SR-71
was on display, as was the 44th Fighter
Group’s dynamic A/C – the Raptor.
The Chocolate Factory had good
candy and a documentary on how their
chocolate was made. After looking
at airplanes, everybody enjoyed the
treats, but nobody took notes on how
to produce it at home.
Jackie and Lowell Roberts
Jackie and Lowell Roberts set out to
make the 17th Reunion of this proud
group of airmen an unforgettable
event. It was. The Wright-Paterson
Museum opened its doors early, so
the 44th BGVA could have undivided
attention to the beautiful Liberator
they housed.
The assemblage of all our veterans at the
Wright-Dunbar Museum
Perry Morse and Nancy Schmehl (the bartender) climbed the ladder to look into the cockpit.
…continued on page 9
8
�THE 44TH BOMB GROUP REUNION … continued from page 8
Don Williams, Richard Hruby and Charles Tilton view the Wright Brothers working tools.
L/Col. Kent Furman
that was a great sales pitch, ‘Ask the
Man Who Owns One’ echoed from
the past. (Obviously, that ad was used
before Women’s Lib became a part of
our history.)
Fritzi Selasky confided that she
scattered some of her late husband
Charles ashes around the plaque, and
tucked his picture in the soil alongside
of it. Charles Selasky was the Navigator on Suzy Q on the Ploesti Mission.
L/Col. Kent Furman brought the
news of the 44th Fighter Group to the
Banquet. His presence was a reminder
that the evolution of flight from Kitty
Hawk to Holloman Air Force Base
had advanced at a staggering rate of
speed. His personal history in the Air
Force was a reminder that flying for
Uncle Sam provided a great future for
an ambitious young man or woman.
It was a pleasure to send home with
him, a model of the Liberator. Imagine that! A model of a B-24 for a pilot
who is flying an aircraft that skims the
sky at Mach 1.5 – the F-22!
Lee and Mary Aston were each
presented plaques for their services to
the 44th. Lee was honored for creating the beautiful monument at Carlisle,
and for endless effort to get belated
awards to our airmen. Mary has been
a successful fundraiser, a valuable benefit to the 44th treasury.
The spirit of Orville and Wilbur
Wright hangs over the city of
Dayton. Their business skills in creating bicycles, printing presses, motors
and eventually flying machines is
highlighted at the Wright-Dunbar
Museum. The story of their crashes
and bruises in the Huffman Prairie,
(a cow pasture) is told with pride;
but 100 years ago it was viewed with
scorn.
The Packard Museum was full of
Packards, of course, but the one line
The plaque honoring the 44th Bomb Group
had been placed in the grounds of the Wright
Patterson Museum in 1989. President Washburn
led a re-dedication of the plaque. Knowing the
44th BGVA would be at Wright-Patterson, complete strangers came to the veterans, asking them
to autograph Steve Adams book, The 44th Bomb
Group in WWII.
…continued on page 14
9
�10
�11
�12
�13
�THE 44TH BOMB GROUP REUNION … continued from page 8
Jackie & Lowell Roberts plaques told
their story – treasurers, keepers of the
roster, planners of reunions, all efforts
in honor of Jackie’s lost father – Jack
Ostenson.
The Board Meeting before the Reunion had begun in a somber note
– the recognition that the number of
attendees had dwindled and the number of Folded Wings had grown. The
Banquet at the end of the Reunion
came with the joyous knowledge that
the 44th Fighter Group, our offspring,
will carry the history and the traditions
of the Flying Eight Balls into the next
century. October 1, 2013 will be the
date of dissolution of the 44th BGVA.
The Roberts agreed to plan the next
reunion, which will be in Savannah,
Georgia. That will be a fun gathering,
as all the legal aspects of closing shop
have been ironed out.
The 8 Ball Tails will be published
for the next three years, and all the
heroic accounts of air war against Nazi
Germany will be housed in the Libraries at Carlisle, Shipdham, Norwich, Holloman, Savannah and many more.
PICTURES BY KEN
The Beiber crew brought the most guests to
the reunion – fourteen in all. Nathan Woodruff
(right) brought his three children, Martha Benson, Judy Wilson, and Johnnie, their spouses and
grandson Taylor.
Lee and Mary Aston at the Wright-Paterson
Museum
Frank Schaeffer listens to the robot explain
the wonder of this new invention – the cash register.
Perry Morse (center) brought JoAnn and son
Richard Morse, and daughters Ellen Kelly and
Nancy Schmehl. The family took over Perry’s bartending chores.
…continued on page 15
14
�THE 44TH BOMB GROUP REUNION … continued from page 14
PICTURES BY KEN
Stanley Reed waits for the bus.
Ken Kelly, son-in-law of Perry Morse managed the bar after lining everyone up for
photographs before the banquet.
If you received one through the mail, it was
a gift from Ken.
Sterling Dobbs in the Hospitality Room
after a long day walking through museums.
Tony Cianci looks at the many pieces of memorabilia on
display, thanks to Richard Halliday.
Tom Wolf and George Washburn enjoy liquids and jokes.
Richard Lynch (right) enjoys the Carillon History Park with
the John Clark family.
15
…continued on page 16
�THE 44TH BOMB GROUP REUNION … continued from page 15
PICTURES BY KEN
Mary Aston, Lois Cianci and Cynthia
Harmonoski share a scrapbook, brought to the
Hospitality Room by Frank Schaeffer.
Lisa & Johnnie Woodruff
Taylor & Lisa Woodruff share a visit with Jessie.
Carole Bridges and Jackie Roberts check t
he records.
Richard Holliday and Kent Furman discuss 44th
BG memorabilia.
It’s official! Jessie is declared the 44th BG mascot.
Ellen Kelly and Mary Aston admire the fit of her
new jacket – Mary’s creation.
…continued on page 17
16
�THE 44TH BOMB GROUP REUNION … continued from page 16
Picture of children Among the guests that joined us was Troop 31, Rio Rancho, New Mexico. They
came to thank the veterans, and brought a list of questions about aerial combat. Our veterans sat down
and replied.
**********************************************
THANKS FOR THE MEMORY
By Eugene Vickory, Navigator, Coleman Whitaker Crew, 68th Squadron
(Became a POW when Black Jack went down at Wiener-Neustadt)
Thanks for the memories
Of flights to Germany
Across the cold North Sea
With blazing guns
We fought the Huns
For air supremacy.
How lucky we were.
Thanks for the memories
Of ME 109s
Flak guns on the Rhine
We did our bit
And were hit
And ended our good times
We hate them so much.
Thanks for the memories
Of days we had to stay
In Sagan far away.
The cabbage stew
Which had to do
Till Red Cross parcel day
How thankful we are.
Chorus:
We drifted far out of formation
We jumped and what a sensation!
And now we sweat out the duration.
Our job is done – we’ve had our fun.
17
�18
�19
�Dough is the wrong term for money. Dough sticks to your hands.
Life’s greatest satisfactions include getting the last laugh,
having the last word and paying the last installment.
The most humiliating thing about science is that keeps filling our homes with gadgets
that are smarter than we are.
20
�ROBERT SCHAPER, FIRST A CO-PILOT
(66TH & 68TH SQUADRONS)
THEN A WEATHER SCOUT
I was the Co-Pilot on Quinton Torell’s crew. I would like to say that he was
the nicest, friendliest, most cooperative pilot to fly with. Our working relationship
left me feeling that I was as much the first pilot as he. I remember the 17th mission,
the worst we ever had. (Bauer Oil Refineries, Gelsenkirchen, Germany.) We began
the mission assigned right wing on the high element. After forming over the North
Sea, the deputy lead indicated mechanical problems and aborted the mission. We
were considered to be first fill-in for aborted aircraft, so we moved into the deputy
lead position. Everything was routine until just before the IP. When the lead ship
called us and asked if we would take the lead because their autopilot was malfunctioning, my throat mike wasn’t working properly. I said we weren’t prepared. Lead
ship responded, “Fine, we’ll form on you.” I called the bombardier and he told me
we had to bomb. He responded, “I can’t bomb, I slept through the briefing. I don’t
know where the target is.
Feeling the pressure of the emergency with flak going crazy around us, I told
the bombardier, either he drops or I will come back and do for him. His response,
“I’ll drop your (expletive deleted) bombs. He then picked the biggest warehouse
on the river and blew it to you know what. The problem was, it was three miles
past the target. In that extra minute, the 88’s were able to zero in, and a number
of planes in the formation were hit, including ours. We had a burst directly below
us that blew a hole in our No. 4 oil tank; attempts at feathering were unsuccessful,
causing the engine to freeze with the blades flat.
The burst also cut the main electrical cable to the one and two engines with
the props set at 2100. We had lost control of the propellers and all instrumentation
on the left side of the airplane. When we stabilized the airplane and found ourselves
still flying, we proceeded on the return track toward England. There was the usual
crew discussion on what the best plan was. The crew didn’t feel we could make
England and wanted to try to get to Sweden. When I was consulted, I asked the
crew if they were prepared to fight off the German Luftwaffe by ourselves. I said
our best plan is to follow the path of the bomber stream where our escort fighters
would be looking for strays.
Part way along the return route, a lone P-51 came over to look us over, inspected our damaged aircraft and flew on our wing for about a half hour. Then he
signaled low fuel and left. Over the Zeider Zee, four aircraft approached us head on
at about 2,000 yards. They flipped into a vertical band, and we could see the twin
booms of P-38’s. A most welcome sight. I could have kissed them. We still had the
North Sea to cross, which we did, giving up altitude to reduce fuel consumption.
We then crossed over the English coast at about 10,000 feet, where the British shot
at us!
Ed. Note: The British must have missed, as his story continues.
After having flown 17 missions with the 68th Squadron and 13 missions with
the 66th Squadron, making a total of 30 combat missions with the 44th BG, I was
then assigned to the 2nd Air Division Weather and Relay Flight. In this assignment,
I flew 35 additional operational missions. My duties, as a weather scout, were to
visually check the weather in the area that was anticipated to be in the target area
when the bombers arrived. I also was required to fly a specially-equipped B-24 to
provide Airborne Radio Relay to the 2nd Air Division fighters when these fighters
…continued on page 22
21
�ROBERT SCHAPER, FIRST A CO-PILOT … continued from page 21
were on a deep penetration escort beyond reliable radio range of the 8th Air Force
Control. (Colgate) When radar in England detected enemy fighters rising to attack
the approaching bombers, they would vector the 2nd Air Division fighter escort to
intercept. Dec. 19, 1944 when the German attack began in the Battle of the Bulge,
I flew a Weather Recon Mission, which required a take-off when visibility was less
than 10 ft. (no typo). A jeep was needed to lead my plane to the end of the runway. At 500 feet we broke out on top. We reported clear weather for as far as we
could see. After about an hour, we requested landing instructions and were told to
stand by, which we did for over 8 hours. I made plans for the crew to bail out while
there was enough fuel to set the autopilot to carry the plane out over the Atlantic.
At the last moment, we were informed that an RAF Fighter Base south of London
was opening up. (Bigger Hill). We found the field to be 9/10ths overcast. We would
find a hole, spiral down through it and take a heading toward the base. When the
clouds came down to meet the ground, we frantically climbed as steeply as possible
to back on top and looked for another hole. This process was repeated several times
until one of the crew spotted the field. We entered the pattern very tightly and
started our final approach and found the sun there was directly in our eyes. Everything was white. We did manage to pick out some small building just before the
end of the runway. After going around and again on the final, we dropped our gear
and flaps and went through very low until we spotted the aforementioned building.
We cut the power. I was mighty glad to walk away from that one.
Ed. Note: In a letter to Will Lundy, Schaper reported the name of this B-24 was
Colgate Relay.
BOOKS OF GREAT EVENTS
IN 44TH BOMB GROUP HISTORY
BURNING HITLER’S BLACK GOLD is a factual account of the greatest mission
of WWII—Ploesti Oil Refineries, Romania. Major Robert W. Sternfels, pilot of the
B-24 Sandman, 98th Bomb Group, compiled this book following 2 years of interviews with historians and participants in the mission. The book replicates many
official documents, plus the report of an interview with the planner of the mission, the late General Jacob Smart.
Sternfels group flew alongside Leon Johnson’s 44th BG, experiencing the
same dangerous surprises—the railroad car full of German soldiers with anti-aircraft guns, small arms fire, steel cables, black smoke and fighters.
To purchase this factual, highly organized report on this valorous mission,
contact Major Robert Sternfels, 395 Pine Crest Dr., Laguna Beach, CA 92651. The
price is $26.75 with shipping.
** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** **
If you are looking for a high adventure WWII story, read Escape in the Pyrenees,
by the late Archie Barlow, Engineer and Top Turret Gunner on the Hartwell Howington crew. The mission on 21 January 1944 was to Escales Sur Buchy, France, to
wipe out the V-1s that were striking London. Ram It Dam II went down, and Barlow survived and evaded. He relates his moment by moment escapades of being
hidden by the Underground, chased by Germans with dogs, sleeping in freezing
haylofts, and finally sliding down a very high hill to safety into Spain.
Barlow’s wife Aline has copies of the book. 160 Johnson Drive SE, Calhoun,
GA 30701-3941 Tel. 706-629-2396. The cost is $20.
22
�S/SGT. RAY R. MARNER, JR. (506 SQUADRON)
REMEMBERS CROSSING ON THE S. S. CHANTILLY
TO ENGLAND
The ground echelon of the 506th
Bomb Squadron, consisting of 14 officers and 270 enlisted men, and under
the command of Capt. Green Benton,
Jr. boarded the S. S. Chantilly in New
York on 27 February 1943.
The S. S. Chantilly was an old French
ship that was taken over by the British in 1940. She was not in very good
repair, and a lot of work was done on
her in New York prior to our boarding,
but she needed much more. The ship’s
crew was composed of some British
and the rest were Hindu from Calcutta,
India. There were approximately 1,000
troops on board, including American
sailors, marines and infantry men. The
Chantilly, carrying the only troops in
the convoy, joined the approximately
74 ships of the convoy in New York
harbor. It sailed on 28 February 1943
for the United Kingdom.
In Ursell P. Harvel’s book Jaws
over Europe, it was stated that the S.
S. Chantilly was placed in the middle
of the convoy to give the personnel
carrier some protection in case of a
U-Boat attack. This statement was not
correct, as the Chantilly was located at
the rear of the convoy, with only three
ships behind us. Harvel also stated:
“The shipment of skilled Air Force
personnel, sorely needed in the 8th
Air Force aboard the S. S. Chantilly, a
condemned old English ship, the orders taking seventeen days to cross the
Atlantic, was given by someone definitely irresponsible and came close to
the disaster for the 8th Air Force.” Any
aboard the S. S. Chantilly would probably agree with this statement. It was
truly a miracle that the ground troops
of the 506 Bomb Squadron ever got to
Shipdham.
poor sleeping arrangements, seasickness, and probably the worst food any
of us had ever eaten. However, on
Ash Wednesday, 10 March 1943, this
changed dramatically. Around 6:30 PM
we heard an explosion and the muster
bell rang. We headed up the gangway
to the deck in time to see an oil tanker
sink and two other ships were damaged. Any ship that sustained damage
indicated this by lighting a red light
that would be visible to any support
craft. We later learned that our Captain saw the first torpedo coming toward us, and he laid the Chantilly on
her side, and the torpedo went along
our starboard hull and hit the ship
ahead of us on our port side.
The Captain then began to change
course every few minutes by rocking
the ship from one side to the other and
continued this for the rest of the night.
He was rocking the ship as much as 43
degrees, which made it very difficult to
stay on deck.
Red Lights Went on
Around midnight we were attacked
again, and the red lights seem to come
on all around the convoy. It was too
dark to really see how much damage
was being done, but we knew it was
bad.
Around 3 AM we heard another
explosion, and either a munitions ship
or a tanker with high octane gas was
hit, and the flames grew larger and
larger, lighting the entire area. The
light endangered the whole convoy, so
a British Corvette shelled the ship, and
a terrific explosion followed, with the
flames shooting hundreds of feet in
the air. The ship then quickly sank.
In our position at the rear of the
convoy, there were three ships behind
An Explosion
The first eleven days of our voyage
were fairly uneventful, aside from very
…continued on page 24
23
�S/SGT. RAY R. MARNER, JR. (506 SQUADRON) … continued from page 23
us and three ships to our front. At
dawn on 11 March 1943, we found
that we were alone well behind the
rest of the ships. All six ships were
either sunk or some may have changed
position. We felt that we were like
sitting ducks in this vulnerable position. We spent the next day trying to
catch up with the rest of the convoy.
Obviously, we were probably the slowest ship on the seas. Luckily, no more
attacks were forthcoming.
#442. There were many stragglers in
this convoy, scattered because of the
high seas and fog, and many left the
convoy and proceeded to their destination.”
The S. S. Chantilly remained at the
rear of the main convoy and sailed up
the Firth of Clyde, near Glasgow on 15
March 1943.
Surprise at Shipdham
A few days after our arrival at the
Air Base, I was walking from our living
site to the flight line, when a staff car
stopped and offered me a ride. Being
a kid of almost 20 years, and not very
military, I piled in the back seat to find
the Colonel Leon Johnson. I guess the
General wasn’t very military either. He
couldn’t have been nicer to me. He
wanted to know all about our trip over
the Atlantic and all the details of the
submarine attack. I will always remember how reassured I felt, with this
man as my commanding officer.
S/Sgt. Ray Marner, Jr. was assigned
to Personnel Supply. When the war
was over, he returned home 15 June
1945. It took only six days to get
home on the Queen Mary. They arrived in New York harbor amid cheering crowds and bands playing on small
boats.
Official Report
In a letter to Major Ursel P. Harvel, in reply to his request, the Dept.
of Navy gave the following information: “During the attack by U-Boats
on March 10 & 11, 1943, the following ships were torpedoed and sunk:
British Cargo Tucurinca; British Cargo
Jamaica Producer, Norwegian Brumm
Count (or Brant County); U.S. Cargo
Lawton B. Evans; U. S. Cargo Andrea
F. Luckenbach. There were other
ships in the convoy that were damaged by torpedoes, but did not sink.
HMS Harvester was damaged when
she rammed a U-Boat. She took on
board prisoners from the U-Boat, and
afterward she sank. It was reported by
German prisoners that there were 12
U-Boats in the vicinity of the convoy.
HMS Aconite sank U-Boats # 432 and
THE 44TH BG HISTORY HAS GONE WORLDWIDE
As of December 11, 2010, the Web Page of the BG has been visited by
272,736 people, many of whom write to Arlo Bartsch and congratulate
him on its volume of historical material.
Imagine this: a man from Belgium wrote to Arlo, requesting information about a mission on February 25, 1945, but he wrote it in
French. Being computer-savvy, the gentleman had Google translate
it into English! Arlo will reply; and if necessary, call on our Belgium
airman, now an American – Peter Loncke to help with his English to
French translation.
Our world gets smaller all the time. Could the father of the 44th
history, Will Lundy, ever have imagined how far his brainchild would
go?
24
�CHARLES ARNOLD’ S LETTER TO WILL LUNDY
(Gunner, 67th Squadron)
“I was transferred into the 44th from the 15th, so I didn’t get to know men of the
44th as well as my old outfit. On 15th February ’43 – a beautiful day for flying, we
took off for Dunkirk. It was early afternoon. Approaching the target; the flak was
not too heavy. Then I heard a muffled explosion and a dull thud – front of belly?
Plane shuddered but flew straight & level for a few seconds. Then it flipped over
on the right wing and started spinning; the radio was out. Everything loose began
flying all around. Jesse (Norwood), (Gunner), David (Woo) (Asst. Radio Operator)
and I got all tangled up. I knew we’d had it. I got hung up in the waist window
between gun mount and window frame. Jesse went out the other window. Woo
didn’t remember how he got out. He thought the plane broke in two and threw
him out.
When I was stuck in the waist window, I saw someone from the nose fly past me.
I got just a glance of a yellow May West and black hair. I couldn’t identify. I got several letters from the War Dept., later trying to identify who it was, but I just couldn’t
see that much in just a flash.
I finally got out of the window and fell free of the plane. I landed on top of a
high barn, got free of my chute, fell off the barn and hit in a pile of fresh cow manure!
A German field artillery sergeant picked me up. Woo, Norwood & I were together
in Dulag Luft. I left Jessie and Woo at 7 A in the prison. I escaped 3 times and was
caught twice. Last attempt was successful. I came back through Russia.
WILL LUNDY’S REPORT IN ROLL OF HONOR & CASUALTIES:
The target was a German Raider, thought to be the Togo, located at Dunkirk. It
was discovered on the morning reconnaissance flight. The assumption was that the
ship was ready to slip out at any time to raid Allied shipping. Crews were hurriedly
called and briefed, with 17 planes of the 44th BG soon airborne. They rendezvoused
with the A/C of the 329th Squadron, 93rd BG, and were led by the 67th Squadron’s
Captain Arthur Cullen and the C.O. of the 67th Squadron, Major Donald W. MacDonald as the formation’s Command Pilot. Two aircraft were lost. A third-crash
landed on the beach south of Ramsgate.
When Cullen’s plane, Betty Anne/Gallopin Ghost went down, the pilot was
wounded, became POW and was repatriated; the Command Pilot was KIA; along
with the Navigator, John Mackey, Bombardier, Paul Caldwell, Engineer, Albert Emery, Radio Operator, Samuel Weisner and Gunner, Thomas McKinsey. David Woo,
Charles Arnold and Jesse Norwood became POWs; Arnold later escaped.
The entire Rufus Oliphant crew was KIA. They were flying in Boardwalk Flyer.
Thomas Cramer’s A/C, The Captain and the Kids, crashed on a British beach.
Three members of the crew were KIA, one was slightly wounded.
That price for victory on 16 February 1943 - the Togo did not sail into the
Atlantic, to battle the convoys carrying troops and supplies.
Information that you can’t live without:
1. Scratch a cat and you have a permanent job.
2. There are no new sins; just old ones that get more publicity.
3. Be careful about reading the fine print. There is no way you’re going to like it.
25
�TOM PARSONS AND THE ME-163
(As reported in the Georgia Chapter of the 8th AF Historical Society)
The Me-163 “Comet” was no ordinary airplane. It was a rocket plane, using a
self-igniting fuel and oxidizer mixture, which when combined in a combustion chamber, accelerated the aircraft up to an incredible 600 miles per hour. What is even
more amazing is that the Me-163 had a rate of climb of more than 16,000 feet per
minute! Compare this with the FW-190, which had a top speed of 472 miles per
hour and a rate of climb less than 3,300 feet per minute, and you can appreciate
how fast this plane really was.
As Tom explains, “I was the left waist gunner on a B-24 bomber on a May 28,
1944 mission to Zeitz, the site of a Focke-Wulf aircraft assembly plant. I saw a fighter approaching at a high speed – it was nothing like I had ever seen before. I fired a
short burst at it as it flew past us, and put four holes into our own vertical stabilizer!” Tom’s bomber completed its mission and returned to their base, at which time
the crew received their normal post-mission interrogation.
A few of Tom’s crewmates had also seen the strange, lightning-fast aircraft, but
were hesitant to even talk to each other about it. It was such an unbelievable story
that they were sure they would have been marked as being crazy, or just cooking up
a story to get pulled off flight duty. “They weren’t about to mention it during their
debriefing and subject themselves to criticism and ridicule,” say Tom, “but I did. After all, I saw what I saw. I shot at it.”
The intelligence officer seemed very interested and wanted details. How big was
it? How fast did it go? What did it look like?
“What were the flight characteristics?” asked the intelligence officer.
“You know how a bird flies like this?” said Tom, his arms flapping slowly like a
bird in flight.
“Yes,” answered the officer.
“And you know how a hummingbird flies like this?” said Tom, his arms rapidly
flapping near his body as he bobbed quickly from side to side.
“Yes”
“Well, a fighter flies like a bird, and this thing flew like a hummingbird, and it
looked like a submarine.
The intelligence officer seemed duly impressed by Tom’s report as he continued
to whatever details Tom could recall from the brief encounter. His crewmates were
another story.
“They didn’t want this kind of attention,” said Tom. The fact that I had put holes
into our plane, along with my strange story – well, let’s say they started keeping
their distance from me.”
Of course, Tom wasn’t crazy or trying to get pulled off duty. He was among the
first 8th Air Force men to see an Me-163 Comet, and he was simply doing his duty
by reporting it. Things got a bit tense between Tom and his crewmates for a short
while, but eventually other reports strted coming in from other crews with similar
sightings. “Once the other crews started seeing these new fighters and the word
got out about them, things got back to normal. But they didn’t let me forget I shot
four holes in our plane.
The story picks back up more than 60 years later, when Tom was at the Eighth
Air Force Historical Society annual reunion in Savannah in August 2008. One of the
speakers was Joachim Hoene, a member of the German military during World War
II. Joachim was a pilot, stationed at an experimental-aircraft unit located in Leipzig,
and his father was the commandant of that unit.
…continued on page 27
26
�TOM PARSONS AND THE ME-163 … continued from page 26
On the same day that Tom fired at the mysterious fighter that zoomed past his
bomber, Joachim – without his father’s approval – took one of the Me-163s on an
unauthorized flight. When Joachim descended, he unintentionally flew the unarmed
plane through a formation of American bombers. When he landed the plane, it
splashed through a large puddle and was covered in mud. His father was furious
about the unauthorized flight, and made him cancel a date he had that evening and
clean the plane. As Joachim washed mud from the vertical stabilizer, he discovered
four bullet holes in it!
Is it possible that those four holes in the Me-163’s vertical stabilizer were made by
the same bullets that Tom put through his plane’s own vertical stabilizer. There is no
way to prove it, but if they were, Tom Parsons might have been the first man to successfully hit an Me-163 in flight.
Armed with two 20mm or 30mm cannons, the Me-163 packed a formidable
punch, but its weakness was its endurance. With only enough fuel for approximately seven minutes of flight, it could only engage bomber formations that passed near
its airfield. The short flight time meant that it was normally limited to two passes
at bomber formations: one on the flight up, and one on the flight back down. Because of its speed and maneuverability, Allied fighters could not match its capabilities. However the short flight time was the Me-163’s undoing. The allied fighters
would wait until the Me-163 ran out of fuel and attack it as it glided back to land at
its base, or after it landed.
THE 44TH BOMB GROUP PX
Flying 8 Ball Golf Shirts .........................................................$25 + 3.00 Postage
Flying 8 Ball Caps (Indicate Squadron)..................................15 + 2.00 Postage
Flying 8 Ball Squadron Pins (Indicate Squadron) ..................5.00 + .50 Postage
44th Bomb Group Stickers ................................................................... 2.00 (Postage Included)
Order From
Jackie Roberts
11910 S. E. 44th Street
Oklahoma City, Oklahoma 73150
FOR SALE—LAPEL PINS
Mary Aston is selling lapel pins of WWII Medals: 8th Air Force, DFC, Air Medal, Purple Heart, POW,
European-African Mediterranean Theater and WWII Victory Medal. The price of each is $9 + 44 cents
postage. (Specify pin name and number of each type.)
A large Suncatcher depicting the Flying 8 Ball; a 67th Squadron Pelican or 8th Air Force Logo are
available at $120 each + $25 UPS (a total of $145)
A small Flying 8 Ball sells for $65 + $18 UPS (a total of $83) Proceeds go to the 44th BGVA.
Contact Mary at 830 Cardinal Drive, Elberton, GA 30635.
27
�MAIL & E-MAIL
Lee Aston wants to know the origin of the
44th Bomb Group Patch. According to his records, it was not approved by the Air Force Heraldry Office until 15 May 1951.
Roger Fenton (VP & Historian) reported that
Aggressor Beware was the official motto of the
Army Air Corps. The patch was designated as the
official Crest, like a family crest of the group. Roger
has briefing pictures, showing the original emblem on their jackets.
When the BG evolved into the Missileers, they adopted this new version. When Jerry
Folsom was President of the 44th BG, he tried to interest members in purchasing the
emblem for sale in the PX, but the idea did not strike a chord with Board Members.
Bob Vance reminded me of a poem that an Englishman on a bus quoted, during
the 1997 trip to England:
When you go home
Tell them of us, and say
For your tomorrow
We gave our today.
Rudyard Kipling
Bob Swegel identified the
crewmen in the picture which
Steve Adams found, several
months ago. The plane was
One Weakness; it was the Bill
Warner crew, as first recognized by Bob Lehnhausen.
L-R (1)Albert Liebner, Radio Operator; (2)Oscar Richardson,
who replaced Billy Grau, who suffered a broken shoulder after the crash-landing of Phyllis on the grounds of the Count of
Monte Carlo, just north of Lyon, France. This was the crew’s third
mission. (They never heard from Billy Grau after that.) We had
a couple of Flight Engineers after that; then Oscar Richardson
became our regular until the end of the war. (3) Keith Sprenger,
Right Waist gunner, formerly from East Tonawanda, N.Y. (4) Dudley D. Drake, Co Pilot formerly from San Antonio, TX. (5) William
L. Warner, Pilot. We still keep in touch. (6) Antonio Scorpio, Left
Waist Gunner & Armorer. He’s from Providence, Rhode Island;
(7) Clifford Bengston, formerly from Ishpeming, MI. (8) Our
illustrious Navigator, Paul Kay, who left us too soon. Paul was
originally from Tennessee, according to the stories he told me.
He was the morale booster on the crew. (9) is the man behind
the camera who naturally we can’t see, namely Bob Swegel, Tail
Gunner, from Forest City, PA. (I wish I had asked someone else to
take the picture, so I could have been on it.)
The picture of the Gunner saying so long to One Weakness is
unknown. The picture was probably
taken at Valley, Wales on our way
back to the states, or possibly at
Bradley Field, Connecticut, where we
left the plane.
…continued on page 29
28
�MAIL & E-MAIL … continued from page 28
Does anyone remember this? An English gentleman, Wing
Cmdr. Ken Wallis of Norfolk has worked for years on building autogyros. Many members of the 44th BG visited him and enjoyed
viewing his contraptions. Brian Peel, an English teenager in WWII,
sent this news clipping of Wallis’s achievements. At age 94, he is
still demonstrating it’s capabilities.
From John Grantham, England: I am a volunteer with a Boy Scout Prascending
Club. While our home base is in Lincolnshire, we spent a week flying Scouts from
the Norfolk International Jamboree at the beginning of August.
Grantham’s group was invited to use Shipdham, and he soon became interested in the history of the Flying Eight Balls. His father had flown with the RAF Path
Finder Force in WWII.
This young man sends his greeting to our veterans, along with his gratitude
for their sacrifice. He says, “The memory of their heroism and sacrifice is still very
much alive over here”
Ed. Note: They said they would never forget, and they don’t. Many thanks to
the Shipdham Aero Club, for being a repository for the 44th’s history.
From Col. Charlie Simpson, US AF (Ret.) (Executive Director of Air Force Missileers) In April 1983 I reported to Comiso Air Base, Sicily, the first permanently
assigned person to what would become a new Air Force ground launched cruise
missile base. I was the commander of a base that didn’t quite exist yet. It was
probably a lot like Bill Cameron found it, since it had remained almost untouched
since July 1943, when we captured the base from the Germans during the invasion
of Sicily. In April 1983 there were a few bombed out structures scattered around
the old 5,000 foot runway – which was deteriorated asphalt with a tree growing
in the midst of the pavement, a quarter from one end. The small Italian Air force
contingent had refurbished one old brick barracks building, and had a few portable
buildings. And we, the USAF, had a contractor putting together my new temporary
home, a complex of about 100 “Portacabins”. Italian contractors were busy demolishing the other old buildings, often delayed when they found an Italian, German,
British or American unexploded bomb during the evacuation. Contractors were also
just starting to build a complete new base with complete facilities, housing, schools,
etc. When I left the base fourteen months later, the 487th Tactical Missile Wing was
combat ready with nuclear armed ground launched cruise missiles (GLCM) on alert,
with more than 1400 people assigned there. When the base closed in 1991, it had
grown to a population of around 4,000. It closed because the Cold War was over
and the mission had ended for GLCM.
I met an Italian Air Force warrant officer who had spent his whole career at
Comiso. He told me the story of the capture of Comiso. Patton’s troops landed
about eight miles away on 10 July 1943, and took over the base about ten minutes later. A Stuka landed for refueling and rearming, and was met by an American ‘ground crew’. Obviously, Cameron landed his B-24 a few days later – by that
29
…continued on page 30
�MAIL & E-MAIL … continued from page 29
time we must have established operations from the airfield. Incidentally, in July
1983, we had a 40th anniversary celebration for the liberation of Comiso. My
public affairs officer found out that one of our young airmen had an uncle who
had been part of the 1943 event. The headline in La Sicilia on 10 July 1983 chronicled the initial invasion, and talked about ‘the second invasion of Comiso’ by the
American Air Force, by what they characterized as the ‘brave, friendly young American airmen.’
Charlie Simpson came into the AF in 1959 and was commander of the 68th
Strategic Missile Squadron. Roy Owen tried to tie the Missileers to the 44th BG
when the 44th closed at Ellsworth, but that did not work out.
The Air Force was formed in 1947. They had missiles as early as 1950.
From Sid Bolick to B/Gen. Robert L. Cardenas, 27 January 1990. “You probably won’t remember me, but we flew a mission together in late ’43 or early
’44. I know that it was during the time that Col. (Frederick) Dent was CO. My
memory isn’t as good as it used to be (whose is?), but I believe the target that day
was Freidrickshaffen, and I’m pretty sure that we were flying with Capt. George
“Goosecreek” Martin.
“You were a Captain then, flying Command Pilot that day, and I was a Flight
Officer (transferee from the RAF), and a Co-pilot. That day, however, I was flying
in the tail turret as Tail Gunner/Observer. I’m pretty sure you will remember that
it was Standard Operating Procedure at that time for a Pilot or Co-Pilot to ride in
the tail turret of the ship leading the Group, to keep the Lead Pilot informed of the
condition and status of the formation. I don’t remember how well that worked,
but I do remember that I expended a lot of .50 caliber ammunition that day.
“The thing I remember best about that mission, however, is you lying on
your belly in the bomb bay, looking out through the open doors to spot the bomb
bursts.
“I was shot down shortly after that, on Mach 18, 1944, over Freidrichshaffen.
I was flying Co-Pilot for Lt. H. R. Nichols, in a ship named Paper Doll. We were
badly damaged by flak, but managed to make it across Lake Constance to Switzerland, where we bailed out. The whole crew landed safely and were interned by
the Swiss. After D-Day, I escaped into France and made my way back to England.
After debriefing in London, I went back to Shipdham for a couple of days to ‘clear
the base’, then was flown back to the States.
“I arrived back home in October 1944, flew B-24’s at a Gunnery School at
Tyndall Field in Florida for a while, then transferred to the Air Transport Command.
When the war ended, I was flying C-54’s on the Pacific run, out of Hamilton Field,
California. About 6 months later I went on inactive duty….”
Richard Holliday, longtime friend of Tony Mastradone, sent a report that Tony
has been going through a series of serious medical problems. Tony served on the
44th Board for many years, and during Mike Mikoloski’s presidency, he was presented the Leon Johnson Award. This was in recognition of his great contribution
to the history of the Bomb Group by extracting information from the National
Archives.
Tony and his wife Kathy have been regular attendees to the 44th BG Reunions.
If you would like to send a get-well card, their current address is: 11621 New
Hampshire Avenue, #313; Silver Springs, MD 20904.
30
�FROM ROB WILLEMSEN, (THE NETHERLANDS)
Dear members of the 44Th BG VA.
First of all, I shall introduce myself: My name is Rob Willemsen and I live in the
Netherlands (Europe). I was born and raised in Arnhem almost 45 years ago and still
live in a small town near Arnhem.
I’m married, have two children and my profession is Chemical Engineering.
As long as I can remember, I have an interest in WW 2. Living in a city with such a
lively history during WW 2 sure did help stimulate it.
OK, I hear you thinking, what does all this have to do with us.
Let me explain a little more.
As a person with an interest in WW 2, I read a bunch of books, newspaper articles
and visited a couple of battle sites, such as the Normandy Beaches.
Two years ago, I was watching a TV-program which had a topic about the American War Cemetery in the Netherlands near Margraten.
The central lawn with flag post at the end and the graves on both sides.
Pond with chapel/tower and the walls of the missing adjoining
GREAT MOMENTS IN HISTORY
1 August 1943 is indelible in the memory of the 44th BG (Ploesti).
Also notable on 1 August 1945, 784 B-29s of XXI Bomber Command
bombed Japanese home islands.
On 14 May 1943 the 44th BG bombed Kiel, a submarine base on the
Baltic Sea. Five weeks later the German U-Boats were withdrawn from
the North Atlantic. The Battle of the Atlantic was won by the Allies
31
�WITH THIS SOLDIER IT ALL STARTED.
SEAMAN ROBERT H.
2 Kt, 506 Bomb Sq., 44th Bomb Gp (H) Pennsylvania
During this program I learned that there was a foundation that arranged the
adoption of graves of killed American soldiers. I never knew about this and after the
TV-program my wife and I talked about that possibility.
The thoughts about the program kept spinning in the back of my head for a
couple of days and after a second conversation we decided to ask the foundation to
grant us two graves or missing persons to adopt.
The cemetery has a large “wall of the missing”. Actually there are two walls opposite of each other, on these walls the names of soldiers are inscribed that were killed
at sea, in the air or on land and of which the body was never found.
After some 5 weeks we got a letter in which we were told that we were granted
to adopt two soldiers, both inscribed on the walls.
Adoption of a grave or inscription means you will visit the cemetery regularly and
take care of the grave or inscription by means of lay down some flowers in honour of
the soldier and attend the memorial day activities if possible.
Because I wanted to know more of these two men I started to surf the internet in
search of information. This search brought me to the 44th BG VA website because one
of the soldiers was a member of the 506th BS and flew in a B-24 named “Cactus”.
They were shot down on their first mission on 22 March 1943.
LINDAU, EDWARD W
LIS SGT 506 BOMB SQ 44 BOMB GP (H) ILLINOIS
LIRUSSELL ELDO A
LIT Sgt 506 Bomb Sq 44 Bomb Group Colorado
LINAVAS FRANK
LI2 LT 506 BOMB SQ 44 BOMB GRP (H) CALIFORNIA
LIWIESER JERRY H
LIS SGT 506 BOMB SQ 44 BOMB GRP (H) CALIFORNIA
LIBRENNER JOSEPH L
LI1 LT 506 BOMB SQ 44 BOMB GP (H) ILLINOIS
LIKLOSE KENNETH A
LIS SGT 44 BOMB GP (H) NORTH DAKOTA
LIDOBBINS Maurice H
LIS SGT 506 BOMB SQ 44 BOMB GP (H) ILLINOIS
LISEAMAN ROBERT H.
LI2 LT 506 BOMB SQ 44 BOMB GP (H) PENNSYLVANIA
Missing in this enumeration are V.R.Fouts (Pilot) and R.K. Nordquist (radio operator). Through the 44th BG VA website I came in touch with Mr. Don Prater and Mr.
Roger Fenton. They were very helpful to obtain more information on the “Cactus”
and it’s crew. Roger Fenton could even provide me with a (digital) photograph with
most of it’s crew showing in it..
After a discussion with my father-in-law, a new idea had set into my mind and I
32
…continued on page 33
�WITH THIS SOLDIER IT ALL STARTED … continued from page 32
asked the foundation if it was possible to adopt more of the Cactus-crew. Luckily
the foundation made an exception for me and it resulted in the adoption of 5 more
members of this crew. For some obscure reason two crewmembers are inscribed on
the wall in Great Britain and two crewmembers had already been adopted by others.
Why would somebody, born more than 20 years after WW 2, adopt these soldiers you probably ask yourself. I can’t explain. I think it has to do with a sense of
obligation to these men. They gave the most precious thing they possessed, namely their life, for us to live our lives like we do now.
This following text (from the wall of the cemetery entrance) says it all I believe.
HERE WE AND ALL WHO SHALL HEREAFTER LIVE IN FREEDOM WILL BE
REMINDED THAT TO THESE MEN AND THEIR COMRADES, WE OWE A DEBT TO
BE PAID WITH GRATEFUL REMEMBRANCE OF THEIR SACRIFICE, AND WITH THE
HIGH RESOLVE THAT THE CAUSE FOR WHICH THEY DIED SHALL LIVE.
To honour these men, I am planning to make a commemorative frame and I
have acquired some items to put in there, together with the crew photograph and
pictures of the wall inscriptions.
The 44th BG patch and the “flying eight balls” patch shown are
RKO Movie Studio replica’s
A Purple Heart Medal and an Air
Medal is the next thing on my list
to acquire for this frame.
I’m also going to build a model
(1/48) of the “Cactus” looking as
close to the original as possible, for
static display in my office at home.
During an email conversation,
Don Prater asked me to write an
article about this and the result you
have just read.
More information:
The foundation that arranges
the adoptions for the Margraten
cemetery has it’s own website (also
in English) and you can read more
about their history at: http://www.adoptiegraven-margraten.nl/englisch/index1.
html .
In case you are a relative of a buried soldier and wish to contact the person that
has adopted the grave, I would suggest to contact this foundation. They are willing to make the contact between relative and adopter
If there are readers that know things about the “Cactus” or any of the crewmembers or know of living relatives of one of them, please contact me,
Don Prater or Roger Fenton.
With regards,
Rob Willemsen (The Netherlands)
The 44th BG patch and the “flying eight balls” patch
shown are RKO Movie Studio replica’s
Larry Herpel, nephew of Virgil Fouts, wants to know whether anybody has a picture of Cactus. Fouts was pilot on Cactus. It was the first 506 plane to be lost. So
it might have been photographed on the way across the pond.
33
�MY MEMORIES OF CHARLES HUGHES
(Commander of the 66th Squadron)
By ROBERT LEHNHAUSEN (Commander of 68th Squadron)
Charlie and I first met when we, with our respective newly formed combat
crews, were assigned to the same Provisional Training Squadron at Casper (WY) Air
Base in early November, 1942. We saw and interacted with each other every day
as we learned all the elements of flying and commanding a B-17 crew. We flew
our brand new B-17’s to England, attended a Combat Crew Replacement Center session, then were cruelly told that our two crews and five others out of that
batch of 35 crews were to be assigned to B-24s. Charlie did miss some of that
meeting because he suffered a bout with measles, but he did catch up with us.
Looking back, I recall, fondly, some of our differences at staff meetings. In that
period we were both squadron commanders. Sometimes he could be stubborn
and fixed in his opinion or outlook, but he offset that with his great good humor
and willingness to compromise in behalf of the general welfare…even with our
superiors.
After the war we lost contact with each other, except for brief notes on Christmas cards. Years later, we both began to attend 44th Bomb Group Reunions, and
could smile at our old memories.
I remember one incident which showed proof of his superior constitution. We
were seated across the table from each other on a Sunday evening at the Shipdham Officers Mess. We had Boston Cream Pie for dessert. Charlie was famed for
possessing a very good appetite and loving desserts. He had eaten his serving
of pie. Someone else at the table chose not to eat their dessert and offered it to
Charlie. After finishing off this second piece, a third was offered and he accepted
with delight. A few hours later, chaos developed among the combat officers
who had eaten at the mess hall that evening. The small Base Hospital was overwhelmed with men wrenching in stomach discomfort, including Colonel Gibson.
So many of the combat officers were affected that we were ‘stood down’ (off of
operations) for two days. It was later determined that the cause of the problem
was botulism that had developed in the Boston Cream Pie. The punch line of this
story is that one unaffected officer was Charlie Hughes. He ate three uninfected
desserts!
Charlie Hughes was truly a courageous airman. He made a great contribution
to victory in Europe, and helped make major strides in aeronautics in his years at
the Pentagon.
DO YOU WANT TO BUY A BRICK?
The Soldier’s Walk at the Heritage Education Center in Carlisle has an amazing
number of bricks with the Flying Eight Ball logo. Around the edges of the Walk are huge
bricks called pavers that herald our leaders and our heroes. 8” x 8” bricks cost $150.
They have room for a logo, your name, rank, squadron number and name of the Group – the
44th. 100 years from now, your grandchildren will be able to find your name and see what
you did on that splendid plane, the B-24. Contact me. I’ll help you design it. (Ruth Morse,
717 846-8948)
34
�12 March 1945 the Allies were slowing the Germans by hitting U-Boat Yards
and continuing their blitz on oil and rails.
FROM THE ARCHIVES
Bombing through clouds, more than 1,200 Fortresses and Liberators of the
8th Air Force attacked German submarine construction yards at Bremen, Hamburg
and Kiel, and spiraled down loads on eight oil refineries in the first two cities.
The raids climaxed a big week end for both the 8th and the RAF. On Saturday more than 1,350 Forts and Libs continued the drive to cut Nazi communications to the Ruhr by aiming an assault at interlocking rail lines running from the
area. Three marshalling yards in and near Dortmund and other targets north and
east of the Ruhr were bombed, also through the clouds.
Captain Firman Mack (506 Sq.) led 33 ships from the Group to the Marshalling Yards at Wetzlar, Germany. Bombing was by H2X with unobserved results.
Enemy opposition was nonexistent. Fighter support was good. There were 33
ships in the formation.
CAPTAIN FIRMAN MACK’S REPORT
Our mission to Wetzlar got complicated almost at once. At some point on
the way to the Group forming area, the airplane suddenly filled with acrid smoke.
Everyone except me was coughing, hacking and gasping, trying to put on their
oxygen masks. Fortunately, I had put on my mask before we left the ground because I was pretty busy during form-up. After the people got their masks on,
someone in the waist told me that Grover Logan ( Tail Gunner) had triggered a
smoke bomb accidentally while walking through the bomb bay. After a certain
amount of confusion, we got the bomb bay doors open and dropped the 100
pound smoke bomb into the 10/10 cloud cover below us. I never could find out
where that bomb landed. Either the people didn’t know or they didn’t want to
tell me.
After we got rid of that bomb, the smoke cleared out of our drafty old B-24
pretty rapidly. However, our troubles were not over. I received a call from the
waist that the acid from the bomb had sprayed Logan in the face, and he was
unable to wear an oxygen mask. If he continued the mission with us, he would
surely die of anoxia. It shouldn’t happen to a nice guy like Logan. We had a little
powwow in the cockpit. The guy that was riding Command Pilot (David Saylor)
that day said, “You can’t go back!”. I guess we already knew that because we
knew that we were expendable. On the way to the target, you were working for
the Government, but after you dropped your bombs, you had the luxury of working for yourself.
While I was still trying to figure out what to do about this situation, the
waist called me and said, “Logan wants to bail out!” I had another short powwow with the navigator (Murray Margolies) who said, “If he’s going to do it, he
had better hurry because we are approaching the coast”. I called the waist and
told Logan to go ahead, but he shouldn’t open his chute until he hit the clouds
below us, which were at about 5,000 feet. (We were then about 13,000 feet.)
The wind was behind us, and if he drifted too far, he might end up in the drink.
Logan said OK; and shortly after that, he bailed out. The guys in the waist said he
opened his chute almost before he got out of the plane. I think he came down
somewhere around Ipswich.
…continued on page 36
35
�FROM THE ARCHIVES … continued from page 35
I don’t remember much about the mission, but when we returned to Base,
our revetment was swarming with staff cars. I seem to remember that General
Johnson was among those present. In the uproar someone said, “We found one
of the people who bailed out, but we can’t find the other two.”
It took a little while to figure that out, but it seems that someone in the
formation had reported that we bailed out three people. The “two people” who
were missing were Logan’s pants and jacket which had been thrown out because
they were smoldering from the acid.
(Sgt. Logan spent two weeks in the hospital, but returned to join the crew for
their last two missions. The Mack crew’s last was to Hallein, Austria, the last 44th
mission of the war.)
MEMORIES OF FRANK OREHOWSKY
Tail Gunner, Jack Twitter Crew, 506 Squadron
I flew 18 missions, many decoy missions and diversion missions to confuse the Germans, their fighters and ack-ack. We lost our original plane and
flew Tinker Belle when another crew used it on our stand down day, and they
were shot down. That’s how we started to use Down De Hatch on alternating
missions with other crews.
I came home with the last cadre of 44th on the Queen Mary out of Scotland. We closed down Shipdham Airfield, disposing of the remaining equipment and planes before we left. Some came by flying planes back, and some
planes were sold to the British.
(Tinker Belle was lost on 2 March 1945, shot down by flak on a mission to
the Marshaling Yards at Plauen, Germany. It was the last recorded combat
casualty of the war. The pilot was KIA; all others became POW, and nine days
later, the first platoon of the 78th Division set them free.
36
�FOLDED WINGS
‘Tis hard to part when friends are dear – Perhaps t’will cost a sigh, a tear.
Say not good night – but in some brighter clime, bid me good morning.
Anna Letitia Barbauld
Armstrong, Charles 66th Squadron
Captain Armstrong was a pilot who
flew 26 missions, the first 13 August
1943, the last on 24 August 1944. He
arrived in Shipdham, and was immediately sent to Africa, joining the first
group that flew to Wiener Neustadt.
Armstrong’s early missions was as
a Co-Pilot, flying with Richard Comen
and Robert Ferber. He moved to the
left seat on his third mission, and flew
on such awesome missions as the second trip to Wiener Neustadt, Kjeller,
Foggia and more. He flew with Command pilots Frederick Dent and James
Kahl. On D-Day he flew 2 missions:
Colleville/St. Laurent and Caen (Vire).
Armstrong flew in Battle Axe, Princess Charlotte/Sure Shot, Myrtle the
Fertile Turtle, I’ll Get By and many
unnamed planes.
On 8 May 1944 he rose to the level
of Captain, and on his last two missions, he flew as Command Pilot.
Millie, his wife of 62 years states
that she has little knowledge of his
combat record in Shipdham. He did
tell her that he was in the group that
flew to Africa, and one of his funniest memories was that his tent caught
fire on the day he was leaving. It happened on Friday the 13th!
After the War, he attended Indiana
University, and was a member of their
football team. Later he moved to Florida State University, and was involved
in sports at that facility.
The Armstrongs had four children,
twelve grandchildren and six great
grandchildren. They were living in Tallahassee at the time of his death.
first on 19 July 1944, The Kay crew flew
in seven different aircrafts, T S Tessie/
Beck’s Bad Boys, Jose Carioca, Corky,
Gipsy Queen, Flak Magnet, Puritanical
Bitch/Puritanical Witch and Lili Marlene. Blatchley’s last two missions were
with the Walter Franks crew.
After the war, Blatchley was employed
by the Worthington Bio-Chemical Corporatio, advancing to the level of Production
Manager. He married Dorothy Wagner;
the couple had two children, a son Brian
and a daughter Leigh who died early in
life. According to Brian, the couple lived
in Freehold Township in New Jersey, a
municipality for which Blatchley served
several years as Mayor.
News of Blatchey’s death came to
Robert Lehnhausen from Blatchley’s
longtime friend, Myron Brewster.
According to Lehnhausen, Blatchey
and Brewster, both Bombardiers, had
maintained their friendship throughout
the years, attending both 44th BG and
68th Squadron Reunions.
He stated that there existed an admirable and unusual bond among the
Thomas Kay crew.
Butler, John E. #19613 66th
Squadron 2 July 2010 Lt. Butler was
a Navigator on many crews. He arrived
in Shipdhom several weeks before DDay; having been trained in using the
GEE equipment, he flew with many
crews: Robert Knowles, Jack Wind,
Raymond Craig, Usser Mustapa,
Cleatis McDonell, William Earlywine,
Albert Leghorn and James Williams.
Butler flew with many Command Pilots: Frank Elliott, C. L. Lowell, S.
L. Francine, George Player, Charles
Hughes, Kenneth Comer, Spencer
Hunn, L. L. Johnson, J. A. McGregor,
Joseph Gilbert, Elmer Hammer and
Eugene Snavely.
Blatchley, Charles #19431 68th
Squadron 6 October 2010 Lt. Blatchley was a Bombardier on the Thomas
Kay crew. He flew 34 missions, the
37
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ly Thompson, Jack Ketchum, Charles
Hess, James Derrick, Roblee Perrault,
John Muldoon, Ted Williams and
Norman Nutt.
Dubrock held all gunner positions,
several times riding the nose turret and
serving as togglier. He flew in many
unnamed planes, including My Peach,
Henry, Jail Bait, Fifinella, Jersey Jerk
and Puritanical Bitch/Puritanical
Witch.
News of Dubrock’s death came from
his longtime friend, Warren McPherson, with whom he flew his earliest
missions. Dubrock passed away in Iron
River, MI, as reported by his niece.
On his 27 missions, he flew in
the following planes: Mary Harriet,
Southern Comfort II, I’ll be Back/
Feather Merchant, El Capitan, Sabrina III, I’ll Get By, Bi U Baby, Sand Box
Special, Fifinella, Jail Bait, Glory Bee
and Miss Marion.
Butler did an excellent job, recording
information about his missions. And
wrote a number of stories which appeared in the 8 Ball Tails. He published
a book of his WWII experiences, including letters he wrote home from Shipdham. Much of that information is available on the 44th Bomb Group Website.
He was living in Austin, Texas at the
time of his passing. Information of his
death came from both Lee Aston and
Sterling Dobbs.
Ennis, Lewis S. #20128 67th
Squadron 17 August 2010 S/Sgt. Ennis was a Nose and Tail Gunner on the
George B. Haag crew. Previous to
coming to Shipdham, Ennis flew 22
missions with the 492nd Group, 857th
Squadron.
The Database credits the crew with
six missions. However his personal record indicates that he flew missions on
Tinker Belle, a plane that was originally assigned to the 492nd Bomb Group.
His first of eight missions with the
44th Bomb Group was 14 August
1944. The Haag crew flew in Phyllis,
Myrtle the Fertile Turtle and Mi Akin
Ass. Their last mission was 25 August
1944.
After the war, Ennis was employed
by the Dupont Corporation. He served
as a volunteer fireman in Wilmington,
Delaware. He and his late wife Minnie
are survived by a daughter, two grandsons and four great grandchildren.
News of Ennis’s passing came from
his son-in-law, Larry Bonam.
Couch, Thomas H. #19876 506
Squadron 28 May 2010 Sgt. Couch
was a Tail Gunner on the Eugene T.
Cunningham crew. His first of four
missions was 19 March 1945. The crew
flew in two unnamed planes, also in
Down De Hatch and Sabrina III. All
missions were into Germany, preparing
the way for the advancing troops. His
last mission was 18 April 1945.
After the war, Couch was called
back into service; he served 3 months
in the Korean conflict. He became
employed in the paper industry. Misfortune struck when he was struck by
an automobile, causing him to lose his
leg. After that, ill health overcame him
and he passed away in Marietta, Georgia. Couch and his wife Bonnie had
been married fifty one years.
Dubrok, John W. #20063 66th
Squadron 11 December 2009 S/Sgt.
Dubrock was a gunner on many crews,
but most on the James N. Williams
crew. His first of 18 missions was 1
August 1944, his last, 14 April 1945.
He flew with the following crews: Dai-
Glazer, William #20389 66th
Squadron Date unknown Sgt. Glazer
was a Radio & Radar Repair Specialist.
News of his death came from the 2 AD
Journal.
38
�FOLDED WINGS
In 1949, Mr. Gray received a BS degree from Penn State University where
he was a member of the track and
cross country teams. After he received
his law degree from George Washington University in 1951, he became a
special agent with the FBI. Mr. Gray
completed his long and distinguished
federal service as an administrative
judge with the Department of Labor.
John leaves his wife Donna, two
children, three stepchildren and three
grandchildren. John and Donna lived
in Springfield, VA, Wilmington, NC and
Florence, SC.
Goldstein, Jack #20406 68th
Squadron Goldstein was an Assistant
Operations Clerk, working with Gene
Holmes. According to Robert Lehnhausen, Goldstein was recognized as a
rather brusque-speaking man, a contrast to his superior officer, known for
his gentle manner.
The Operations Department at
Shipdham had the task of assigning
men and crews to each mission. Lehnhausen believes decisions about which
crews were given time off in Rest
Homes, were also made by the Operations Office.
After the war, Goldstein was considered an outstanding entrepreneur.
He was involved in Steel & Pipe Supply Company in Manhattan, Kansas, a
company named the Kansas Business
of the year in 2004. ,He was active in
many community efforts and sports
activities in Manhattan.
Goldstein is survived by his wife,
Joann Stevenson, two step children,
two grandchildren and three great
grandchildren. Information about his
death came from his wife Joann.
Gray, John Allan #25354 68th
Squadron was interred in Arlington National Cemetery on 25 April 2008. 1st
Lt. Gray was the Navigator on Robert
A. Peter crew. His first mission was 30
October 1944 to Hamburg/Ueterson
aboard TS Tessie.
During his time with the Peter crew,
he flew in Flak Magnet, Galavantin’
Gal and Puritanical Witch. During the
latter part of his combat service, Gray
was promoted to GEE/PFF Navigator
and flew lead on several missions in
a number of crews. On mission 309,
Lt. Gray served as PFF navigator in the
lead plane with command pilot Lt.
Col. William R. Cameron, a decorated
veteran of the Ploesti raid. His final
mission to Hallein, Austria on 25 April,
1945 was also the group’s final mission.
Hess, Lester #20641 68th Squadron 27 November 2009 Staff Sgt.
Hess was a Tail gunner on the William D. Kelly crew. He flew 25 missions, the first on 6 August 1944. He
flew all missions with the Kelly crew,
but also with the following Command
Pilots: J. D. Pennypacker, H. Sather
(NMI), J. N. Keck, A. Haydak (NMI),
and Charles Hughes. The crew flew in
the following planes: Lone Ranger, T
S Tessie/Beck’s Bad Boys, Flak Magnet, Gipsy Queen, Corky, Puritanical
Bitch/Puritanical Witch, Lili Marlene,
Lousiana Belle and Hellza Droppin.
Information about Hess’s death
came from his longtime friend, Jean
Bressler, a Tech/Sgt. working in the
14th Combat Wing. Their friendship
had preceded the war, and continued
until Hess’s death.
After the war Hess became a cabinet maker, later was engaged in sales.
He and his wife Lucille had four children.
Hughes, Charles #20750 66th
Squadron 18 October 2010 Col.
Hughes, a pilot, was the Squadron
Commander of the 66th Squadron.
His first mission was to Kiel on 14 May
1943, flying as Co-Pilot with Rowland
Gentry. After two missions with Gen39
�FOLDED WINGS
daughter) and three grandsons. Preceded in death by his wife Maria, he
was living in San Juan, California at the
time of his death.
try, on 2 July 1943, he moved to the
other seat and flew with his life long
friend, Spencer Hunn, as Co-Pilot.
The two flew together through all the
missions to Italy, Sicily, Naples and
Rome, then to the ‘big one’ to Ploesti.
Flossie Flirt was badly shot up, so the
two pilots made the decision to go to
Turkey where they were interned.
An AAF Attache aided in their escape aboard an Italian vessel, and two
months later he was back in England,
flying again. When Col. Frederick
Dent, commander of the 66th Squadron was seriously injured, Hughes became Squadron Commander.
In his 28 missions, he flew with
Shelby Irby, John Diehl, Frank Slough
and George Martin, sometimes as an
Observer, other times as Command
Pilot. He flew in Flossie Flirt, Queen
Marlene, Big Fat Butterfly, Myrtle
the Fertile Turtle, Sabrina III and
Hellza Droppin.
His last mission was 18 April 1945.
Returning to the States in May,
1945, Hughes flew B-29s in Mexico.
When the Pacific War was over, he
took advantage of the GI Bill, going to
Stanford to complete his education.
While there, he returned to active duty
in the regular Army as a Major on flying status. After graduation, he was
assigned to the Research and Development Board in the Pentagon. This was
followed by five years in California,
involved in the development of Ballistic Missiles, followed by five years
of R & D at Andrews Air Force Base in
Maryland. His last tour of duty was
Commander of the Air Force Satellite
Test Center in Sunnyvale, California,
the Control Center of all Air Force Satellites. He was part of the team that
developed the technique for recovering
the Space Capsule, all classified work
at that time.
Col. Hughes retired in 1971. He has
one living daughter, (having lost one
Kesling, Haven S. (Jack) #20912
66th Squadron 3 September 2010 Lt
Kesling was a Navigator on the Norman Nutt crew. His first of 22 missions was on 6 February 1945. All but
one of the Nutt missions were into
Germany. They flew in Glory Bee,
Henry, Fifinella, Mi Akin Ass and
Jersey Jerk. Their last mission was 20
April 1945.
After the war Kesling joined the Air
Force Reserves, and was called back
to active duty during the Korean War.
Later he was active in the Perma Stone
business. He became a manager for
DX Oil in several cities. Later he moved
to Des Moines where he became a
manager for Sears.
He leaves his wife of 65 years, June
Manthai. The couple had five sons,
one of whom was lost in early life.
They had 8 grandchildren and 11 great
grandchildren.
News of his death came from his
pilot, Norman Nutt.
Litris, Harry (Aristides) #23012
506 Squadron 12 April 2010 S. Sgt.
Latris was a gunner on seven different
crews, filling in three gunner positions
– Left & Right Waist and Belly. He flew
with seven different crews and eight
different Command Pilots. His first of
27 missions was 7 January 1944; his
last on 6 December 1944.
Latris flew in eight different planes:
Lucky Strike, Peep Sight, M’Darling,
Prince/Princ-Ass/Princess, Consolidated Mess, Ole Cock, Hell’s Kitchen,
Sabrina II and Passion Pit.
The crews he flew with were: Dean
Miller, Paul Blow, J. W. Grow, Daily
Thompson, Billy Rosser, Harold
Koven, Billy Rosser and Richard Hru40
�FOLDED WINGS
who had survived the Holecaust. Dale
& Lee had five children, 14 grandchildren and 13 great grandchildren. He
was residing in Chandler, Arizona at
the time of his death. News of his
passing came from his daughter Kathy.
Ed. Note: There is a discrepancy
in the name of the pilot of Southern
Comfort: The database lists Dale Lee;
Will Lundy’s book, Roll of Honor and
Casualties lists Horace Austin.
by. The Command Pilots with whom
he flew were: David Saylor, Frank
Slough, C. C. Parmele, Reginald Phillips, Robert Felber, W. A. Polking
(from 392nd Sq.), James Kahl, James
McAtee and Frank Davido,
On D-Day Litras flew two missions:
Caen (Vire) and Colleville/St. Laurent.
After the War, Litras was in the restaurant business. News of his death
came from his wife Anne. The couple
had been married 61 years. They had 5
children. At the time of his death, the
couple was living in East Farmingdale,
New York.
Leedy, Donald W. #21077 68th
Squadron 12 January 2000 S/Sgt.
Leedy was an Engineer and Top Turret
Gunner on the Ted Williams crew. Their
first of sixteen missions was on 22 February 1945. In the two months that this
crew was flying, they flew in eight different aircrafts: Three Kisses for Luck,
Scotty Mac, Mi Akin Ass, T.S.Tessie/
Beck’s Bad Boys, Jose Carioca, Puritanical Bitch/Puritanical Witch, Limpin
Ole Sadie/San Antonio Rose, Louisiana
Belle, and several unnamed aircrafts.
Leedy’s last mission was 14 April 1945.
Information of his death came from the
Social Security Records.
Lee, Dale V. #21076 506 Squadron 18 May 2010 Lee was a gunner
on the crew. His first mission was 2
July 1943. Upon arrival to Shipdham,
the Dale Lee crew was immediately
dispatched to Africa, where the crew
flew the missions into Italy and Sicily,
in preparation for the invasions that
were under planning.
Lee flew in Heaven Can Wait, Pete
the Pom Inspector, Southern Comfort, Ruth-Less, Timb-A-A-AH and
Jenny/Lady Luck.
On 1 August 1943 the Lee crew
followed Col. Leon Johnson to Ploesti,
and arrived back safely. Fifteen days
later they went to Foggia in Southern
Comfort and the plane was brought
down by fighters.
Lee was part of the group of escapees from an Italian prison. His dramatic story of crossing across the Italian mountains, constantly pursued by
Germans, has been recorded in the 8
Ball Tails. When he finally was able to
get back to Benina Main, he received
this Distinguished Flying Cross award
from Jimmy Doolittle.
After the War, Lee became involved
in dairy farming and cattle investing.
He was preceded in death by his wife
Alice, who had been WWII nurse, active in caring for the Jewish prisoners
Logsdon, Francis H. #24704 66th
Squadron 24 December 2002 Lt. Logsdon was a Navigator on the Harry D.
Yoder crew. He flew all thirteen missions with this crew, and with six different Command Pilots: J. I. Turnbull,
Spencer Hunn, Frank Davido, Robert
A. Johnson, George Player, and A. L.
Johnson. The Yoder crew flew in Gipsy Queen, Myrtle the Fertile Turtle,
Patsy Ann II and The Banana Barge.
On D-Day they flew 2 missions: Colleville/St. Laurent and Caen (Vire)
Logsdon’s first mission was 12
March 1945; the last 28 June 1944. Information about his death came from
the Social Security Records.
Mansmith, Harold E. #21184
Squadron or auxiliary assignment un41
�FOLDED WINGS
On 18 March 1944, flying in
Scourge of the Skies on a mission to
wipe out an aircraft assembly plant in
Friedrichshafen, Germany, the plane
was hit by flak, and both engines on
the left side became inoperable. The pilot took the plane to Switzerland and all
members of the crew became internees.
At one point Melson decided to
escape, but was captured at the Italian
border, and was sent to the ‘hell hole’
at Wauwilermoos. Again he found a
way to escape, but was apprehended
again, for which he was placed in solitary confinement. While being transferred back to Wauwilermoos, he escaped again, was able to get to Lyons,
France and was helped by the Resistance Fighters.
Melson and his wife Jeanette had
two children. They were living in
Datsboro, Delaware at the time of his
death.
known 16 December 2001 There is no
record of his services. Information of
his death came from the Social Security Records.
Martin, William H. #21212 Squadron or auxiliary assignment unknown 8
September 1987. There is no record of
his services. Source of information of
his death – Social Security Records.
John E. McKay #21282 506
Squadron 25 September 1998 Lt. McKay was a Navigator on the Myron H.
Butler crew. They flew eight missions
in Cape Cod Special II, the first on 7
July 1944; the last, seven days later on
14 July 1944.
The target on their last mission was
an armaments center in Oberpfaffenhofen, Germany, near Munich. Before
they reached the target, flak hit one
wing, creating a large hole. Knowing
they could not continue, they headed
toward Switzerland. Another burst of
flak knocked out one engine, and the
rear stabilizer was shot off. The crew
was forced to bail out of the disabled
plane, and were immediately captured. They were imprisoned at Stalag
I, Barth, on the Baltic Sea. They were
liberated by the Russians.
Four planes were lost on that mission; 2 men were KIA; 20 were interned and returned; 18 became POW.
Information of McKay’s death came
from the Social Security Records.
Muff, Thomas D. #21441 506
Squadron 27 October 2010 S/Sgt.
Muff was a gunner on the Walter
Scott crew, serving in all positions. On
his 15th mission he became ill with
appendicitis, underwent surgery, and
after that flew with the following
crews: Charles Adkins, John J. Ryan,
Jr., Thomas Waters, Robert Hoisington and Ray Criesielski.
Muff’s first of 30 missions was 14
May 1944. He flew in nine different
aircrafts: Ole Cock, My Everlovin’
Gal, Gallavantin’ Gal, M’Darling,
Southern Comfort II, Down De
Hatch, Southern Comfort III, Sabrina
III and Clean Sweep/Dragon Nose.
His last mission was 30 October 1944.
After the war, Tom became a meat
cutter. In time he and Dorothy started
their own business, Tom Muff’s Meat
Market in Bradenton, Florida. The
market operated for 25 years.
Tom took up woodworking, and the
couple made and sold crafts as a hobby,
Melson, Howard J. #19895 66th
Squadron 2 October 1997 T/Sgt. Melson was an Engineer/Top Turret Gunner
on the George Tedford crew, and once
on the John Winchester crew. On
one mission he served as a Nose Gunner and Togglier. His first mission was
11 January 1944. He flew in Queen
Marlene, Scourge of the Skies, Big
Fat Butterfly, Chief’s Delight/Chief
Wapeli/ and Hell’s Kitchen.
42
�FOLDED WINGS
ert Hoisington crew. According to the
Database, he flew 2 missions as a Ball
Turret Gunner, many as Bombardier/
Nose Gunner & Togglier.
The crew flew 34 missions, the first
on 26 August 1944, most into Germany, hitting bridges, tunnels and
refineries. They flew in Sierra Blanca,
Consolidated Mess, Clean Sweep/
Dragon Nose, Southern Comfort III,
Hairless Joe and Joplin Jalopy. Their
last mission was 6 February 1945.
At the time of his death, Pursley and
his wife Jeanette were living in Glendale, Arizona. Jeanette reported his
death to Jackie Roberts.
traveling all over Florida. He also had a
love of antique cars. He enjoyed exhibiting them, and won many trophies.
Dorothy passed away in October
2008. The couple had two boys and
two girls, four grandchildren and nine
great-grandchildren.
Payton, John #23967 67th
Squadron 8 June 2010 T/Sgt. Payton
served in many position in the planes
in which he flew. According to the
Database, he was first a Gunner, then
a Nose Gunner and Togglier; and finally, an Engineer and Top Turret Gunner. He flew most of his missions with
the Jack Thomas crew, but also with
Keith Cookus, D. H. Dines, Charles E.
Hughes, Gilbert Abell, Charles Mercer and Rockford Griffith. In his later
missions, he flew with the following
Command Pilots: Frank D. Slough,
Howard Holladay and Spencer Hunn.
Payton’s first of 29 missions was 2
February 1944, his last was 18 March
1944. In preparation for D-Day, these
missions were directed toward Military
Installations, Aerdromes and Oil Refineries in both France and Germany.
Payton flew in the following planes:
F for Freddie, Shack Rabbit/Star
Spangled Hell, The Impatient Virgin,
D-Barfly, Tuffy, Judy’s Buggy, Raggedy Ann II, Lil Cookie, Mi Akin Ass,
Myrtle the Fertile Turtle and Phyllis.
After the War, Payton became a
professional photographer. He set up
a business in Houston, Texas, where he
met and married Nancy, who assisted
him in his business. The couple had six
children, twelve grandchildren and one
great grandchild. They were residing in
Bastrop, Texas at the time of his death.
News of his death came from his
wife Nancy.
Ed. Note: Warren McPherson pointed out errors in other Folded Wings
reports: S/Sgt. Robert Rusch was credited with 25 missions when he had
flown 30; Everett Wellman was credited with 23 missions when he had also
flown 30. The incorrect numbers are
in the official records, which were the
result of many records being lost when
the war in Europe was over and the Air
Corps was readying itself for the battle
in the Pacific. The 8 Ball Tails tries to
produce genuine truth, but frequently
the airmen’s own records are the only
ones that are totally accurate.
If any member knows of incomplete
combat records, and can produce the
information, Arlo Bartch will make the
correction on the Web Page. Do you
know how to get to the Web Page?
Go to 44thbombgroup.com, click on
database, click on flight crews, enter
the flyer’s name, and the computer
will produce the flights that each man
flew. If worse comes to worse, call the
Webmaster, Arlo Bartsch: 501 9225247.
Pursley, Charles E. #25185 506
Squadron 3 March 2010 S/Sgt. Pursley held several positions on the Rob43
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
THE MIGHTY EIGHTH MUSEUM
The Mighty Eighth Museum is an educational edifice that exhibits all
aspects of WWII in Europe. The 8th Air Force was activated in Savannah,
Georgia on 28 January 1942, and is the largest air force that has ever
been created.
Under its directions were the B-17s, B-24s, P-47s and P-51s. General Ira Eaker was its Commander. The Mighty Eighth flew 4,145 missions; 135,000 men flew combat in this powerful force. The two most
disastrous were Schweinfurt for the B-17s; Ploesti for the B-24s. The
Museum has dramatic exhibits to these two missions.
�
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8 Ball Tails
Newsletter
Dublin Core
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Title
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8 Ball Tails Volume 10 - Issue 4: Winter 2011
Source
A related resource from which the described resource is derived
<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
-
https://d1y502jg6fpugt.cloudfront.net/65043/archive/files/42b45b044a1c8ae73456062ae7aa2d89.pdf?Expires=1712793600&Signature=ino5Is-b1RUIL24ytsKjzbAl10uX89UAMtglBfeLrjpksaBNs57mrCXUD-Kl%7EM2ehTPeWxfKi9V4LTh-ZTYSXOQBEIAzQO16mddP42CYjwxIteF%7E0GNtspcDWVn3PnvXhJofG8yiW61cDBp73wrbBo-NJJAUEqoB6JpS2isw8j8JpXJKOHSvWE2qkCiIjL6i4G-8%7EoyiYNQnC1TJT3VxMN-5CTlfSOxf77bgoPBgSSnmMpyAAAKb8cxegYR3XzoeVegArdMJPVd2Rzi5Q60CRs0XsTWafgGHI6IA-v0IX3UT98R%7Ext8UVaPcxGnF-Y18%7EK9KkqWhZLkV8-28w6OwdA__&Key-Pair-Id=K6UGZS9ZTDSZM
38d8c14fa82106e0f214c6fea4da497d
PDF Text
Text
44th Bomb Group Veterans Association
42-95150
8 BALL TAILS
Vol. 10 Issue #2
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Spring 2010
EIN # 68-0351397
PASSION PIT
Passion Pit #42-95150 arrived in
Shipdham in March 1944, and was
assigned to the 506th Squadron. She
flew a total of 43 missions with 15
different crews. The crews of Eustice
Hawkins, John C. Titter, Fred E.
Stone, John Milliken, John Doctor,
Norman Howe, Conrad Menzel,
Richard Hruby, H. K. Bennett,
Norman Bartlett and Gilbert Abell.
J. N. McFadden flew as Command
Pilot with H. K. Landahl on the first DDay Mission. Eustice Hawkins piloted
the second mission that day.
After D-Day, all efforts were to
keep German troops from assisting
fellow soldiers at Normandy. One of
the bloodiest battles transpired at the
Passion Pit afire at the Falaise Pocket.
Falaise Pocket, where Generals Bradley
Flak explosion overhead.
and Patton managed to entrap
thousands of German soldiers. To strengthen their position, they called on the Air
Corps to bomb the areas where Germans were trying to break through.
The date was 13 August 1944. Twenty five planes were dispatched, Passion
Pit among them. Flak was heavy and accurate; # 1 and 2 engines burst into
flame. The Milliken crew escaped the plane just in time.
1
…continued on page 3
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail mywings@cox.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail leeaston@elberton.net
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail r_blynch@heartofiowa.net
(first three letters r_b)
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail b24dobbs@yahoo.com
Director: Charles W. Tilton
812 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone 011-44-1603-400221
E-Mail stephenadam2009@btinternet.com
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: SirArloB@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�PASSION PIT … continued from page front cover
John McClane, Navigator on the Charles D. Peretti crew (68th Squadron), saw
Passion Pit fall out of formation, followed by a monstrous explosion. He described the
frightening scene, “The engines were torn from the wings and went tumbling through
the sky with their props wind milling as they fell in a large linear arc. The wings,
fuselage and tail were torn to shreds.“The pieces of aluminum drifted and twisted
while they were falling. With each turn the sun would reflect off their surfaces back
into my eyes, as if they were mirrors. But the most spectacular sight was the fuel cells
which had been torn from the wings. They did not explode their gasoline, but rather,
they burned in huge orange tongues of flames streaming out behind the cells as they
fell in a wavy fashion toward the earth.”
At the road junctions between Le Havre and Rouen, France, the crew of Passion
Pit fell into German-held territory and all became POWs
THE CREW OF PASSION PIT
ONE EVADEE, ONE POW WHO EVADED, EIGHT POWS
Ironically, on August 13,
the order came down that
31 missions would be
sufficient for crews to return
home. This was the 31st for
the Milliken crew; but
instead, they were on their
way to their new dwelling—
prison.
Together they were
herded into a canvas-top
truck for transportation from
France to Germany. John
Milliken, pilot, was able to
hide a knife from his
Front L-R Jack Bertoli, Navigator; Irwin Stovroff,
captors. At one point, he
Bombardier, John Milliken, Pilot.
Back: Darrel Larsen, LW Gunner; Martin Richard,
slashed a hole in the canvas
Engineer/Gunner; Gilbert Yarbrough, Tail Gunner;
and slipped off the truck,
Kenneth Beckwith, Radio operator;
rolled into the bushes and
and Morris Larkin, Tail Gunner.
eluded the German guards
who would have shot him on the spot. He walked many miles and sometimes hung
out in a cow pasture until a British force came through. They helped him make it
back to Shipdham, unscathed.
The rest were questioned in Paris, then sent by box car to Frankfurt. While sitting
with Irwin Stovroff, Bombardier, Co-Pilot William Manierre, noticed another
prisoner who kept staring at the two of them. Neither could figure out why the
man was looking so intently. Suddenly they connected – it was Manierre’s
3
…continued on page 4
�THE CREW OF PASSION PIT … continued from page 3
brother Cy. Cy had been dropped by a
plane to the French Underground. He
had been aiding the Marquis in blowing
up trains; and along with others, was to
be shot as a spy. Only a coincidence of
fate kept him alive, to join his brother at
Stalag Luft IV.
Darell Larsen, LWG, remembers the
ride from Paris to Frankfurt in the box car.
“They put 50 or 60 in the car with only
one window for ventilation. We took
turns standing or sitting, as there wasn’t
enough room for everyone to sit. “Our
interrogators at Frankfurt were from the
Gestapo. One was a graduate of Yale;
the other graduated from Harvard. Their
story was that they came to Germany for
a visit and in their words, ‘got trapped.’
The enlisted men were separated from
the officers, and we got sent to Stalag
Luft IV. Several months later, the Russians
were approaching, so the Germans started us marching back toward Germany.
Richard was a Yale graduate.
Unimaginable but true, he sang “Yankee
Doodle Dandy” to his prisoner.
“I felt they were playing mind games
with us,” Richard recalled. “They would
ask the same question over and over,
hoping we would say something more
than name, rank and serial number. All of
their mannerisms were very threatening.”
From there the prisoners were moved
to a convent which had ten foot walls.
Here was the next threat, ‘If one of you
escapes, we will kill 15 or 20 of those
who are left.’
Stalag Luft IV was in Poland, near the
town of Grostychow. Richard remembers
that someone in the camp secretly rigged
up a radio. Progress of the war traveled
quickly by softly spoken words. In
January the Russians were nearing the
outpost, so all the kregies were marched
out. This was January. They walked for
three months along the Baltic Sea, close
to Kiel, sleeping in barns or in the open,
filthy dirty and full of lice. At one point
they marched along the east side of
Berlin, almost to Leipzig. Finally they
met the British troops, which was the
beginning of their trip home.
Irwin Stovroff had a truly unique
experience. Being Jewish, he threw away
his dog tags; and when questioned,
answered only with his name, rank
and serial number. In Frankfurt, his
interrogator said, “Since you won’t tell me
about yourself, I will tell you about you.
I know who you are, and I know what
you are, (meaning Jewish). He proceeded
to name my father, mother, sister and
brother. He knew the school I attended in
Buffalo, and the name of a girl I had
dated.”
“How can you know that?” I gasped.
“You were my paper boy when I lived in
Buffalo,” he replied. It seems that the
Luftwaffe officer had come to Germany to
visit his grandmother, and was drafted.
The officer promised to help Stovroff. On
his written report he placed a question
Larsen’s Escape
“At the Oder River near Stetein, with
the help of some Polish slave laborers, I
got across on a barge. Along with two
RAF pilots, we managed to reach the
British lines. American Intelligence Officers
got us to London where we were placed in
the 7th Hospital. They fed us and de-liced
us, and brought us back to health.
“The Brits found us to be a problem.
Sometimes we would sneak off and get
drunk; and what was worse, took their
bikes. They solved the problem by hiding
our clothes.”
Larsen went by boat from London
to East Anglia, back to Shipdham,
then home to California where he was
discharged. He celebrated VJ Day in
Hollywood.
Martin Richard (Engineer/Top Turret
Gunner) remembers arriving in Paris as a
POW. The Germans paraded the prisoners
through town, proud to show off their
captives.
The Gestapo agent who interrogated
4
…continued on page 5
�THE CREW OF PASSION PIT … continued from page 4
mark under
religion, but it
was no help.
At one
point, the
German captors
decided to
separate the
Jewish prisoners
from the group.
They ordered all
Jews to step
forward,
whereupon the
entire group
stepped forward. However,
Irwin Stovroff
it did not take
and his Vet Dog
long for the
Germans to find out who was Jewish.
They separated them, in preparation for
execution. Their lives were saved by an
American army officer, Col. Zemke, who
told the commandant, “If you execute
the Jewish prisoners, you will be held
accountable after the war.” Apparently
the possibility of losing the war was a
strong enough deterrent to change the
prison’s policy.
Stovroff, William Manierre
(Co-Pilot) and Bert Bartoli (Navigator)
were all released at the same time.
responsibility of keeping their charges
safe. This requires money. At first he
paid out of his own pocket, but seeing
the great need, he began a fundraising
project. So far he has raised over two
million dollars. He needed much more
help, so he started writing to
Congressmen, describing the size of
the problem and the need for help to
solve it. Finally, Representative Rod Klein
introduced a Bill in Congress, “Gift for
Life”. Every member of the House put
the Defense Authorization Act 2010 to
the top of the list, and help is now
available. In October President Obama
signed the bill into law.
In his report, Representative Klein
applauded Stovroff’s efforts, pointing
out that a single man with absolute
determination, has corrected a major
problem in our society.
It is no secret that dogs are man’s
best friend. Stovroff took full advantage
of that known fact, and a lot of disabled
veterans are grateful for his foresight. His
Web Site is www.Vetshelpingheroes.org
In Frankfurt the crew if Passion Pit
met Bill Topping, Bombardier on Bad
Penny. He was a member of the Leroy
Hansen crew, 67th Squadron. They got
shot down on their first mission to
Bremen, 13 November 1943.
While the crew of Passion Pit were
going through a frightening experience,
on the German side, things were worse.
With the growing weakness of the
German response to D-Day, Field Marshall
Gunther Von Kluge was ordered back to
Berlin. Knowing Hitler would certainly
put him to death, he chose to commit
suicide. The Allied victory at the Falaise
pocket was so successful, the area
became a killing field – one of the most
intense and vicious battles of the war.
What does one do after being face to
face with almost certain death?
Irwin Stovroff became a Service
Officer, helping ex-POWs who needed a
helping hand. He continued this practice
for years until the Iraq War. Then he
found that POWs did not arrive from Iraq:
the Iraqis did not take prisoners—they
chopped off their heads!
Stovroff and his associates turned
to another need—Seeing Eye Dogs for
blinded soldiers. Later it became
apparent that Service Dogs could be
trained to care for men in wheelchairs.
They walk alongside the chair, lead the
way across streets and assume the
5
�PRESIDENT'S MESSAGE
Here we are in mid February in Tampa-- wondering if warm
weather is ever going to arrive! We do not complain, however,
seeing what those of you, north of here are experiencing!!
Jackie Roberts reports that 2010 dues are coming in. Some
370 dues notices were sent out and she has had some 260
returns. Just a reminder to those 100 or so who have not yet
sent them in. Also a reminder to report any changes in
addresses, etc. to Jackie.
We have some exciting news. Roy Owen, our late president,
had a dream of getting an Air Force Unit with a 44th designation so that our heritage
would be carried on in the active duty Air Force. In January, Roger Fenton received an
e-mail from Col. Kent Furman, a Squadron Commander at Hollaman Air Force Base in
Alamogordo New Mexico. A 44th Fighter Group was being activated! They are
looking for memorabilia of the 44th
Bomb Group and want to invite some 44th veterans to an Activation Ceremony.
Details are not yet formalized. The 44th Fighter group has one squadron of F-22's and
another squadron will be flying unmanned aircraft! We are all excited to see Roy's
dream come true and sad that he is not with us to see it happen.
We spent New Year’s in Norfolk, England., and had a short visit with Eric King and
Dru Forsdick. Eric was a farm worker during the war and befriended several 44ther's.
He has many stories about the old days. We also got to see Peter and Margaret Steele
, who came to our Tampa Reunion last year. Peter is the Curator of the 44th Museum
at the airfield. A short visit to
Shipdham found quite a bit of activity on a cold, clear day . We met several old
friends there- Geoff Draycott, who wrote that "Salute to the Eighth" poem that
appeared in the Summer 2008 Ball Tails; Chris Barrett- young glider pilot and collector,
who helps with the museum; and Mike Atherton, who did much on the Memorial
Garden.
We managed to get home after only a one day delay due to the biggest snow storm
in memory near London- 15 inches!!! Also the coldest in England for many years!! I
am sure we will all welcome spring.
George Washburn
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
“For once you have tasted flight, you will walk the earth with your eyes turned
skyward; for there you have been, and there you will long to return.”
This quote from the 49th Fighter Squadron’s Publication, The Hangman’s News.
The editor attributes this statement to Leonardo DaVinci – who only dreamed of
flying.
6
�LETTER FROM SHIPDHAM
By Peter Bodle
Like most parts of the Northern hemisphere, we at
Shipdhan had a very traditional white winter with more
than our fair share of Ice and Snow. All of which meant that
the flying activities over the winter have been slower than in
previous years. On a personal note, I have edited my last
Shipdham Flying Club monthly newsletter and handed it on
to Lauren Bean our new editor. Lauren is one of the new
crop of young pilots who are starting to take an active part
in the running and administration of the club and its activities. Another teenage pilot who is ‘getting involved’ is Chris
Barrett who I have mentioned before, as one of the
Museum’s Assistant Curators, helping Peter Steele and
myself with upholding the memory of the 44th. With an
active team of younger folk getting this involved, the future
for the club and the museum looks very promising.
We are aware that the passing of time does not make return trips to your old
station any easier, so we are delighted to note that a visit is being arranged for Arthur
(Art) Holt (66 Sq.). Art was a 1st Lieutenant, and Bombardier who flew 29 missions
with the 44th starting with the raid on the Juvincourt Aerodrome in Jail Bait on Sat
August 12th 1944 and ending with The Brunswick Marshalling Yard raid on Sat March
31st 1945 in 44-49356. He also flew in Big Time Operator (12 missions), King Pin,
The Big Headed Kid, and Loco Moto, as well as numerous un-named aircraft. Art is
expected to be with us in mid summer. If any other folks are thinking of making the
trip, please let us know and we will ensure you a traditional Shipdham welcome.
I will no doubt report back to you all on his visit in a later edition of ‘Tails’.
peter@bodle.demon.co.uk is my e-mail and gliding.steele@btinternet.com is Peter
Steele’s. Please drop us a note, even if it is at the last minute, we will be delighted to
meet up with you and show you round.
Despite the recent economic woes, the membership levels at Shipdham Flying Club
have remained constant and we can still boast over 100 active members, which for a
rural G.A. flying club in the UK., is pretty darned good. A recent major clearing –up and
thinning out session in the hangar will allow is to house a couple of more aircraft and
that way boost the club’s income without adding too much of a strain on individual
members wallets, although private flying has never exactly been a low cost hobby.
The Museum team have had a pretty successful year with a couple of hundred
pounds being dropped into the donation box by the entrance.
Considering we only ‘officially’ open for 8 Sundays a year, that struck us as a pretty
good sum to help run and expand the operation and continue to look after what we
already have on display.
Like you we all look forward to the arrival of spring and for us, the start of both the
Museum season and the prime flying time for the club.
Best wishes as always from Shipdham.
Peter Bodle
7
�GOOD NEWS
More than a year ago, Lee Aston came
up with a design for a 44th Bomb Group
Monument which we hoped we could
place in the Courtyard at the Army
Heritage Education Center in Carlisle. As
it happens, Lee has a piece of property
that is full of granite, and he was willing
to donate a chunk to this noble goal.
Lee has created other monuments for
other causes—such as kinfolk from the
Revolutionary War era, and a plaque for
the Control Tower at Shipdham. Lee had
the connections to have the stone picked
up, transported, and carved to our specifications.
With the help of Will Lundy’s book,
Bob and Liz Lehnhausen figured out how
many men served in the 44th ; how many
air crews were shot down; and the number of KIAs, POWs, and WIAs. On the
back of the monument are the names of
the two men who received the Medal of
Honor – Leon Johnson and Leon Vance;
and the two missions that earned the
Presidential Citation – Kiel and Ploesti.
Mike Perry, Executive Director of the
Heritage Center Foundation, approved the
design, but assured us that every monument must meet the approval of the
Secretary of the Army, which means—
going through a lot of committees!
However, he told us where to start, and
gave us reports on its progress through
the system.
Then, one day the Secretary of the
Army wrote me a letter, approving the
monument. It will be set in place and
unveiled at the Army Heritage Celebration
on Armed Forces Day. What could be
more appropriate than that the history of
the 44th Bomb Group should be locked in
stone? We have a special location where
it will be set, so if your children, grandchildren or great grandchildren ever walk
the Trail in the Army Heritage Courtyard,
they will see your rock-solid history along
the way.
The unveiling will be held on May 16,
2010 at 2:00 PM, and you are invited to
join the ceremony. Simultaneously, AHEC
will be celebrating Army Heritage Day, and
5,000 people are expected to be walking
the Trail and viewing the collection of
army memorabilia from many wars.
If you decide to attend the unveiling, please let me know. It is important to know how many 44thers will
be attending the ceremony. Call me at
717 846-8948 or send me an e-mail
rdavismorse@aol.com.
Everyone is invited to attend the unveiling. If you plan to join the group,
please let me know. They expect a lot of people there, and want to know how
many will be with the 44th BG.. Call me at 717 846-8948.
8
�FROM THE DIARY OF BOB BLAKENEY
Radio Operator/Gunner on Black Sheep
(On his first and only mission, Foggia 16 August 1943)
Flying with Carl Hager, Pilot; Robert
Pimentel, Co-Pilot; Wallace Blake,
Navigator, John Mills, Bombardier,
Howard Woods, Radio Operator/Gunner;
Isabelino Dones, Engineer/Top Turret
Gunner; Francis Curry, Engineer/Gunner;
Henry Farley, Waist Gunner and J. A.
Hess, Tail Gunner
“About 125 to 150 B-24s took off in
the early morning hours, with our plane
the tail-end of a 4 plane diamond formation. Our pilot this day was Robert F.
Pimentel, who had more experience than
our regular pilot, Carl Hager, who for this
mission, flew in the right seat.
We checked the plane, loaded the
bombs and checked the ammo – then
took off, Circle D and joined up with the
group formation. We were flying a
diamond formation, with our plane being
the tail of that diamond.
Over the sea, after we had been flying
for several hours, each plane dropped
from the formation and we test-fired all
our .50 calibers. J. A. Hess (Tail Gunner)
was loading his gun when he accidentally
pulled the ammo box off, and all his
ammo went onto the floor. He reported
this to the pilot, and Francis Curry
(Engineer) came back to hand feed Hess’s
gun as we neared the target.
About 20 minutes or so before we
reached the target at Foggia, we saw
Ack-Ack, but don’t believe it hit any of
the planes.
Thereafter, we saw German fighter
planes all over the place. They were
mixed Me-109s and FW 190s, and my
guess is that there were over a hundred
of them. Almost before we knew it, our
right inboard (#3) engine was on fire.
I told Hess and our pilot about it, that it
was flaming and smoking, so Hager
finally feathered it.
All of a sudden, the fighters seemed to
pick on us. Hess hollered that B-24s were
going down on his side. It was horrible
to see a B-24 go straight down around
and around, so we yelled for the guys to
bail out. Six to eight of our 24’s suffered
the same fate. On my right, one of the
planes in our formation dropped back
to fly parallel with us. Next thing I saw
was the crew in the back of this plane
jumping out, their chutes opening.
Just before they bailed out, two
German fighters came at us from the right
and rear, so everyone was shooting back
at them. They came in so close, I could
see the pilots’ faces for a second or two.
Anyhow, all the guns on the right side
and tail of our ’24 and the plane next to
us were shooting at these two fighters,
making one of them drop off.
I saw it smoking as it went down, and
the pilot bailed out. But they had hit us,
too, and our other inboard (#2) engine
was on fire.
Then 3 or 4 fighters attacked two of
our planes directly from the rear. I heard
Henry Farley(Waist Gunner) yell over the
intercom from his tail turret, because a
fighter had hit his turret, peppering him
with Plexiglas. Later, I saw him with
Plexiglas in his face, and he was bleeding
badly. His guns were not damaged, but
the turret would not turn to follow the
attackers.
All this time everyone was firing at
these fighters, and one went down,
smoking. And in the adjacent plane to
ours, I saw the crew go out the waist
windows. This plane was on fire, too.
Bombs out but fighters in waiting
By now we had dropped our bombs
and were heading out from the target,
when the fighters swarmed in on us
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again. They shot down another ‘24 close
to us while we were hollering over the
intercom to have our pilots maneuver up
or down to avoid the attacking fighters.
By this time we had a third engine on
fire and the wing was smoking. I tried
to get the tail turret going, but had no
success. Francis Curry (Engineer) was
called up to the front of the plane by
Pimentel or Hager, to help with the
feathering buttons. We could see holes
in the plane from the hits they had been
taking, but miraculously, no one had
been wounded. We all felt ourselves to
make sure we were okay.
It seemed that the fighters followed us
for a long time. I cannot remember how
long, but when they finally left, “Rene”
Dones (Right Waist Gunner) came to the
back of the plane, because the pilot had
told us to put on our chutes – and to
throw out everything we could to keep
our altitude. But we kept dropping,
even though we tossed everything loose
overboard – guns, ammo, etc.
As we were doing this, Hess, who
always was the nervous one, yelled that
we should jump. We were going down
gradually, but it was too late for that, as
we were already too low over the water.
Besides, I did not relish the idea of
jumping into the water. Of course we all
had been ready to jump if we got the
pilot’s signal, but now it was too late to
bail out. We went into steeper dive, and
Hess hollered that we were going to
crash. I heard a bell sound, so we in
the rear, Hess, Dones, Farley and myself—
started to brace ourselves for the
inevitable.
When we hit the beach, the sand
broke through the bomb bay doors and
flew all over the plane. The doors came
off and slammed into us, but fortunately
it only hit our legs. Hess got whacked on
his head by a door, putting a hole in his
head that bled for hours. Farley got
knocked down and injured, but not
seriously. Dones and I were not touched.
When the plane had almost stopped,
we heard an explosion that blew out the
bomb bay area. There was no immediate
fire, however, just that explosion.
When the plane came to a halt, Hess
was the first one out of the plane, yelling
for us to follow him. We had no idea
what ha happened in the front of the
plane until we all got out from the back.
Then we saw that the whole front section
of the plane was on fire.
Dones and I tried to go through the
bomb bay to help our guys in the front,
but by then the flames were everywhere
and very hot. We were forced back, then
removed our parachutes, but kept the
packs as we exited the wreck.
We found that Hess and Farley had
moved away because they thought the
plane was going to explode. But as we
were leaving to join them, we heard
someone call from the front to the plane.
We ran to the front to find Lt. Hager
alone – he was the only one from the
front to get out. He had taken off his
flight jacket, Mae West and parachute
in order to wriggle out the open side
window. He told us that he heard the
guys in the nose section screaming as the
flames engulfed them. He had told
Pimentel (Co-Pilot) to take off his gear
and go out his side window, but there
wasn’t time enough. The flames were
too severe. He didn’t make it.
We helped Hager out and away
because he was badly burned in the face
and hands. His ears were really scorched,
and he was in intense pain.
We had to abandon all efforts to free
the others, as the flames were consuming
The Crash
We learned later that we had had
no flaps, the wheels were up, and we hit
the ground at about 150 to 160 mph.
Hager and Pimentel made a tremendous
landing on the beach in Reggio Calabria,
but we did not know where we were at
that time.
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what was left of our plane. We heard
nothing from inside.
So five of us had managed to
escape – Hager badly burned, Hess still
bleeding from his head wound, Farley
bleeding from his many facial wounds,
plexiglass still embedded in some, while
Dones and myself were in pretty good
shape. None of us knew just where we
were, but we saw a farmer coming down
a dirt road nearby with a cart pulled by
an ox, I think. We yelled and he waited
for us, so that we could load Hager and
Hess, who thought he was dying. We
tried to halt Hess’s bleeding, finally
slowing it down a bit. He was weak,
though, from the loss of blood. Farley
was very excited. But we could hardly
touch Hager to help him, as his burns
were so painful.
The Colonel kept insisting we tell
him where we came from, the kind of
plane we were on, how many planes,
what was the target, and all of the usual
military questions. But when he got no
satisfaction from any of us, he began to
gesture that he was going to slit our
throats and have us shot. I told him to
go to Hell—and Dones swore at him
often. Of course, he did not know what
we were saying, so when a question was
ask, I’d tell him to jump in a lake, and
Dones kept up his swearing at him. This
went on for over two hours with the
Colonel becoming more frustrated, mad
as Hell. He again gestured that he was
going to have us shot.
During all of this time, Lt. Hager
got no medical attention. I kept asking
for a doctor by pointing to Carl and
gesturing for medicine and bandages.
They apparently had neither. John Hess’s
head wound finally stopped bleeding,
and I could see he had a hole as round as
a dime in his head.
At some point, I’d guess about 5 or 6
pm, we were told to march into the
street and led over and up stairs into
another building and locked in. It had a
slanted wooden partition on the floor, so
I helped Hager while Dones helped Hess
to lay down and to get them more
comfortable. Hager had been in bad
shock almost from the time he got out of
the plane, so needed all the assistance we
could give him.
We still had our parachute packs
which had emergency rations in them.
The irate Colonel was so emotional, he
forgot to have us searched, or the packs.
So we gave both Hager and Hess some
chocolate. I cannot recall everything in
the packs, but there large pieces of
chocolate, sugar candy, etc. But Hager
was in such pain that he could not sleep.
I put my flight jacket under his head, but
the poor guy was still in agony, no way to
relieve him of his pain.
Captured
About this time we got on the back of
the open wagon to ride for help. Then
soldiers came down the road in a truck.
We learned they were Italian soldiers,
who took us into town; Cantanzaro, I
think, in Reggio Calabris, which is the toe
of Italy.
They put us in a room that was free of
any furniture; and there we met a very
angry, small round, and completely bald
Italian Colonel. There were about eight
to ten soldiers with him, too.
Instead of applying first aid, or trying
to help Hager and Hess, the Colonel
pointed out numerous bullet holes in the
wall of the room where our fighters had
strafed the place a night or two earlier.
The Colonel was mad and started to ask
questions in Italian.
Luckily, Dones spoke Spanish, and I
understood most of what the Colonel said
due to my knowledge of French. So
Dones and I exchanged our interpretations
with glances and gestures. Later, when
we knew the Italians did not know
English, we told the rest of the fellows
what was said.
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Dones, Farley and I talked about what
we thought they were going to do with
us. We must only give our name, rank
and serial number. Farley was afraid they
were going to shoot us, but Dones and I
tried to assure him that they wouldn’t.
Later, perhaps 8 to 9 pm, we heard
the guards come up the stairs to get us.
Fortunately, they only came to get us to
feed us. I wanted one of us to stay with
Lt. Hager, but they insisted that all of us
go downstairs with them. I don’t know
what the food was, but it was okay, and
we all were starved.
Our guards tried to talk with us
again when one of them started talking
in French. I knew what he was saying,
so tried to whisper it to the others.
Somebody came in, bringing some
bandages and a sort of salve or lotion—
at long last!
stomach; then we used whatever clothing
we had to serve as his bedding. The rest
of us slept on the concrete floor, mostly
sitting up against a wall. No one slept
well, because either John or Carl kept
moving or moaning. There were no
facilities such as a bathroom, either, and
the two windows had bars on them. In
the very early morning I told Dones
and Farley that I was going to try to
get the ‘Eyties’ to take Carl and John to a
hospital. I didn’t know where they were
going to take us next, but Lt. Hager,
especially needed medical care
immediately. We had some medication,
sulfur or some other compound in our
packs, but we used all of it the first night.
Dones and Farley were sure that Eyties
wouldn’t know what we were asking for,
but to hell with it. I was going to try. I
said I’d talk in French to the Sergeant,
and he’d understand. We agreed that
both the Sergeant and the Colonel would
be damned mad when they learned I
understood the Sergeant’s French the day
before, but Hager simply had to have
help. So we agreed with my plan.
Again the soldiers came to get us,
took us down to breakfast. Hess was
so weak, we had to help both him and
Carl. Downstairs the same Sergeant was
waiting, and I asked him in my best
French, “Avez vous un hospital? And
pointed to Carl and John.
The Sergeant was surprised, no doubt,
but instead of running over to get the
Colonel, he asked me if I spoke French,
and said something about the Colonel
being mad if he found out. Fortunately,
the Sergeant had some compassion and
did not send for the Colonel. He used
French to inform me that there was a
hospital, but in another town.
Carl didn’t want to leave us, even
though I told him that John Hess would
go with him to the hospital. He still
refused to go, so all we could do was try
to get the dirty bandages off ourselves
Burn Care
I experimented with the salve or
lotion, first by applying it to Hager’s
hand, to see what his reaction might be.
The soldier in charge began blabbing to
me, and I gathered he thought I didn’t
trust them to give Carl the right medicine
– he was right. Anyway, Carl stammered
that the hand was okay after I had put
the stuff on it, so we did his face as
gently as possible. But to just touch his
hand, face and ears caused him to moan
in pain. I’ll tell you, I never in my life
saw a guy with the courage Carl through
all the pain his burns caused him
throughout this ordeal.
I think he was in shock for several
days. Every time it was necessary to
change his bandages and I had to remove
the old, it almost killed him. Of course,
this would open his wounds again.
There was pus coming out of the blisters,
especially with his ears – they were the
worst.
After we finished our first meal, they
took us back to the upstairs room and
locked us in again. Carl got sick at his
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and put clean ones on. It was slow and
painful, to say the least.
‘Breakfast’ was a cup of coffee and
some stale bread, then back to our cell.
The guards returned again about noon
and loaded us into one truck with an
Italian driver and four guards. I don’t
remember now, the name of the town
where we stopped for the night, but I
know we were on the road all afternoon
and most of the night. On the way,
we went up and down and around
mountains and hills. The driver was
always talking to the guard with him,
and he was a lousy driver. It was scary
because there no rails on the side of
those roads.
During the ride, we still had our
parachute packs with us and, fortunately,
there were chocolate bars and sweets in
them. We were able to sneak them out
of the packs without being seen. Half the
time, one or two of our guards were
asleep anyway. We talked of jumping off
the truck – and I think we probably had
some good opportunities, but with Hager
and Hess, could not get far even if we did
escape. But we talked of getting away if
the chance came up later when Carl and
John felt better.
him. So we started yelling for the
guards, got three of them to come to the
outside of our cell. I told them that Carl
must get some medical attention and
medicine. By gesturing and some French,
I tried to make them understand there
could be some medicine in our packs that
they finally had taken from us. Could I
go look?
They would not let me out of the cell,
but they motioned to Dones, who was
small, that he could go. I told Dones to
strip all the packs of food or anything
else he could find to help us, and to bring
it along if he could. Dones spoke Spanish
to the guards and they understood him.
Dones finally came back with
everything from the packs, which wasn’t
much—the usual chocolate, some sugar
and sweets, as I remember it now, and
some gauze. “By then “Carl was sinking
lower, and we thought that he was going
to die. I again tried to get the guards to
get a doctor for him, but they only gave
us a hard time. It seems that some
planes had shot up the town a few days
or nights before, and they certainly were
not about to do anything for us. Dones
and I got mad and were really spouting
off—so much that they called the other
guards down, plus an officer, I believe,
and they started the same old business of
gesturing they’d cut our throats, etc.
I remember inviting them into our cell,
but of course the door was locked. It is
peculiar, but as afraid as we might have
been, the fear gets overwhelmed by
anger, and then there no longer is fear.
Had they opened the door that night to
shut us up, I suspect that Dones and I
would have gone after them. The anger
came from our feeling of helplessness in
seeing that Carl was dying and we could
not do anything to help – nor would they.
For four nights and three days we
were kept in this dungeon. The stink got
worse. Carl got worse, but Hess
improved a little. They gave us our
meal of macaroni a day, usually about 4
Our Next Quarters
We finally arrived at this town, name
unknown, and drove about one half mile
out of it to a stone building. They made
us get out, and frankly, we were relieved
to get out. They put us in one room that
looked and felt like a dungeon because it
was down in the basement of the building. It could have had a dirt floor or
cement with hay scattered over it. There
was a hole in the ground at one end, and
obviously, this was the toilet. It stunk!
Locked in, we got nothing to eat.
I tried to make Carl as comfortable as
possible, but he sure was in bad shape.
Evidently, due to his extreme pain at all
times, shock seemed to be worse. He
was moaning, and we could not help
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to 5 p.m. We didn’t eat the chocolate,
deciding to give it and the sugar cubes to
Carl. Both Dones and Farley were okay,
but I was always a bit afraid that Farley
might crack. He was quite young (about
19 or 20 and very immature, more
afraid than the others. But we treated
each other well and equally, which
seemed to help him. As long as he could
follow someone’s lead, he’d be okay, and
he was.
During our stay, we again talked about
putting Carl to sleep, something
to spare him his pain. But we couldn’t
hit him, nor do anything else. He did
manage to sleep at times due to sheer
exhaustion, but it was only in short spells.
I remember trying to stay up with him as
long as I could, but I’d still doze off and
wake up in the morning.
On the morning we left the dungeon,
we got into a truck with the same four
guards. Carl still showed few signs of
improvement, though he could have been
a bit better. I don’t recall our route now—
if I even knew then—but we finally got to
one town with a railroad station where it
looked like an army guarding it. I could
not determine if they were Italian or
German. The town was Taranto, but it
took me many years to establish its name.
Bari
We stayed here for several hours, then
finally put on another train, in a
cattle car, and taken to the town of Bari.
It was here that we had the toughest
time. The guards took us off the train
and walked us from the square on down
the street. But before we left the square,
there were people lined up on both sides
of the street, yelling and raising their
hands. Their ages varied from young to
old and all were getting stirred up.
Definitely we were in for it. They pointed
to bullet holes in houses and just
screamed at us. But the guards said and
did nothing. When one elderly lady
raised a stick as though to hit Hager, I
raised m hand to take the blow. It was
looking very bad for us, and we were
thinking we surely would be mobbed.
Still the guards did nothing.
Just at that time we heard machine
gun fire from two motorcycles as they
roared down the street, firing into the air.
The mob dispersed rather quickly as they
were afraid of these two Germans.
We were taken to a German headquarters for questioning, we guessed. So I
reminded our guys to give only name,
rank and serial number, to say nothing
else. Both Hess and Dones said they
weren’t going to salute any German or
Italian officer; and in fact, when Hess
came out he told us he did not salute and
did not stand at attention. I thought that
this was wrong and told him so.
Another Guest in the Dungeon
We complained about the stink
in the place, but got nowhere. Rarely
during the day did we see any guards;
they stayed away from us. But, as I
remember it, on the third or last night,
the guards brought in a Lieutenant
named Wilson, who was supposed to
have been from the Midwest. We all
remembered the warnings that the
enemy planted people among prisoners,
so we acted accordingly. This Wilson
must have thought we were either the
rudest or most stupid people he had ever
met. I told our guys not to say anything
in his presence. He, of course, overheard
me say this, and insisted that he had
been a P-38 pilot, and had been shot
down a few days before. He said he was
glad to see us, but we weren’t too happy
to see him.
He was about 5 foot 8 inches tall,
wore a flyer’s suit, had a mustache and, I
guess, he was about 25 to 30 years old.
We never trusted the poor guy, and as I
learned years later from Hager, Lt. Wilson
was truly a P-38 pilot, was sent to a
German POW camp in Germany.
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When I went in, there were three
officers at a table, two Germans and one
Italian. I clicked my heels and saluted.
I heard one of the officers say, ‘Bona
soldten” and I was glad that I had
saluted.
After we all had been interrogated,
they took us to a temporary prison camp
in Bari. We took care of Hess and Lt.
Hager, both of whom were feeling better.
Carl Hager’s face was still swollen, hands
still bandaged. So I helped him changed
his clothes, helped dress him, washed
and sometimes fed him.
It was here we met about 25 to 30
other American airmen, all shot down at
Foggia on the same mission with us. We
were there only three to five days, one
meal a day eaten about 5 p.m. usually
macaroni and hard tack, and no Red
Cross packages. We spent our time doing
nothing except a little boxing with each
other. One Italian considered himself a
professional boxer, had a pair of gloves
and wanted to challenge us. However, he
sparred with one of the officers and tried
to knock his head off; but happily, took a
beating instead.
While there, formations of some Allied
planes flew over on bombing missions.
The funny part is that they had an air raid
shelter at this camp, and when the planes
would come over, the siren would go off,
and all the guards ran for that shelter.
But all of us Americans ran outside and
cheered the planes.
We left Bari the same way as we
entered—walked through the streets to
the train station. But with one exception,
we had German guards. They put all of
us in two cattle cars, and our train went
through and over mountains in the central part of Italy. They had to stop at
every steep hill, unloosen all but one car
and then take it over, one at a time. I
don’t remember how long it took, but
somewhere along the way they separated
the enlisted men from the officers,
sending them into Germany and prison
camps there.
Prison at Sulmona
We enlisted men went to a prison
camp in Sulmona, Italy, which was
somewhere east and a bit north of
Rome. It was in a valley surrounded by
mountains and contained some 3 to
4,000 prisoners. There were over 3400
English, French, Turks or Greeks and
whatever, but we were the only
Americans—about 18 of us.
The first night an English Colonel came
into our barracks and laid down the law
to us. He was in charge! We were to do
nothing, including trying to escape, without his knowing and permitting it.
Immediately, we did NOT like him.
By now it was September, 1943. We
had German and Italian guards around
the prison at various stations. There was
a high stone wall with, as I remember it,
one gate. Could have had barbed wire
on top of the wall, but I don’t remember
for sure. There was a dirt field where we
played softball, a small church area and a
priest. I got a prayer book from this
priest, still have it at home. I always
wore my rosary beads while flying and
still had them around my neck there.
We all wondered and talked about the
others that were killed in the crash. We
talked about whether our families knew
we survived and were all right. Again, we
had one meal a day – macaroni and hard
tack—but we got so hungry, it started to
taste good. We received only one or two
Red Cross packages while we were there.
Don’t remember all they
contained, but it was just great, especially
the chocolate malts and crackers.
We were in Sulmona prison camp for
about four to six weeks—I lost track of
dates. The weather always seemed to be
good, we slept on straw over concrete. It
was uncomfortable at first, but one can
get used to it. I don’t recall any interrogation of us while we were there. On
one or two occasions, we saw our
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bombers flying overhead and, of course,
we hollered and waved to signal ‘give
them hell’.
But each passing day was just like the
others. Except for softball, we did
absolutely nothing. Oh, we did exercise a
little, but not much of that either. All of
us were still wearing our flight suits and
jackets. I do not recall any of the
Americans with us ever complaining,
except about the food. We all lost much
weight, I am sure.
During the time we were there,
rumors kept spreading around camp that
Italy had capitulated in September. After
a while, we noticed that some Italian
guards seemed to be missing. We were
told they left for home when they heard
Italy was out of the war. Anyhow, as the
days drug by, there were fewer and
fewer Italian guards on the walls around
our camp. We saw considerable numbers of German troop movements by
truck. Sgt. Jett had talked with one of
the German officers who, apparently,
told him Italy was out of the war; but he
warned Jett not to try to escape or he
would be shot.
Blakney’s adventures will be continued
in the next publication.
At the same time the crew of Black Sheep were suffering through the fear and
agony as POWs, President Roosevelt and Winston Churchill were meeting in Quebec for
the Allied Quadrant Conference. At the same time, the Allies had completed the conquest of Sicily.
You only live once, but if you work it right, once is enough.
Fred Allen
This performer came to Shipdham to
entertain the airmen. Does anybody know
his name?
16
�Some thoughts on Colonel Richard “Dick” Butler Truly
an Officer and a Gentleman
From: Robert Lehnhausen, 68th Squadron Commander
Dick came to the 44th as the Co-Pilot
of the Walter Bunker crew in the 506th
Squadron. The 506 was the fourth
squadron of the 44th and arrived on
Station 115 (Shipdham) in early March,
1943. The Bunker’s crew was one of
eight crews that made up the 506th.
Butler participated in both of the 44th
missions that earned the Presidential Unit
Citation, Kiel, Germany on May 14, 1943
and the epic low level mission against the
Ploesti, Roumanian oil complex on August
1, 1943. He also flew on several more of
the 44th’s most dangerous and costly missions. Notable were the Foggia mission of
August 16, 1943 and the hellish mission
to Wiener-Neustadt on October 1, 1943.
Dick Butler gave thirty years of
admirable duty to our nation. All of his
duty was with elements of the Strategic
Air Command. It should be noted that he
was a veteran of WWII and the Cold War.
At retirement in 1971 he was the Chief of
Staff of 15th Air Force. In 1964 he
became the Commander of March Field,
CA. In 1966-69 he commanded the
320th Bomb Wing at SAC unit of B-52
and KC-135 aircraft.
Dick Butler was one of the organizers
of the 44th BGVA. He and his devoted
wife Ardith were regulars at all 44th functions. Dick also gave of his time, talent
and treasury to the Second Air Division.
For many years he was the 44th representative to that B-24 organization. He also
served the 2AD as its Executive Vice
President and then as President.
Dick Butler was one of the prime
movers of the bronze scale model of the
B-24 being sculpted and displayed at the
Air Museum in San Diego, California’s
famous Balboa Park. He was also responsible for raising some of the money to
finance this historical presentation and
display.
Dick possessed a pleasant personality.
He was easily met. Dick had a reputation
for being a firm but fair commander. He
also expressed a deep and genuine concern for welfare of his people, especially
the enlisted personnel.
For those of us who had the privilege
of serving with him in WWII, he was
known to us as a man of sterling character and of uncommon courage. A truly
great American.
The 44th Bomb Group Reunion in Dayton, Ohio
Please Note: You will be visiting one of the largest Air Force Bases in the world.
Work that is done there determines the future of aerial flight and aerial combat;
therefore secrecy is prime.
Thus, they must have a list of everybody who will be transported through their
gates, so be sure to register by September 10, 2010. No registrations can be
accepted after that date. If you register and then must cancel, you will receive
your money back. You must carry your ID. A driver’s license, Military ID, Student
ID will be needed to get on the base.
If you plan to stay additional days at the hotel, please note that when you register,
in order to get the reduced price. If you decide to leave early, please indicate that to
the Hotel UPON YOUR ARRIVAL. Otherwise you will be charged for extra days.
As you will see, registration for the Reunion and the Hotel are together. We are
able to get a better price by working with the Tourist Bureau in the planning.
17
�Schedule of Events
2010 REUNION OF THE 44TH BGVA
SEPTEMBER 16-19, 2010
MARIOTT-DAYTON HOTEL
DAYTON, OHIO
Thursday, September 16
Board Meeting
Registration
Hospitality Suite opens
10:00 A.M.
1:00 to 5:00 PM
7:00 PM
Friday, September 17
Breakfast
Load buses for Wright Paterson AF Base
WPAF Museum - B-24 special ‘Look In’
(Guided Tour Air Power Gallery and more)
Lunch at WPAFB Club & Banquet Ctr.
Load buses for Esther Price Chocolate Factory
Welcome Reception
Saturday, September 18
Breakfast
General Meeting
Load Buses for Wright-Dunbar Museum
Lunch and Tour at Carillon History Park
Cash Bar
Squadron Dinners
Sunday, September 19
Breakfast
Load Buses for American Packard Museum
and Lunch
Load Buses for WPAF Museum
Rededication of 44th Plaque
Load Buses for WPAFB Presidential
& Experimental Hangars
Return to Hotel
Cash Bar
Banquet
Monday, September 2010
Breakfast & Farewells.
18
7:00 AM
8:00 AM
12.00
2:00 PM
7:00 PM
9:00 AM
10:15 AM
12:00
6:00 PM
7:00 PM
10:00 A.M
12:00
2:00
3:30
6:00
7:00
PM
PM
PM
PM
�REGISTRATION FOR REUNION OF THE
44TH BOMB GROUP VETERANS ASSOCIATION
1414 South Patterson Boulevard
Dayton, Ohio 45409
September 16-20, 2010
Please print or type. All information must be complete (as shown on your ID.)
Last Name
__________________________ First Name ___________________________
Spouse/Guest
____________________________ Squadron
_______________________
Address ________________________________________
City ___________________________________ State _______ Zip Code ____________
_____________________________________________________________________________
PRICING, 4 HOTEL NIGHTS
Single $630.00
Double $860.00
Triple $1090.00
Quad $1330.00
Please indicate bed preference: King _________ Queen _________ Single ________
ALL ROOMS ARE NON-SMOKING
Includes: Welcome reception, Four Breakfasts, Hospitality Room, Free Parking, Free
Airport Shuttle, Transportation and Lunch on all Tours, Squadron Dinners, Banquet.
SQUADRON DINNER: Please indicate choice of entrée:
_________________ Chicken ___________________ Baked Salmon
BANQUET: Please indicate choice of entrée:
_________________ Steak _____________________ Chicken
PAYMENT
Number of Registrants (See Prices Above)
Single $_______________ Double $ _____________
Triple $ _______________ Quad $ _______________
Please send checks to 44th Bomb Group Treasurer
Jackie Roberts, 11910 S. E. 44th Street, Oklahoma City, OK 73150
MUST BE RECEIVED BY SEPTEMBER 10, 2010
19
�The September 2008 issue of the 8 Ball Tails carried the story about Lt. Louis
Trouve, who was blown out the nose wheel door on the mission to Emden.
Lt.Col. Thomas T. Drysdale, Retired,
Co-Pilot. Tells the Rest of the Story
Lt. Louis V. Trouve, known by friends
as Lou or Louie, was a 44th BG 66th
Squadron Navigator on the Richard J.
Comey crew. I was the Co-Pilot, and the
rest of the crew consisted of: Lt. John J.
Harmonoski, Bombardier, Sgt. Albert D.
Franklin, Engineer; Sgt. Stanley J.
Rosinski, Asst. Engineer; Sgt. Albert
(NMI) Greenberg, Radio Operator; Sgt.
Quentin J. Hall, Asst. Radio Operator;
Sgt. Dale W. Neitzel, Gunner; Sgt.
Richard H. Walker, Gunner.
On December 11, 1943, the 44th BG
was on a bomb run above Emden,
Germany when it was attacked by ME
19s. Lou was blown out through the
nose wheel doors. The 109s attacked
from “out of the sun”, firing, what we
later learned were 30 mm tracer, armor
piercing and explosive shells in that order.
Our Bombardier, Lt. Harmonowski was ill
on that day, and was replaced on this
mission by Staff Sgt. James E. Kipple.
Two days later, December 13,
the European Edition of
THE STARS AND STRIPES Newspaper
Printed on the front page the
following headlines:
probably have hit Lou and killed him.
The explosion also set the insulation
covered walls in the nose section on fire,
instantly filling the Navigator’s compartment, the cockpit and flight deck with
black smoke.
The second shell, armor piercing, came
through the cockpit window to the left of
Comey, barely in front of his head. It
then pierced than armor plate a couple of
inches behind my head at a steep angle
and ricocheted through the radio equipment and into the bomb bay, destroying
the release mechanism for two 500
pound armed bombs.
The third shell, another explosive, hit
the top of the fuselage, next to and in
front of the top turret. It did not injure
the engineer/gunner, but left another two
foot wide hole on the top of the fuselage.
When Comey and I rubbed the smoke
off of some of the side and upper windows in the cockpit, we discovered we
had dropped about 100 to 200 feet
below the 44th BG that was dropping
bombs at that time. Comey carefully and
skillfully zigzagged, avoiding the falling
bombs. Soon after that, we discovered
the oxygen system had been knocked
out, and Comey quickly alerted the crew
to use walk-around oxygen bottles.
Following the bomb run, Comey and I
became very concerned about Lou and
the Bombardier, so I headed for the nose
section as fast as I could. When I kneeled
down on the catwalk, I could see the interior of the nose section was on fire, and
the nose wheel doors were wide open.
Not wanting to get my seat pack parachute on fire, I put it on the flight deck
and crawled past the open nose wheel
doors and into the front of the plane.
Fortunately, the smoke had dissipated
somewhat, and I was able to put out
some of the fires with my gloved hands.
To my dismay, Lou was gone, but the
8th hits Emden. Destroys 138 Fighters
Third Biggest Score Is Rolled Up in
Blow at Vital U-Boat Base
17 Bombers, Three Escorts Lost, N.J.
Pilot New Ace.
The first shell, an explosive, hit our
plane, Nice ‘N Naughty, on the left side
of the nose section, opening a hole more
than two feet wide and with enough
force to blow Lou out through the nose
wheel doors. Fortunately, most of the
explosion was absorbed by a large 50
caliber ammo can on the left side of the
Navigator’s compartment. Had the
ammo can, full of ammo, not been there,
the full force of the explosion would
20
…continued on page 18
�STORY ABOUT LT. LOUIS TROUVE… continued from page 17
Bombardier was still in the nose turret. I
opened the turret, yelled at him, shook
him violently and tried to pull him out;
and finally gave up, thinking he was dead
due to smoke inhalation, lack of oxygen,
the explosion, or a combination of the
three. I then put out the rest of the fires,
crawled back to the flight deck and
cockpit and told Comey that Lou was
gone , and the Bombardier was probably
dead in the nose turret.
The ME 109’s attack also knocked out
an engine and the hydraulic system. So,
not able to keep up with the 44th BG, we
dropped several thousand feet and joined
some B-17 stragglers heading for the
English Channel. When we were at about
12,000 feet, to our amazement, surprise
and glee, the Bombardier showed up on
the flight deck! The explosion in the nose
section, or the lack of oxygen had not
killed him as I had assumed. It seemed
he had only passed out, probably due to
a lack of oxygen, and he agreed.
Crossing the Channel and arriving over
Shipdham, we had more concerns: a
landing gear that would not come down
due to the battle damaged hydraulic system and two live and armed bombs that
could come loose and explode on the
runway while landing.
As to the landing gear, and having
never cranked one down, I circled the
plane over the Shipdham area while Comey
went back somewhere into the bomb bay
area and cranked the gear down by hand,
greatly relieving all the crew.
Regarding the two 500 pound armed
bombs that could be jolted loose and
explode on the runway during landing, I
think Comey gave the crew the option of
bailing out or staying with the plane. I
don’t recall that any bailed out, but may be
wrong. As it turned out, the bombs did
not come loose on landing. Thank God!!!
Following the mission, all of the crew
was concerned regarding what happened
to Lou. At the mission debriefing, other
66th Squadron crew members said they
saw Lou come out through the nose
wheel doors and open his chute. Of
course, we did not know if he was okay,
wounded, injured on landing, picked up
by the underground, or was captured.
Fortunately, about six months later I
received a Red Cross Card from Lou in
Stalag Luft III. The card was addressed to
me, Tom Drysdale, 8th Air Force, England,
following strict US Air Force policy for
POW’s to not reveal specific addresses of
other combat crew members. He stated
that he was well and enjoyed the Red
Cross food packages. Receiving his card
was a great relief to all of the crew.
Shortly after the war, Lou and I wrote
and telephoned a few times, then later I
met him in Brooklyn, NY. He had
returned to his Long Island home, and
was working as a newspaper reporter.
We spent several hours updating each
other, and he told me that as a POW, he
was initially very concerned about what
happened to the rest of the crew following the bomb run on Emden, but was
happily informed by other later arrivals at
the POW camp, that we all made it safely
back to Shipdham.
My last contact with Lou was in 1955
when he sent a copy of the Cincinnati
Post All Week Magazine to me, with a
page 7 article he had written, Behind the
Barbed Wire… What happens to men
condemned to the grim life of a war prisoner? explaining his experiences as a prisoner of war for 17 months. The introduction was written by the Cincinnati Post All
Week Magazine staff, stating how Lou
became a POW, and that prior to the
Emden raid, he had received the Air
Medal, Purple Heart and Distinguished
Flying Cross, the latter for participating in
the low level bombing of the Ploesti oil
fields.
The “Behind the Barbed Wire” article
also included a photograph of six other
POWs lying on the ground, surrounded
by barbed wire. It is the same article sent
by Marianne Trouve, Lou’s daughter, for
21
…continued on page 19
�STORY ABOUT LT. LOUIS TROUVE… continued from page 18
the 8 Ball Tails 2009 Summer edition. The
introduction to the article also explained
it was originally written by Lou for the
New York World-Telegram and Sun, and
other Scripps-Howard newspapers.
Ed. Note: The Database lists this target as ‘Boat & Rail Traffic’, but Stars &
Stripes lists it as a vital U-Boat Center.
Probably both are correct. Calaban from
the 67th Squadron was lost with 8 KIA, 1
POW. Bombs from a B-24 overhead
caused this loss. Nice ‘N Naughty had
one POW. 68th Squadron Bing’s Big Box
had two wounded, but returned.
Sobering Memories of Joseph Benoit
67th Squadron
Assistant Engineer/Right Waist Gunner Benoit flew to Shipdham as part of the Roy
Jorgensen crew. In keeping with the group policy, Jorgensen flew as Co-Pilot with
Donald Decker to Ochersleben, Germany, along with James Liddell, Navigator, and
Frederick Gatens, Bombardier. Big Fat Butterfly was hit by flak, and everyone on
board was KIA.
Four days later, Sidney Hawkins, Ball Turret Gunner from the Jorgensen crew flew to
Gotha, Germany with the Harold Etheridge crew in an unnamed plane. Me 109s and
FW 190s attacked. The Navigator was killed and all others became POW.
The rest of the Jorgensen crew, Melvin J. Johnson, Co-Pilot; Frank Wood,
Engineer/Top Turret Gunner; D. A. Lawyer, Radio Operator/Gunner; James Crane, Left
Waist Gunner; and J. J. Petricevich, Tail Gunner became part of th Richard E. Harleman
crew. They made eight bombing missions together.
The final mission was Mont de Manson Airdrome, located in southern France. This
mission was not expected to be a rough mission, but the 12 flak guns were very accurate. Right after #42-109836 dropped the bomb load over the target, they were hit by
flak in the right wing, just behind the #4 engine. The fuel tank was also hit. The
engine stopped, and they could not keep up with the formation. The decision was
made to hit the deck and fly to Spain, a neutral country. As they flew over the French
coast, they were hit by machine guns and small arms fire.
Quoting Benoit, “Our plane caught fire, and Lt. Harleman ditched the airplane. The
plane broke in half at the waist windows. The four survivors were standing just behind
the break, and were thrown into the water. Lt. Baum (Bombardier) got out from the front
of the plane, but did not live. He had seven bullet holes, one which was in his neck.
“The front part of the airplane stayed afloat long enough for the rest of the crew to
get out. I don’t know why on one else got out, whether they were knocked out or hit
by the gun fire. They went down with the front section about a half mile from the
shore in the Bay of Biscay, just out from the French town of Biarrity. The four survivors
were pretty banged up and sent to a hospital in Bayonne France.”
Melvin Johnson, Frank Wood, D. A. Lawyer and William Cobane (Navigator) were
KIA. Lee Fields, (Ball Turret Gunner) was badly burned and repatriated. Benoit, Crane
and Petricevich became POW, and were held for 13 months.
On that same mission, 67th Squadron lost Texas Roset. The entire crew was
interned in Spain.
22
�THE PROBLEMS OF GOING HOME
As remembered by Fred Marzolph, Gunner on the William Smith/
Roy Owen crew—506 Squadron.
I don’t remember where our mission
had been to; but on the return home, we
were in need of fuel. Our pilots, Bill Smith
and Roy Owen found us an emergency
field with a metal landing strip in a park in
Gent, Belgium. On landing, we saw we
weren’t the only ones to have used it, as
several fighters and I think a B-17 were also
there on each side of the strip.
After landing, we all piled out of the
plane and saw our pilot cruise by on a
nearby street on the back of a motorcycle
in search of fuel.
A short while after this, a civilian came
walking up to our group and seemed to
study each one of us, looking up and
down as he walked by. Suddenly, as he
approached me, he smiled and grabbed
me by the front of my jacket and pulled
and pointed down the street, out of the
park. Not understanding the language
and his intentions, I hesitated as he
pulled harder, and he grew more excited
as I refused to move; his action seemed
to threaten me. Finally, at some of the
crews’ urging, I finally gave in. I collected
a few more extra rounds for my pistol,
and allowed myself to be pulled out of
the park. We walked a block or two. We
stopped in front of a tailor’s shop, and in
the window were two store dummies
dressed – one in a civilian suit and one
wearing a German Luftwaffe pilot’s uniform. The gent pulling on my coat, let
go, and with his arms going up and
down the front of me, he pointed at the
uniform. I began to see what he was trying to tell me, and we went inside the
store. He removed the uniform coat and
motioned for me to put it on. I removed
my jacket and pulled part of my heated
suit down and put the jacket on. It fit
like it was made for me. Now the very
excited ‘giver’ took the rest of the uniform, put it all on a hanger and handed it
to me.
I had very little money with me, so I
offered him a full pack of Lucky Strike
cigarettes and a half-used pack as payment, and he seemed delighted to receive
the American smokes. Probably he
thought he was giving me the uniform
completely for free.
I left the store after many thank you’s
and got back to the plane about the
same time the pilot and fuel arrived, and
we soon took off for home.
This station was just shortly before the
war ended; and when it did, we were
told we were to fly home the next day.
The CO also said each squadron was to
receive 100 gallons of beer as a farewell
party gift. Numerous officers donated
wines and other spirits obtained when
they had landed on different shores. A
good time was had by most, I among
them.
Usually I was conservative on drinking,
but this was a special occasion ……..
going home!
We were to leave the next morning,
and when I didn’t get up and get
dressed, they first tried to talk me out of
bed. That didn’t work, so they took off
my covers and pulled me out of bed. As
they tried to stand me up, I resisted. We
knocked over the barracks stove, soot and
all, but they dressed me and packed my
belongings. Simple, huh? Not really.
As I slowly recovered on our first
home bound stopover, I looked to see if
all my items were packed for me, and the
first thing I missed was my German uniform. It was left hanging on the hanger.
This shook me up a little, but believed
that was all that was missing.
Then on our second landing in the
Azores, while walking to the mess hall
with our engineer, Carl Jacobson, I
noticed I was sorta dragging one foot.
“Jake” asked me if I got hurt in that bar23
…continued on page 24
�THE PROBLEMS OF GOING HOME… continued from page 23
racks scuffle, and I said I didn’t think so;
but later that day, when getting ready for
bed, I noticed one shoe was much smaller
than the other. A closer look showed me
one shoe was my size 8 ½ and the other
show was size 11! When the guys were
dressing me, they grabbed one of my
shoes and other size was found some
place other than under my bed.
I tried to get a shoe or a pair in the
Azores, but had no luck and equal luck in
Newfoundland, Bradley Field in the U.S.,
and at Ft. Sheridan, from where I was to
get a 30 day leave. I was going home
walking like a wounded veteran! Once I
got home, I put on a pair of low cut
shoes, and with a very relieved and smiling look, I enjoyed my 30 day leave.
Fred sent me this story—typed out on
his very antiquated Royal typewriter. It
pre-dated electric typewriters, but it still
peels out his memories—like the time he
overdid the celebrating, just because the
war was over!.
THE CAMERON SAGA, CONTINUED
Two days after the Naples mission, Bill Cameron described his next assignment: Rome.
At the briefing, I learned that the target for the next day was, indeed, an important
one—Rome! This certainly was a day for surprises. The next word was that I would lead
the Group in the Suzy-Q. Half of Howard Moore’s crew had dysentery, while our ground
crew, (including a few of our flight crew) had four engines to change on my plane, Buzzin
Bear. Suzy-Q, however, was in good shape, despite the unusual and bumpy landing it had
just undergone.
(For some unknown reason, Suzy-Q, piloted by Howard Moore, had fallen short of the
runway. All four engines had quit. The plane ran through rocks, sand and sagebrush, but
landed safely onto the runway.)
On the 19th of July, 1943, we were off for Rome in the Suzy-Q. It was a good mission,
and I remember the white city below, while above we had a very blue sky. A few Italian
fighters made half-hearted attacks from positions above our formation, but the sight of
those beautiful tracer bullets streaming across the sky apparently discouraged any serious
thought of attacks against us. I don’t recall much flak, if there was enemy. It seems that
the enemy was quite certain that we would not attack this holy and historical city, so had
failed to provide any defenses in depth.
We had been briefed extensively on our target, the Marshalling Yards, where most of the
Nazi’s war material was being funneled to the front. Under no circumstances were we to
bomb unless we were certain that we could hit this area without any possibility of errant
bombs. The results were very good with little to no damage inflicted outside of the target
area. There was considerable out crying by our enemy for this raid, and Christians all over
the world were deeply concerned until it became known as a fact, that Rome itself was not
attacked or damaged.
Jackson Hall was with us as the Group Command pilot that day, flying in the Co-Pilot sat
on the flight deck. On the way home we lost an engine quite suddenly. But a few minutes
later I finally figured out that Jackson had accidentally nudged the number four engine ignition switch with his right knee! That was about the only excitement on the entire mission.
Ed. Note: Three missions to Sicily and four to Italy completed Cameron’s required number of tours. However, when it became known that the next mission was the longest ever
undertaken by the 44th, he could not resist volunteering. Col. Johnson chose him to be
Deputy Lead.,, to Ploesti.
24
�BOOKS OF GREAT EVENTS
IN 44TH BOMB GROUP HISTORY
BURNING HITLER’S BLACK GOLD is a factual account of the greatest mission of
WWII—Ploesti Oil Refineries, Romania. Major Robert W. Sternfels, pilot of the B-24
Sandman, 98th Bomb Group, compiled this book following 2 years of interviews with
historians and participants in the mission. The book replicates many official documents, plus the report of an interview with the planner of the mission, General Jacob
Smart.
Sternfels group flew alongside Leon Johnson’s 44th BG, experiencing the same
dangerous surprises—the railroad car full of German soldiers with anti-aircraft guns,
small arms fire, steel cables, black smoke and fighters.
To purchase this factual, highly organized report on this valorous mission, contact
Major Robert Sternfels, 395 Pine Crest Dr., Laguna Beach, CA 92651. The price is
$26.75 with shipping.
If you are looking for a high adventure WWII story, read Escape in the Pyrenees,
by the late Archie Barlow, Engineer and Top Turret Gunner on the Hartwell
Howington crew. The mission on 21 January 1944 was to Escales Sur Buchy, France,
to wipe out the V-1s that were striking London. Ram It Dam II went down, and
Barlow survived and evaded. He relates his moment by moment escapades of being
hidden by the Underground, chased by Germans with dogs, sleeping in freezing
haylofts, and finally sliding down a very high hill to safety into Spain.
Barlow’s wife Aline has copies of the book. 190 Johnson Drive SE, Calhoun, GA
30701-3941 Tel. 706-629-2396. The cost is $20.
HERE I GO AGAIN
This is a song, written by the late Archie Barlow, author of the book described
above.
I don’t know if Archie intended for this to be published. Perhaps he was just
bemoaning the problems of being on Lasix, which is a diuretic. I’m sure others can
identify with this complaint, but the average person does not make poetry about it! It
is to be sung to the tune of “Taking a Chance on Love.
Here I go again………. The Lasix’s making me go again,
I’d better not be slow again ………Doing the Lasix Lope.
Here I go again ………My energy’s running low again
There’s just no stopping that flow again
Doing the Lasix Lope.
Here I go again ………Don’t know when it will peak
Oh gosh, I just sprung a leak! Too late for the Lasix Lope.
25
�FOR SALE—LAPEL PINS
Mary Aston is selling lapel pins of WWII Medals: 8th Air Force, DFC, Air Medal, Purple Heart,
POW, European-African Mediterranean Theater and WWII Victory Medal. The price of each is $9 +
44 cents postage. (Specify pin name and number of each type.)
A large Suncatcher depicting the Flying 8 Ball; a 67th Squadron Pelican or 8th Air Force Logo are
available at $$120 each + $25 UPS (a total of $145)
A small Flying 8 Ball sells for $65 + $18 UPS (a total of $83) Proceeds go to the 44th BGVA.
Contact Mary at 830 Cardinal Drive, Elberton, GA 30635.
THE 44TH BOMB GROUP PX
Flying 8 Ball Golf Shirts ..................................................................... $25.00 + 3.00 Postage
Flying 8 Ball Caps (Indicate Squadron) ................................................ 15.00 + 2.00 Postage
Flying 8 Ball Squadron Pins (Indicate Squadron)..................................... 5.00 + .50 Postage
44th Bomb Group Stickers....................................................................... 2.00 (Postage Incl.)
Order From
Jackie Roberts
11910 S. E. 44th Street
Oklahoma City, Oklahoma 73150
The consensus about this picture is that it was staged. Bob Lehnhausen checked the
records and realized One Weakness was flown to the states by the William Warner
crew. Coloma Warner, Bill’s wife, stated that the third man from the right was her husband, the pilot. In the driver’s seat is our Past President, the late Paul Kay. According
to Bill’s memory, Paul always rushed to the Jeep so he could be the driver.
The man in the highly decorated jacket may not even be a member of the 44th BG.
It is nice to know that the Life photographer was present at a happy time—when the
war ended.
26
�MAIL & E-MAIL
From Andrew Hawker: (a member of the Board of Governors of the Memorial
Heritage Trust in Norwich, UK). Tom Eaton, the original Chairman of the Board of
Governors recently passed away. Tom had worked closely with the 2nd Air Division, to
bring the Memorial Library into existence, and to maintain its financial stability. This
Library brings America to young English students, who are profoundly interested in
learning of America’s history and traditions. The men of the 2nd Air Defense, (of
which the 44th was a part), are indebted to the dedicated work of this fine English
gentlemen.
Apologies in order:
Imagine this… By telephone, Tom Muff (506 Sq.) called to say that the report of
the folded wings of his friend Walter Scott was wrong!!!!!!!! He had just gotten
done talking to him.
Here’s how the error occurred. When the Board was trying to figure out whether
Life Members were still living in the same place, Jackie Roberts made a number of
phone calls. She had been given Scott’s wrong area code number, and the lady of that
house promptly announced that her husband had passed away. She was the wrong
lady to be questioned about a 44th Bomb Group member, and she was too distraught
to say more, so Jackie assumed she was talking to Scott’s wife.
Fortunately, Scott was very forgiving of the error.
The question has arisen, should we continue to record Fallen Wings of men whose
names are obtained from the Social Security list. I have voted ‘yes’. If a man served in
the 44th, I feel that we owe it to him to list his name in our publication. Someday his
family may be looking for his history; the 8 Ball Tails and the Web Page may be their
only source of information.
President Ronald Reagan asked this question: “Why does the Air Force need expensive new
bombers? Have the people we’ve been bombing over the years been complaining?”
Hardly a Driver is now alive, who passed on hills
At seventy-five
Burma Shave
At intersections look each way
A harp is nice
But it’s hard to play.
Burma Shave
27
�ROBERT LEHNHAUSEN REMEMBER JAMES GARVEY
A few weeks ago one of our still surviving 68th veterans called to tell me that Jim
Garvey had ‘folded his wings”. My immediate thought was to recall what this remarkable patriot had endured in combat. He
was a marvelous example of one who converted the “lemons” of life to lemonade.
T/Sgt. James T. Garvey was an excellent
radio operator. He joined the 68th
squadron shortly before we left for Africa,
the first time. He flew with several different crews, some of the squadron’s finest.
On Jim’s 20th mission on July 4, 1944
their B-24 developed a runaway engine that
they were unable to shut down, shortly
before leaving the English coast. The pilot,
Lt. Ben Schaefer, ordered the crew to abandon the out of control airplane. All of the
crew successfully parachuted safety over
England. Not an every day experience.
On July 7, 1944 the 44th participated
in a “maximum effort” mission. The 68th
put up twelve aircraft that day to assault
a target at Bernberg, Germany. Most of
the airmen who had bailed out on the
4th were scheduled for this mission too,
including Jim Garvey. For the 68th it was
a terrible day. The German fighters really
beat us up. We lost three very fine crews.
Fortunately Jim’s crew returned safely,
but they knew they had been in a battle.
July 11, 1944 the target was Munich,
and Jim Garvey was assigned to fly with the
crew of Lt. A. D. Bonnet. Their aircraft,
Flak Alley II picked up battle damage from
flak in the target area, losing number 4
engine. Another engine failed about an
hour from the French coast, and they were
struggling to get to England. As you know,
our big bird did not fly well on two
engines. They did not succeed and were
forced to ditch in the English Channel. Four
of the nine man crew survived the ditching,
including Jim Garvey. All were badly
injured. Garvey had multiple broken bones.
They were rescued by a British destroyer.
Sadly, we lost five fine young men, two of
whom were on their last mission.
Jim Garvey was sent to a British hospital
at Oxford, England. As he was recuperating
from the trauma of eight days of extraordinary flight duty and survival, his agile mind
reasoned that since he was in this famed
city of learning, he should take advantage
of the locale. He petitioned the Doctor who
was the head of the hospital, to see if the
University would permit his studying while
he was recuperating. The Doctor was fascinated, telling him that this was the first
time such a request had been made. The
delighted Doctor was most willing to be the
petitioner in Garvey’s behalf, but he had to
know what discipline Garvey desired. Jim’s
interest was in engineering. The Doctor
made the call upon University officials, who
were favorably taken in this unusual
request, but unfortunately, the school did
not offer a course in Engineering. The
Doctor reported to Jim that while he could
not get engineering, they had offered a
course in Economics. Garvey accepted. He
enrolled. After months of hospitalization
and rehab, he continued his education in
the States, in Economics. And it became his
life work.
In civil life this gifted gentleman was
very successful. He and his dear wife Vivian
reared a large family and retired to Fargo,
ND. We talked and we corresponded. It
was always a joy to visit with him. He was
always positive and upbeat. He never complained about the injuries that he had
incurred, nor the rigors of his disability.
Like most of you, he continued to be a
productive citizen after retirement. He
was a national officer in the SCORE program, which is an organization of retired
executives who voluntarily assist people
with mentoring and advice. His eventual
use of a wheelchair to navigate was of little concern. His approach was, “Hey, I
am alive and available”.
This is the brief story of another of the
marvelous young patriots with whom we
were privileged to serve. We salute his
resourceful courage and exemplary service. As one of our British friends would
say, “This lad had great pluck”.
28
�BRIGADIER GENERAL ROBERT CARDENAS
AND HIS LATEST PROJECT
Bob Cardenas
(506 Squadron)
flew to
Friedrichshafen as
Command Pilot
on the Raymond
Lacombe crew
on 18 March
1944. It was his
17th mission.
With flak damage
and the plane
afire, Chief and
Sack Artists, was able to limp to the
border of Switzerland; the entire crew
bailed out into Lake Constance, swam to
shore and became internees.
When the Swiss government learned
from the American government, that they
had a first class pilot internee, they asked
him to teach Swiss pilots to fly B-24’s.
They wanted to get those big planes
away from the border, to keep them from
the eyes of German pilots.
In time the Swiss Underground
reached Cardenas, helped him out of the
country, and he became a test pilot.
Cardenas’s contribution to progress in
air supremacy is immeasurable. As a very
young flyer, he was sent to 29 Palms,
California, to establish the Army Air Corps
Glider Score. His next assignment was at
Wright Field, where he tested P-38s, B24s, B-17s, LB-30s and AB-24s. Wanting
to enter combat, he finagled his way to
England and got assigned to the 506
Squadron. Escaping from Switzerland
ended his combat experience.
Nevertheless, he stayed in the service,
graduated from Flight Performance School,
and at Wright AFB, did the flight test
evaluation of the German ME-262 and the
ARADO 234 – Germany’s first jet bomber.
Later, he had the unique experience of
flying the B-29 that carried Chuck Yeager in
the X-1 into the realm of supersonic flight.
The list of planes that Cardenas has
flown includes: the fighter XP-26
“Peashooter” and B-29/X-1. He flew the
YB-49 (the Flying Wing) over the Capitol
Dome. (President Truman had asked
him to fly it down Pennsylvania Avenue
at ‘rooftop level”, so people could see
what he was going to buy. It was the
beginning of the stealth program. He
flew in the Korean and Vietnam Wars.
His last combat tour over North
Vietnam was in F-105’s as Commander of
the 18th TFW Okinawa and Korat,
Thailand.
After he retired from the service,
Cardenas devoted his efforts to helping
homeless veterans get a burial with
military honors. His latest endeavor was
to create a new National Cemetery at
Miramar, California, so families that want
an in-ground coffin burial will not have to
go 100 miles north to Riverside.
He was recently honored for his
ongoing efforts to see that veterans got
the honors to which they are entitled,
and for his leadership in establishing this
new Cemetery.
Cardenas’s early exit from WWII opened
the door to many notable events and
experiences for him. Nevertheless, the
44th BG can claim him as one of their own.
In this picture standing at the podium and
surrounded by dignitaries, he led the flag salute.
29
�“Victory at all costs, victory in spite of terror,
victory however long and hard the road may be;
for without victory there is no survival.”
Winston Churchill
Sign on a T-shirt: The older I get, the
better I was.
To err is human. To refrain from laughing is humane!
Lane Olinghouse
30
�FOLDED WINGS
…sustained and soothed by an unfaltering trust.
Approach thy grave like one who wraps the drapery of his couch about him,
and lies down to pleasant dreams.
William Cullen Bryant
Butler, Richard D. (Dick) #19614
67th & 506 Squadrons 29 December
2009 Captain, later Colonel Butler flew
27 missions with the 44th Bomb Group,
his first on 16 April 1943. He flew as CoPilot with Walter Bunker, who later
became his Command Pilot. The Bunker
crew flew such awesome missions as Kiel
and Ploesti . At Ploesti, the Bunker crew
followed Lt. Col. Posey to the Creditul
Minier Refinery. Their bombing was so
successful, it was never re-opened until
the Russians took it over. This deprived
the Nazi regime of aviation fuel, a major
factor in the downfall of the Luftwaffe.
On 7 September 1943 Butler moved to
the pilot seat and flew Miss Emmy Lou,
named for his newborn daughter. At
Wiener Neustadt the plane was hit by fighters, the # 3 engine was hit, and the gas
level was low. The decision was made to
land at an airfield near Catania, Sicily. He
had no hydraulic brakes, the right wing was
damaged and the flaps did not act in unison. They skidded to a stop, the nose wheel
went down, and the plane had to be abandoned. The 44th had already left Africa, so
the crew hitch hiked back to England.
Butler’s next plane, Miss Emmy Lou II,
took him on three missions. (She flew a
total of nine.) On his last mission to
Bremen, flying in F For Freddie, he had
attained the rank of Captain, and flew as
Command Pilot.
When Miss Emmy Lou II went in for
maintenance and repair, the Butler crew
ran the test flight. Tragically, there was
an explosion on the battle damaged
plane; it crashed on a farm near
Shipdham, and Butler’s fractures ended
his career with the 44th BG.
Austin, Horace William #19256 506
Squadron 1966 Lt. Austin was a Pilot
having flown in five different aircraft in
the eleven missions with his crew. They
flew in Heaven Can Wait/Pete the Pom
Inspector; Southern Comfort, RuthLess, Timb-A-A-Ah and Jenny/Lady Luck.
Austin arrived in Shipdham just when
the group was sent to Africa, where he
joined in the missions to Lecce, Rome and
Sicily. On August 1st he followed Leon
Johnson to Ploesti. He went to Wiener
Neustadt on August, then three days later
flew to Foggia, where fighters brought
down Jenny/Lady Luck.
Enlisted men on his crew were imprisoned in Italian prisons, six of whom escaped
and evaded. Two members were KIA. He
and his Co-Pilot were placed on a train,
enroute to Germany. At one point Austin
saw the opportunity to put a stone in the
door of the train; and just as they were
approaching the Brenner Pass, he opened
the door and rolled down an embankment.
He kept rolling as far as he could, then laid
down in bushes. The Germans searched
and shot toward the bushes, but finally continued on their way. His Co-Pilot was POW
until the end of the war.
Austin slept in hay stacks by day and
walked at night. Along the line he met
another very bedraggled airman, and the
two continued on until they found British
troops who got them back to England.
Austin and his wife Marjorie had two
children, Robert and Jane. Robert served
in the U.S. Navy during the Viet Nam War.
Marjorie, a Life Member of 44th BGVA,
has two grandchildren and four great
grandchildren. She resides in Steamboat
Springs, Colorado.
31
�FOLDED WINGS
In addition to the two planes named
for his daughter, Butler flew in Ruth-Less,
Mr 5 By 5, Calaban, Old Crow,
Earthquake McGoon and F For Freddie.
After the war, he remained in the service, serving in the Strategic Air Command.
He was Base Commander at March Air
Force Base, then Chief of Staff of the
15th Air Force at March Field.
Butler was a founding member of the
44th BGVA, and served on the Board for
many years. He served as a Board
Member and later President of the 2nd Air
Division Veterans Association, and was a
major participant in the creation of the 2
AD Memorial Library in Norwich, England.
Dick leaves his wife and childhood
sweetheart, Ardith, six children, 8 grandchildren and 9 great grandchildren. The
couple resided in Riverside, California.
where he could enjoy the sport of sailing.
In addition to his wife of 66 years, he
leaves three daughters, four granddaughters and two great granddaughters.
At the time of his death, Dusossoit and
his wife were living in Charlotte, North
Carolina. Information of his passing came
from his daughter Janine Dusossoit.
Etheridge, Harold #20142 66th
Squadron 1998 Lt. Etheridge was a
pilot who flew one mission with Kenneth
Jewell on 21 January 1944, flying in
Banshee IV/E.Z.Duzit. Seven days later
he moved to the left seat with his own
crew. In the next two weeks, the
Elderidge crew flew in Myrtle the Fertile
Turtle and Ice Cold Kady.
On 24 February 1944, the 44th Bomb
Group led the 14th Combat Wing to an
aircraft assembly plant in Gotha,
Germany. The bombing was successful,
but the Me 109s & FW 190s attacked
with a vengeance.
To elude the attackers, Elderidge took
evasive action, diving, banking, skidding
and slipping the A/C in a violent, erratic
manner. He later reported that his waist
gunners, who were not belted, were being
thrown around like popcorn in a popper.
The two right engines on Etheridge’s
plane were knocked out and the vertical
stabilizer was badly damaged. The plane
went down; nine of the ten crewmen
became POW. The Navigator was KIA.
Etheridge had a broken leg. His waist
gunner had a neck injury from tumbling
around the plane during the evasive
maneuvers. This was made worse by abusive civilians who did not understand that
he could not raise his arms in surrender.
Despite their injuries, the prisoners
had to walk to a village where they were
separated and sent to different prison
camps. Etheridge spent the rest of the
war at Stalag Luft in Barth, Germany.
Dusossoit, Paul V. #20080 66th
Squadron 16 January 2009 Lt. Dusossoit
was a pilot. He and his crew flew their
first of twelve missions on 10 March
1945. They flew in Fifinella, Big Time
Operator, King Pin, Henry and Loco
Moto. On the mission to Rheine,
Germany, they flew with Veryl
Bevelacqua as Command Pilot.
Dusossoit’s last mission to Hallein,
Austria, 25 April 1945 was the last mission of the 44th Bomb Group. Twelve
days later, Germany surrendered.
Before the war, Dusossoit attended
Massachusetts Institute of Technology.
When he returned home to Massachusetts,
he became a securities and commodities
broker, later working for Merrill Lynch and
rising to the vice presidency of this organization. He was frequently asked to lecture
on commodity futures at both Harvard
University and M.I.T.
Dusossoit was active in a number of
sports. He and his wife, Elizabeth Jane King,
built a house on the Inner Coastal Waterway
32
�FOLDED WINGS
Etheridge stayed in the service, rising
to the rank of Lt. Colonel. After retiring,
he and his wife Rebecca, lived in Albany,
Georgia. Rebecca pre-deceased him by
seven years. He is survived by two sons,
Chris Etheridge and Terry Etheridge; also
one daughter, Debbie Powell.
Knowledge of Etheridge’s death came
from his son Chris. One of Chris’s interesting recollections about his family is
that his grandfather witnessed the Wright
Brothers’ first powered flight at Kitty
Hawk, N.C. on December 17, 1903.
Two planes were lost on that mission:
Etheridge’ plane #42-29248 and Flak
Alley from the 68th Squadron. Seven airmen were KIA; thirteen became POW.
6th vertebrae. When drowning was
almost certain, the Navigator pulled him
from the water and held him alongside
the dingy until an English destroyer rescued four of the crew.
Garvey’s last address was Fargo, North
Dakota
On that same mission to Munich, the
66th Squadron lost one plane. Total losses:
KIA – 13, Evadees – 3, POW – 1, Injured &
Rescued – 4.
Hill, Richard G. (Dick) #20663 67th
Squadron 15 January 2010 1st Lt. Hill
was a Bombardier on the Veryl Duwe
crew, flying 30 missions from 24 May
1944 to 29 July 1944. Most of the missions were in Old Iron Corset, but also in
Limpin Ole Sadie/San Antonio Rose,
Fifinella and Mi Akin Ass.
On D-Day the Duwe crew flew to Caen
(Vire).
After the war, Hill returned to his studies at the University of Cincinnati where
he earned his degree in Mechanical
Engineering. He became a Factory
Representative for Macomb, Illinois, later
a Sales Engineer for Lennox Industries in
Missouri and Illinois. From there he
became Sales Manager for Purdum Real
Estate in Illinois. He moved to
Hawaii and accepted the position of
Consulting Engineer at Darow & Sawyer
in Honolulu.
Upon retiring, he and his wife of 58
years moved to Bella Vista, Arkansas. The
Hills had two children, a son and a
daughter; four grandchildren and three
great grandchildren.
Garvey, James T. #20327 68th
Squadron 2009 T/Sgt. Garvey was a
Radio Operator/Gunner who flew with no
fewer than eleven pilots and three
Command Pilots in the eighteen missions
he flew from 24 September 1943 to 11
July 1944. He flew in Avenger, Pistol
Packin Mama, Ram It Dammit, Heaven
Can Wait II, Northern Lass, V for
Victory, Any Gum Chum, Lone Ranger,
Corky (on D-Day) Lili Marlene and Flak
Alley II. He flew with the following
crews: W. D. Hughes, Harold Slaughter,
S. H. Bowman, Raymond Townsend,
Norman Peterson, George Martin, Ben
H. Gildart, Charles Duerell, Benjamin
Schaefer and A. D. Bennett. He flew
with three Command Pilots: Myron
Sesit, Robert Lehnhausen (twice) and
John Gibson. On 11 July 1944 on the
Mission to Munich, they were hit with
flak, but continued to limp westward,
accompanied by P-38s. Finally, Flak
Alley II could go no further. Lt. Bonnet
ditched in the Channel, whereupon the
plane broke in half. Garvey sustained a
fractured shoulder and injury to his 5th &
Hobbs, Harold #20679 506
Squadron 23 February 2002 No information is available about this member of
the 44th BG. Source: Social Security
Records
33
�FOLDED WINGS
Holden, Arlie R. #20694 66th
Squadron 17 July 2002 T/Sgt. Holden
was an Engineer & Top Turret Gunner on a
many crews. His first of 28 missions was 3
November 1943; his last, 30 October 1944.
He flew with the following crews: Richard
F. O’Neill, Sidney Paul, Richard Thornton,
William Wahler, George H. Thom, Robert
McCormick, Hal S. Kimball, Maurice
Steven, Joseph Gillespie and Thomas
Daily. He flew with many Command
Pilots, Charles Benton, Robert Felber,
Spencer Hunn, John Gibson, Lewis
Adams, Douglas Thompson, John Losee,
Lewis Adams, M. K. Martin, Eugene
Snavely and E. T. Claggett. On D-Day he
flew to Caen Vire with James McAtee as
Command Pilot; later that day he flew to
Colleville, St. Laurent with Leon Johnson.
On one mission to Gilslendirchen,
Germany, he served as Ball Turret Gunner.
Holden flew in twelve different aircrafts: Poop Deck Pappy, The Shark, 4Q-2, Lil Cookie, D-Barfly, Shack
Rabbit/Star Spangled Hell, Phyllis, I’ll
Be Back/Feather Merchant,
Consolidated Mess, Big Time Operator,
King Pin and Flak Magnet.
Information of Holden’s death was
found in the Social Security Records.
Humphries was a gunner on the Myron
Butler crew, serving sometimes as a waist
gunner, more frequently as a belly gunner. His first mission was 7 July 1944; his
last, two weeks later to
Oberpfaffenhofen.
The target was an armaments factory
near Munich. A section of the wing was
shot off by flak. Seeing they could not
make it to England, Butler headed toward
Switzerland. They encountered more flak,
causing them to lose an engine and the
right rear stabilizer on Cape Cod Special II.
The crew bailed out. One member of
the crew was injured when he hit the
ground. Humphries and others were
taken to Mulhouse, France, then
Frankfurt, next to Dulag Luft, then to
Stalag I, Barth, which is on the Baltic Sea.
They were liberated by the Russian Army.
Information of his death came from
the Social Security Records.
Hunyadi, Arnold G. #20766 66th
Squadron 14 August 1944 T/Sgt.
Hunyadi was an Engineer and Top Turret
Gunner. He flew 28 missions with Ralph
Hayden; one with Robert Podojil, one
with Paul Dusossoit.
His first of thirty missions was 5
September 1944; his last, 21 March 1945.
Hunyadi flew in many unnamed planes,
but also in Jail Bait, Jersey Jerk, King
Pin, Henry, Fifinella, Down De Hatch
and Big Time Operator.
Information of his death came from
Social Security Records.
Hyland, Jack M. #20776 67th
Squadron 24 April 2001 1st Lt. Hyland
was a pilot. His first of 36 missions was 7
July 1944. Hyland flew in many unnamed
planes, but also in Old Iron Corset, Myrtle
The Fertile Turtle, Fifinella, Three Kisses
for Luck, Mi Akin Ass, Limpin Ole
Sadie/San Antonio Rose, Fearless Fosdick,
Heaven Can Wait II and Sultry Sue.
His last mission was 17 October 1944.
Information of his death came via the
Social Security Files.
Hurst, Oliver F. #20770 67th
Squadron January 2010 Lt. Hurst was a
pilot. He flew 29 missions. His first mission was 12 August 1944, flying with the
crew of Wilbur Carter. On his second
mission he moved over to the left seat
and flew all other missions with his own
crew. The Hurst crew flew in Glory Bee,
Humphries, Paul C. #20756 68th
Squadron 14 August 2004 Sgt.
34
�FOLDED WINGS
Fifinella, Old Iron Corset, Judy’s Buggy,
Phyllis, Lady Fifi Nella, Sultry Sue and
Mi Akin Ass. Their last mission was 7
January 1945. Most of Hurst’s missions
were in France and Germany, bombing
bridges, railroads and air fields, clearing
the way for the advancing ground forces.
At the time of his death, Hurst was living in San Antonio, Texas. Information of
his passing came from his daughter,
Charlene (Hurst) de la Fuente.
Joplin Jalopy, Clean Sweep/Dragon
Nose and Jose Carioca. Their last mission April 25, 1945, which was the 44th
BG’s last mission of the war.
Pyle’s last address was El Cerrito,
California.
Ed. Note: Pyle’s name in the Database
is ‘Leonard’. ‘Larry’ must be correct, as
he has been a member of the 44th BG for
many years. It is assumed he would have
corrected the error of his name.
McKee, Ira #21283 506 Squadron
28 February 2010 Col. McKee was an
Armament Officer. He arrived in
Shipdham 17 March 1943, having attended the Aircraft Armament School at
Lowery Air Base. He was placed on inactive status December 1945 and returned
to active duty March 1947. He was a
Staff Weather Officer for SAC and TAC.
He received meteorological training at
UCLA and University of Chicago. He
earned his Master’s degree at St. Louis
University. After retiring from military
service he taught 9th grade mathematics.
McKee holds the Bronze Star and
Distinguished Service Medal. He lost his
first wife, marrying Ruth W. McKee several
years later. He has two daughters and a
son, two step-daughters and a step-son.
McKee was a regular attendee of
the 44th BG Reunions. He and Ruth
resided in Arlington, Texas at the time of
his death.
Kille, Wesley G. #20919 67th
Squadron 15 February 1997 No information is available for this member of the
44th BG. Notice of his death came from
the Social Security Records.
Wellman, Everett # 22509 66th
Squadron 26 December 2009 Lt.
Wellman was a Co-Pilot on the James N.
Williams crew. In the post- D-Day effort,
the 44th was bombing ahead of the
troops, attacking refineries, bridges and
railroad viaducts. On one mission he flew
with M. W. Miskewich and two
Navigators using GEE and PFF for accuracy in the bombing. Seven Command
Pilots flew with the Williams crew: A. W.
Reed (491st Bomb Group), William
Cameron, J. A. McGregor, William
Strong, Joseph Gilbert, A. L. Johnson
and M. K. Martin. In their 23 missions,
the Williams crew flew in many unnamed
planes, also in My Peach, Fifinella, Big
Time Operator and Helen. Their last
mission was 30 December 1944.
Wellman’s last address was in
Oklahoma City.
Pyle, Larry #25853 506 Squadron
10 June 2009 Lt. Pyle was a pilot. His
first of seven missions was 21 March
1945. The crew has one loss. On the low
level Wesel mission, his Left Wing Gunner,
Anibal C. Diaz, fell from the plane to his
death, while dumping supplies to the
British troops who had just crossed the
Rhine River.
Pyle and his crew flew in Sabrina III,
35
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
LOCKHEED MARTIN BOEING 22 RAPTOR
(and it flies a lot faster, too – Mach 1.5… without afterburners.)
Lockheed reports that the F 22 Raptor integrates a wealth of different features from
stealth to supercruise; this 5th generation fighter redefines the meaning of air dominance.
The 68th Squadron is based at Holloman AFB in New Mexico.
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 10 - Issue 2: Spring 2010
Source
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
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PDF Text
Text
44th Bomb Group Veterans Association
41-23807
8 BALL TAILS
Vol. 9 Issue #3
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Summer 2009
EIN # 68-0351397
LITTLE BEAVER
Little Beaver was one of the early planes of the
war. She arrived in Shipdham around 20 September
1942, and was assigned to the 67th Squadron. She
flew a total of 19 missions, some of them into the
earliest and most deadly missions of that period of
the war. All but one of her missions was with 1st Lt.
Chester Phillips as pilot and Lt. William Cameron as
Co-Pilot. Little Beaver flew to Dunkirk, targeting the
German Radar Ship, Tojo. The next day she went to
St. Nazaire, France; then Wilhelmshafen, Vegesack in
Germany, Rouen in France, Rotterdam in Holland and Antwerp in Belgium, plus a
number of Diversionary Flights.
On April 16, with the same crew, Lt. Cameron moved over to the pilot’s seat
and took Little Beaver to Brest, the dock area in France. Major Howard Moore
flew as Co-pilot.
May 14, 1943 brought Little Beaver to the Krupp Submarine Works at Kiel,
Germany, located on the Baltic Sea. Chester Phillips was flying with a new Co-Pilot,
Wilborn Everett. Little Beaver and four other 44th BG planes were lost; one was
abandoned; 25 men were KIA; 4 were WIA, 24 became POW; 1 man evaded, then
was KIA. (Will Lundy reported these figures from official documents. They differ a
bit from Walter Holmes recollections, reported in Vol. 9, Issue 2 of the 8 Ball Tails.)
Enemy losses were notable: twenty-one fighters were destroyed, thirteen
probables, one damaged.
Kiel was the 44th’s toughest mission to date. For its success, the Group was
awarded its first of two Distinguished Unit Citations.
1
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail mywings@cox.net
Immediate Past President:
(Holding position of the late Paul Kay)
Roy Owen
8550 Barton Road
Granite Bay, CA 95756
Phone (916) 872-4223
E-Mail: Rowen1115@att.net
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail leeaston@elberton.net
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail r_blynch@heartofiowa.net
(first three letters r_b)
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail b24dobbs@yahoo.com
Director: Charles W. Tilton
912 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail s.p.adams@btinternet.com
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: SirArloB@aol.com
2
�LITTLE BEAVER
Sgt. Michael Denny, Engineer
on Little Beaver, wrote from his
POW Camp, “We were hit after
we left the target. Two bursts in
the back, also knocked out one
engine; then a burst in back of
our Navigator (Thomas E.
Bartmess). The entire inside of
the flight deck was a mass of
flames. It must have hit the
hydraulic fluid in the accumulator Members of Little Beaver’s crew, not individually identified.
positioned there. We went into a
flat spin – had a Hell of a time standing on my feet and putting on my parachute. Tried
to put out the fire, but was impossible. Could not get doors (Bomb bay Doors) open, so
I had to fight my way back to the rear windows to get out. Bailed out at about 800
feet. Was the last one to leave the plane, and saw it crash and burn.”
S/Sgt. Charles C. Forehand (Waist Gunner) states, “I remember Tommy Bartmess
well – he was a very good officer and navigator. We were looking forward to making
the 25th mission soon and coming home. The day we were shot down, the anti-aircraft flack was very heavy and accurate; fighters were everywhere we looked. I was
flying as waist gunner that day, and we were hit by flak, were on fire. After that,
things went so fast, I don’t know what went on in the front of the plane. That night a
German officer told me that three crew members survived, but I never saw any of
them. I was captured as soon as I hit the ground and was a POW for two years.”
Lt. William E. Hill, Bombardier, wrote, “I am the only officer from my crew alive,
plus three enlisted men. A 20 mm cannon shell exploded right in the nose of the
plane just behind me. I believe having a steel helmet on my head saved my life. My
navigator (Bartmess) was first to bail out and I followed. He landed in the water, but
was caught in shrouds of parachute and drowned. Fortunately, I stayed with the
plane about 3 minutes longer and landed on the beach. Was almost knocked cold by
a blow on my forehead as chute opened and again when I landed. However, came
out of it all with only a scratch on forehead, sore spine for a few days and a little
shock. Germans treat us fine and we have plenty to eat.”
Captain Chester Phillips (pilot) was killed by a flak burst shortly after leaving the
target. (This was his 21st mission) 1st Lt. Everett Wilborn, Co-Pilot, was last seen
standing on the flight deck, and could have had time to bail out, but he did not survive for reasons unknown. (This was his first and only mission.)
T/Sgt George Price, Radio Operator: Edward Phillips, Asst. Radio Operator; Dale
Glaubitz, Assistant Engineer, Charles Forehand, Waist Gunner; and Barney
Grabowski, Tail Turret Gunner must have gone down with the plane, as there is no
record of the circumstances of their deaths.
Besides the loss of Little Beaver, Scrappy (66th Sq.), Miss Delores (67th Sq.),
Annie Oakley (67th Sq.); Rugged Buggy (68th Sq.); and Wicked Witch (506th Sq.)
were also lost.
In his Roll of Honor, Will Lundy reported that with the loss of the three planes
from the 67th, the Squadron was left with only one aircraft, and it was being overhauled in Northern Ireland – and one make-shift crew.
3
�PRESIDENT'S MESSAGE
Time sure flies. Here it is early May and our esteemed editor
is ready for my president’s message for the summer edition,
Seems that I just did one and here Ruth is already putting
together the next issue. This is, I believe, the tenth year that
Ruth has been doing this along with being Secretary. We sure
owe her a huge vote of thanks. The 8 Ball Tails and our reunions
are the two things that keep this organization going.
Jerry Folsom reminded me that some would like to come
early or stay late, if they knew of other attractions in the Tampa
area. We do have Busch Gardens Amusement Park which has
many animal , bird and sea life exhibits—- Great Lowry Park Zoo— Museum of Science
and Industry. All are within 8 miles of our hotel. There are dolphin boat tours out of
Tarpon Springs on the Gulf and of course, Disney World -about 60 miles east. The
hotel will give us the same rate for 3 nights before and after if space is available.
The last 8 Ball Tails had a notice of the Second Air Division Reunion in Chicago Sept
3-7. Our present 44th organization had its roots in the 2nd AD. In the 70’s the 44th
usually had the biggest attendance at their reunions. In the early 80’s Joe Warth who
had been arranging the 44th hospitality room started the 44th Heritage Memorial
Group- holding reunions and publishing The Fighting 44th Logbook. Here we are today
after some 15 + years of the present 44th BGVA. Our own Dick Butler, now 2ADA VP for
the 44th and Past President of the 2ADA, would welcome seeing some of us at their
reunion this year. Many years our reunion dates have coincided, but this year is our
chance to support him. We do plan to attend and hope to see some of you there.
Last chance to sign up for Tampa. Looking forward to seeing many of you in
October.
George Washburn
The picture on page 16 in the
Dale Benadon story was labeled
P-47 Thunderbolt. ‘Wrong’ says Clay
Roberts. ‘Wrong’ says Arlo Bartsch.
Both agreed that it was some kind of a
Navy plane, probably a Torpedo Bomber.
Gentlemen: Thanks for the correction.
4
�LETTER FROM SHIPDHAM
By Peter Bodle
Hello again from your old East Anglian Base,
Station 115.
Well, for once we Brits cannot complain about the
weather over here. We have just had a pretty decent
Public Holiday …clear skies and warm sunshine for most
of the time. But I guess that was not such a good
weather scenario for you when you were here and a
good bit of cloud cover was always useful until you got
to your target, although I bet the ground crews never
complained about a few days of decent conditions to
work in.
The 44th Bomb Group Museum opened its doors for
start of the regular summer season last weekend, and
gave the museum support team the chance to start looking at making work lists for things we would like to see
accomplished during the year. Steve Adams loaned us a
wide collection of items for display several years ago, and we have never had the
opportunity to catalogue and label them. This year that will be done. We have a B-24
Prop blade on loan, and that needs a solid base made so that it can be displayed properly and not left lying in a corner. (Safe but unimaginative). There are quite a number
of additional items that have been promised for the museum, and we will let you know
about them as they arrive, and maybe include a photo or two. We were told by both
Steve Adams and Paul Wilson (from Hethel Museum) when we started this phase of the
Museum’s life that this influx of artifacts would happen, and I am pleased to say they
have been proved right.
The new surface to the runway 21-03 ( it was 20-02 in your day) has proved a great
success for local flyers and a steadily increasing flow of visitors are using it, bringing
with them the appropriate comments on how much of an improvement it is.
The winter has taken its toll on some of the plants in the Memorial Garden, so Mike
and the team will be replacing those that didn’t make it through the frost and snow.
(And the occasional attention of the local rabbits).
Our air-display season has started over here, and we are lucky enough to have a
number of the old warbirds housed fairly locally. This means that we occasionally get
to see DC3s, Spitfires and Hurricanes grace our skies. Not to mention Maurice
Hammond’s Mustangs from Hardwick (he now has two…that’s greedy!) and the
Mustangs and Thunderbolt from North Weald. The sound of a Rolls Royce Merlin, or a
Wright Cyclone never fails to make folks stop dead in their tracks and stare skywards.
Long may that continue! We are also on the route for the Battle of Britain Memorial
Flight, between its base at Coningsby in Lincolnshire, and the East Coast area, where
several of the annual Air Displays take place, so it is not unusual to see the Lancaster,
Spitfire and Hurricane grace our portion of the Norfolk sky in loose formation.
Jets just don’t cut it.
Best wishes from all at your old base in England.
Peter Bodle
5
�BOB HOOPER REMEMBERS KIEL
The Spring issue of the 8 Ball Tails reported that B-17s dropped incendiaries on B24s which were flying lower!
“Wrong”, says Hooper. “Our group was dropping the incendiaries. We were flying
above another group of B-24’s. We were dropping incendiaries, and they were flying
through them. I could look through the open bomb bay doors, and see the ‘24s below
us. I never saw a single B-17.”
The best report of the Kiel Mission was written by Roy Owen in the Summer 1999
issue of the ‘Tails’.
Quoting Roy, “Kiel was one of the greatest aerial battles of the War. Both B-17’s
from the First Air Division and B-24’s from the 8th Air Force were assigned, the first
time both types of aircraft were sent on the same mission. (The plan was:) The B-17’
were first to drop 500 pound HD bombs, to be followed by 100 pound incendiary
clusters which were transported by the Liberators.
“Compensating for differences in aircraft performance, Col. Leon Johnson’s maneuver to avoid the dropping bombs of the higher altitude B-17’s led the 44th to greater
exposure to German fighters. As it happened, the incendiaries of the B-24’s came
apart immediately, so pilots following were forced to spread their formation to
avoid colliding with the incendiaries. The Luftwaffe took full advantage of the
altered pattern, and five B-24’s in the rear echelons were lost in the target area, one on
withdrawal.”
So Hooper was right that Liberators dropped the incendiaries; the Tails was right
that B-17s flew that mission also.
Bob Lehnhausen can testify that Liberators really did drop incendiaries on the
Liberators below them. He was flying in Miss Virginia as Co-Pilot with Wilmer
Garrett, and they were among the group trying to avoid the blazing fire sticks.
Will Lundy’s ROH states that 109 Fortresses were to drop high explosives; the 44th
were to drop 100-lb. and 500-lb. cluster incendiaries or ‘matchsticks’, as they were
called. 17 B-24’s followed the Fortresses. 21 enemy A/C were destroyed; 13 probables and 1 damaged. The 44th lost 5; 1 was abandoned, 9 damaged; 12 men wounded; 51 MIA.
For this successful mission, the Group was awarded it’s first of two Unit
Citations.
S/SGT. ROBERT HOOPER REMEMBERS GOING FROM
FORTS TO LIBERATORS
Hooper was a Ball Turret Gunner on a B-17 with the George Winger crew. They
came to England by the southern route, with a brief stop over in Trinidad for repairs.
That took several days, so the crew slept under the wing, ate any food they could
scrounge; and, unfortunately, drank the water. Upon arrival to Bovington, England,
the plane was taken from them and they were sent to Shipdham, assigned to the 66th
Squadron, and the crew was totally separated.
On 17 May 1943, Hooper’s 8th mission was to Bordeaux. They flew first to Davidstown,
England on the 16th to be closer to the target, as well as to have complete secrecy from
German spies, as well as from their radar. On the morning of the 17th, the A/C took off
6
…continued on page 7
�S/SGT. ROBERT HOOPER REMEMBERS … continued from page 6
for the target, which was to be the longest mission in distance to this date, and it’s execution demanded exacting work from all the crew members, especially the Navigators. It was
necessary to fly west, out and around the Brest peninsula, and then back east to the target.
The Germans were taken completely by surprise & the target was hit with excellent results.
Hooper, usually assigned as a gunner, this time was flying as the Photographer with
1st. Lt. Ray L. Hilliard in Avenger II. The engine began to malfunction, causing fuel
problems before they reached the target. They knew they could not make it back to
England, so they opted to go to a neutral country, and Spain was the obvious choice.
Lt. William T. Auston, Navigator, described the arrival. “We were flying at a high
altitude, looking for a field; and finally saw a fighter base way below us. We were losing altitude as we were down to one engine running. We came in for a landing on
their short runway. Lts. (Ray) Hillard and (Alfred) Damron had to set their brakes very
hard, and we skidded along the runway because we saw a steam roller blocking our
path at the end of the strip! No one was injured – a successful landing.
“After our crew was split up, I never flew with same crew twice,” Hooper remembered. “On our mission to Bordeaux, after which we crashed in Spain, I did not know a
single person on that plane.”
Americans were not popular in Spain at that time. During the Spanish Civil War, a
brigade of American volunteers had fought against Franco. That was the wrong side,
as the Communist party was victorious after a four year struggle.
Avenger II crashed at a small landing strip on the northern Spanish coast, close to
Santander. “There we were picked up by the Civil Guard and transported to Leone,” Hooper
remembered. “We were placed in a jail. Then a Catholic priest got permission to take us to a
big cathedral, and down in the basement was the original equipment for torturing prisoners!
The blood stains were still on the wall. This priest spoke excellent English – he was born in
Chicago! Unfortunately, he had to turn us back to the police after our visit to the cathedral.”
After the group was interned, they were allowed to visit a tiny town, where Hooper
met a Spanish citizen who was eager to learn English. In return, he taught Hooper to
speak Spanish. Having grown up in The Lone Star State, Hooper had conversed with
many Mexicans, but the only words he picked up were the bad words! His vocabulary
greatly improved with his new friend.
At that time unexpected problems arose for Hooper. Malaria and Amoebic Dysentery
struck, undoubtedly from his visit to Trinidad with its limited sleep accommodations and
bad water. In addition, all the food in Spain was cooked with olive oil, which aggravated
his GI problem. Hooper’s weight went from 168 pounds to 135. He got in touch with
the American Ambassador in Madrid, who got him to a British hospital in Gibraltar. That
was interesting…the famous Gibraltar monkeys roamed free in the hospital, stealing any
bite of food they could lay their hands on. Hooper remembered that famous belief of the
British: “If the monkeys ever go, Gibraltar will go.” No wonder they had such freedom!!!
On August 3rd, the detainees were loaded on a C-47 and flown back to 8th Air Force
Headquarters in London. Hooper was sent home with the agreement that he could enter
pilot training. Unfortunately, his health problems continued, and he was later discharged.
Hooper was a photographer on his 8th mission - the trip to Bordeaux, having been
separated from his original crew upon his arrival to Shipdham. When he returned to
England from Spain, sadly, he learned that his crew on Wing Dinger, flown by his pilot,
George Winger, was lost at Ploesti. Only one crewman survived to become POW:
Assistant Engineer Bernard Traudt.
Bob Hooper recently arranged for copies of the 8 Ball Tails and 44th BG’s disk to be accepted into the Nimitz Museum and Library in Fredricksburg, Texas. Originally the museum was
devoted exclusively to the Pacific war. Recently they decided to include all of WWII.
7
�THE PLOESTI DISPLAY AT THE MIGHTY EIGHTH
Tom Parsons puts his hand on the Collings Liberator, the last flying B-24 in the
world. He earned his name on the plane by supporting the Collings project.
When the Mighty Eighth Museum in Pooler, Georgia, was planning meaningful
exhibits, the 44th was eager to be involved. On hand was the President of the 8th Air
Force Historical Society, Tom Parsons. Tom worked with the artist, and a dramatic diorama of the Ploesti mission emerged, complete with smoking oil wells and B-24s flying into
the blaze. Roy Owen, who was President of the 44th BGVA, wrote a detailed description
of the mission, led by Col. Leon Johnson. These words were printed under the diorama.
Roy wanted the words on a
tape, so viewers could push a
button and hear the description.
Once again Tom Parsons came
forth to assist. He found a professional radioman, who did it
without charge; and when the
Curator of the museum completes the current project of reallocation of space, the Voiceover will be accomplished.
George Washburn is in frequent touch with the Museum,
urging the completion of this
project. Time is running out for
all of us. Getting the 44th history completed is a compelling task.
UNFORGETTABLE MOMENTS ABOUT SHIPDHAM:
By Fred J. Marzolph
In the first days of one’s military life, you can expect many new and different things;
but the most unusual, beastly and cruel things was the ‘wake up’ call by the sergeant, usually with his very loud metal whistle, and the words, ‘Let’s go, Let’s go!” Lucky for him, we
had not yet been issued any firearms or ammunition, so he continued …. Every morning!
Overseas, at Shipdham, at least in the 506 Squadron, we had a CQ that, on his
building, would post a list of crews to fly the next day. In the morning his announcement would make me smile, or at least grin, when he woke us up.
His methods were to open the door and shout out, “Ho Ho, yo ho, you’re up to fly
the bloody kites today”, and then name the crews. Other times it might be his call
would say, “Out of the sack, up in the flak’ and then name the crews. It was a greeting
that made the morning much more bearable.
Marzolph’s message came via his old Royal Typewriter, leftover from his years as a journalist in Moline, IL.
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
“The only difference between a tax man and a
taxidermist is that the taxidermist leaves the skin.”
8
Mark Twain
�AFEES MEETS AT THE MIGHTY EIGHTH MUSEUM
IN POOLER, GEORGIA
AFEES is an organization of WWII veterans, 600 strong, that
honors those airmen whose planes went down, but were able
to elude the Germans and
return to base. It includes
families of these evaders
and escapees, as well as
members of the underground who assisted the
airmen.
On 8 August 1944
Scheaffer’s plane, My
Peach, went down approximately 60 miles south of
Paris. He was befriended by the underground who
hid him with a family in Orbais L’Abbaye, On 28
August, Patton’s army liberated him. Eight members of My Peach evaded and returned; 1 became
POW, one was WIA.
Dale Lee was also in attendance at the AFEES
Reunion. Lee, (also 506 Sq.) was flying in
Southern Comfort on a mission to Foggia, Italy.
The A/C was brought down by fighters, and Lee
became POW in an Italian prison. Along with five
other escapees, he broke out. They walked 600
miles over the mountains of Italy until they found
Frank Scheaffer (506 Sq.) lights a
help from the British, who flew them back to Africa. candle for lost members at the Annual
Reunion of the Air Forces Escape &
Jimmy Doolittle pinned DFC’s on them for a
Evasion Society.
previous mission — to Ploesti. Of the Horace
Austin crew, eight became POW, seven of whom escaped and returned; two were KIA.
Underground members of AFEES who assisted American and British airmen include
patriots from Holland, Belgium and France. Most of them have already passed away.
Their bravery in helping our veterans should never be forgotten.
THE 44TH BOMB GROUP PX
Flying 8 Ball Golf Shirts ..................................................................... $25.00 + 3.00 Postage
Flying 8 Ball Caps (Indicate Squadron) ................................................ 15.00 + 2.00 Postage
Flying 8 Ball Squadron Pins (Indicate Squadron)..................................... 5.00 + .50 Postage
44th Bomb Group Stickers....................................................................... 2.00 (Postage Incl.)
Order From
Donald C. Prater
1608 E. Candlestick Drive
Tempe, AZ 85283
(Make check payable to Donald Prater)
9
�“TOMORROWS MISSION”
By: T/SGT Ernest D. Brown, JR.
WRITTEN SOMETIME IN APRIL 1945 The war in Europe was winding down and soon
would be over. Brown was the Flight Engineer/Gunner on a B-24 Liberator Bomber,
44th BG, 67th Sqd, 8th Air Force, flying out of Shipdham,England
hanger. We never stood short when it
came to our bedtime snacks. There was
always about 5 dozen eggs bought from
a near-by farmer for 90 cents a dozen.
Along with bread, butter, jam, and
peanut butter, stolen from the mess hall.
After we had our full, our radio operator picked up all the letters and carried
them over to the pilot’s room to have
them censored. Stayed awhile to bat the
breeze around and then dropped around
to mail them. By the time he had
returned, most of the fellows were in the
sack and thinking. Thinking plenty of
home mostly and occasionally their mind
drifting off to tomorrow’s mission. It’s
not much fun trying to go to sleep not
knowing if it’s your turn to fly tomorrow
or not. Most of the fellows wanted to be
awakened when the crews were posted,
even if they were not flying. It seems as
though you can sleep much sounder if
you know you are not going up.
Usually somebody can’t sleep at all,
and he’ll get up and patiently dress and
walk down to once more check on the
alerted crews. If any one of us in the
Flack Shack were up, he would usually
wake up one of us and tell us. It so happens that Kyle’s crew was up tomorrow.
Early the next morning, around 2:30
A.M., the C.Q. came charging into the
barracks with his little speech. “Brown,
Kirby, Lovegren, Rubczak, Rankin, Dye.
Briefing 3:30, 2,700 gallons topped off,
fresh eggs for breakfast. Okay, let’s go!”
It was not until after he had left that
these words seemed to linger in the air
and slowly penetrated our sleep to once
again wake us up into reality. Reality of
what? That once again we were to bomb
Germany, and that it was going to be a
It was about 5 o’clock one afternoon
when our tail gunner rose from his sack
and headed for the door of the “Flack
Shack”, our humble and modest home. He
walked past the Wash Room, Coal
Compound, which we frequently visited
nocturnally, to illegally replenish the supply
for our homemade stove. Arriving at the
C.Q. Hut, picked up the mail and a fist full
of sulphur pills and returned to the Shack.
Some of us had mail, the rest hopefully looked forward to tomorrow.
But, we all received our sulphur pill to
protect us from catching colds. As he
entered the door, almost as one, a chorus
went up “Are the crews up yet?” Shaking
his head, he returned to his sack and
started reading a newspaper from home.
As the time slowly dragged on, some of
the boys returned from the mess hall
bearing the glad tidings that Spam was
on the menu. One at a time, the boys
dragged themselves free from their sacks
and rode ¼ mile to “Ptomaine Tavern” on
their English bicycles.
About an hour later as the Shack started filling up, the quiet conversation slowly turned from the chow to Piccadilly
Circus in London. Some of the boys sat
around, a now glowing red stove, writing
letters. Others sat in small groups talking
about the farm, their girls; but never once
did the topic turn to tomorrow’s mission.
The evening passed slowly this way, but
always pleasant. On the radio drifted out
music from the states that had been
canned months ago in New York or San
Francisco and sent to the Allied Radio
Station.
About 10 o’clock, some eggs were frying on the stove and bread along side of
it toasting on a conveniently bent coat
10
…continued on page 11
�“TOMORROWS MISSION” … continued from page 10
at 05:35, take off at 05:45 to the West.
Your bomb load is 44 x 100 G.P.’s and 2 x
500 M17’s and fuel load is max-max. You
engineers watch your fuel consumption
closely and be sure all of your gas is out of
your auxiliary tanks before you are in
enemy territory. Remember this is a long
haul. Your bombing altitude is 22,000 feet
and the free air temperature is -35 degrees
C. You will hit Bencher 21 at 9:20 and start
your climb gradually out over the North
Sea, crossing the Zider zee at 18,000 feet.
Continue to climb out and into the target.
Your bomb run is going to be extra long
today, lasting 18 minutes. You waist gunners start throwing out chaff at the I.P. +
3 minutes. Chaff code will be “Applejack”.
Code word for bombs away is “Daisy
Mae”. Flack today will be moderate to
intense and fighters are expected in the
area. So, you gunners, pre-flight those
guns good and don’t forget to test fire
over the channel. Your fighter support will
be a group of Yellow Tailed P-51’s. Don’t
forget the observer in the Blue Mosquito.
Yesterday some trigger happy Joe took a
few shots at it. If we can have the lights
now, we can show you pictures of the target.” After the photos of the target and
the surrounding territory, along with the
procedure for our let down back into
England, the weather officer gave us a
brief account of expected weather at the
target and our return home.
Both Catholic and Protestant Chaplains
were present now, just having returned
from the main briefing, they lead us in a
short prayer with a blessing. The briefing
was now over.
Well, that’s over with, I thought to
myself as I walked the short distance to
the drying room where we draw our flying equipment. Here I headed for the rear
of the room where my locker was, walking past the rest of the fellows struggling
into their heavy equipment. Getting
dressed for altitude flying is quite a job.
First came our electrical flying suit, an
long mission, as foretold to us by the
topped off fuel order, max capacity.
We swiftly dressed, quietly we wondered aloud where we were going. Then
we stepped out into the fog-leaded night
and quickly realized we were up against
the weather as well as the enemy. We
caught a truck to the mess hall where we
stood in line because it was already
beginning to fill up with gunners, radio
operators and engineers. Some to eat
their last meal and others their last one
for about 15 hours.
Our breakfast was very good that
morning, consisting of all the fresh fried
eggs we could eat, breakfast food, fruit
juice, toast and coffee. By this time it was
3 o’clock and we lingered over a second
cup of coffee and a cigarette.
Again we walked out into the cold
night and caught another truck to the
gunner’s briefing room where we went
inside amongst the rising tempo of excited, but never-the-less, calm voices of
crew members.
In the meantime, the officers of our
crew had followed much the same routine and were at this time also waiting in
the main briefing room.
After a few minutes of waiting and
smoking another cigarette, an officer
walked in with a piece of celluloid with
long red lines drawn on it. This he thumb
tacked to a huge map of Europe, thus
showing our route to and from the target, which looked like, BERLIN! This
caused a considerable amount of discussion, which was interrupted by a sharp
command. “Attention! At ease men!
Gentlemen, today you are hitting the
German headquarters in Zossen just a
few miles south of Berlin. This is to be a
surprise attack and you should find it very
enjoyable bombing the German Brass
Hats. Looks like one way to get back at
some officers.” His joke received no
response, so he continued.
“Stations will be at 05:25, you will taxi
11
…continued on page 12
�“TOMORROWS MISSION” … continued from page 11
For some reason, this is either as much
as I wrote, or I lost what I wrote. I
don’t know. I did find one more paragraph in my hand as follows:…….
Brown’s Post Mission Report:
extra pair of wool socks, heated shoes,
summer flying suit, leather flying shoes, a
45 Pistol slung in gangster fashion around
the chest, Mae West Life Jacket, parachute
harness, silk gloves, electric gloves, flying
helmet, goggles and lastly an oxygen
mask strapped to the side of the helmet.
With this tiresome job completed, I
slowly treaded out to another truck,
which in turn transported us to our waiting plane “D-Dog“. Up until this time,
everything was done much as a machine
would do it, but now we were facing the
machine that would be our end or bring
us safely back. The gunners went about
their job of installing their guns and
checking them, knowing that they had to
work or else. I climbed up through the
bomb bay opening, glancing at the
bombs and patting one of them like you
would a faithful dog. Eventually I made it
to the flight deck where the crew chief
met me and told me that the plane was
A-Okay. I started the put put, which supplied electrical power to the ship while
we were pre-flighting. After installing my
two 50’s in the top turret and checking
them, I proceeded to check over the
entire airplane from the nose to the tail.
I lit a cigarette and settled back, my
head resting comfortably on a blanket
roll, half asleep, trying to settle my nerves
after today’s mission. It wasn’t too bad.
None of them are bad once you’re back
and safe in your sack. Half in this world
and half in the world of sleep, occasionally I would grasp the conversation of
today’s mission. The talk was always the
same once you’re back.
My Combat Crew Officers
Part Of Crew............In Front Of The
"Flack Shack"
Kyle*(Pilot) Bratzel(Copilot)
Penberthy*(Bombadier) Atkins(Navigator)
*Deceased.
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
More about The Mighty
Eight Air Force:
The 8th Air force is listed as the greatest armada of any country in any war.
More than 350,000 Americans served in
the 8th AF in three years. At its peak, the
8th could put up more than 2,000 four
engine bombers and more than 1,000
fighters on a mission. They sustained
47,000 casualties; 26,000 deaths.
Rankin(Tail Gunner).. Lovegren*(Waist
Gunner)..Brown(Flight Engineer,Top
Turret)..Kirby*(Radio Operator)..Dye*(Waist
Gunner) Rubczak (Ball Turret,not shown)
*Deceased.
12
�REGISTRATION
44TH BOMB GROUP REUNION
SHERATON SUITES TAMPA AIRPORT
October 22-October 25, 2009
Last Name ______________________ First Name ________________________
Spouse _______________________ Squadron ______________________
Address ___________________________________________________________
City ___________________________ State ___________ Zip Code __________
Phone _____________________________
Guest & Relations _________________________________________
Number to attend __________________________
Registration for Singles $248.00
Triples $744.00
Doubles $496.00
Quads $992.00
Sqdrn Dinner Choices: 1) Roast Chicken Breast with Fresh Herbs and Pan Juices or
2) Sourdough & Lemon-Pepper Crusted Cod
Banquet Choices: 1) Baked Chicken with Herbs Provencal
Or
2) London Broil with Mushroom Sauce
Included in the registration costs are Welcome Reception, Dinners & Tours
Make checks payable to and mail Reunion Registration to:
Jackie Roberts, Treasurer 44th BGVA
11910 SE 44th Street
Oklahoma City, OK 73150
ROOM CUT OFF DATE SEPTEMBER 30, 2009
SHERATON SUITES TAMPA AIRPORT
4400 West Cypress Street, Tampa, FL 33607
Tel. 813 357-6145
44TH BOMB GROUP VETERANS ASSOCIATION
2009 REUNION
October 22-October 25, 2009
Please make reservations directly with hotel. All rooms are 2 room suites with bedroom (1 or 2
beds) and lounge area with sofas that convert into beds, so can accommodate 4 people.
Rates –
Single – $99.00
Double - $109.00
Triple $119.0
Quad $129.00
(Tax included)
Rates include Breakfast Buffet
Rates are good for 3 days prior and 3 days after reunion if space available.
Reservations to be made by phone, reference the 44th BGVA.
Complimentary Parking; Shuttle to and from airport.
13
�SCHEDULE OF EVENTS FOR THE
44TH BOMB GROUP VETERANS ASSOCIATION
2009 REUNION
SHERATON SUITES TAMPA AIRPORT
Thursday, October 22
9:00 AM Meeting of Executive Board
1:30 PM Open Registration
Friday, October 23
Breakfast
11:00 AM Bus Tour to MacDill Air Field
Lunch at MacDill Dining Room
Return to Hotel 3:00 PM (approx)
7:00 PM Welcome Reception
Saturday, October 24
Breakfast
9:00 AM Annual Meeting
11:30 AM Bus Tour to Florida Aquarium
Lunch on you own at the Aquarium
3:00 PM Return to hotel
7:00 PM Squadron Dinners
Sunday October 25
Breakfast
10:00 AM Bus Tour to Fantasy of Flight
Lunch (incl)
3:00 PM Return to Hotel
7:00 PM Banquet
Monday October 26
Breakfast & Farewells
14
�FRED J. MARZOLPH
NEVER HEARD THE LAST OF THIS:
(The day they dropped a bomb on England)
(He was flying with the William Smith/Roy Owen crew, and he says that was more
like family than crew.)
ing out, and I was beginning to wonder if
everyone was bailing out of the plane!
By now we were over the bomb dispersal area of the North Sea, where the
bombers dumped those bombs that avoided falling on Germany. We circled the area
for what was much longer than what we
had spent over our target, and all I had
accomplished was to drop the screw driver, set of pliers, the wrist watch (which my
mother had given me before I went overseas), and the oxygen bottle into the sea
….. and we still had the bomb.
With our fuel and the crew’s patience
getting low, the pilot told me to wire it up
and we’ll take it home. I grabbed each
and every arming wire I could reach on
the bomb rack, and twisted and wound
those bomb fuses so much, I could have
embarrassed a spider web class!!
Nearing Shipdham, the pilot informed
the tower of our excess load, and they
spread the alert and told us to come in.
With that info, the pilots lowered the
wheels and flaps, and we heard a loud
“CRUNCH”, There went all 2000
pounds off — right through the bomb
bay doors!
Our nose gunner, Eddie Tkacik, later
told me he saw a passenger train with a
lot of people waving out the windows as
the bomb was falling toward them. My
last sight of it was when it hit the ground
about 50 or more yards from the train,
and there was no ‘Boom’. I reached down
with another arming wire and pulled the
bomb bay door up, so it wouldn’t drag on
the ground when we landed.
I later heard that the farmer whose
land it fell on, circled the bomb and its
crater until a removal squad arrived. Our
officers said they took some ‘flack’ about
bombing our air base, but laughed it off.
The target has been long forgotten,
but our flight this day was one to remember. The mission carried on like most of
ours until we unloaded on the target.
We were carrying 3-2000 pounders this
day, and at “BOMBS AWAY’ two went out
of the bomb bay, but the third one hung
up with the shackle partly open.
I informed the pilot of this, and he
said to get rid of it. As the armorer on
the plane, I hooked on an oxygen bottle,
being we were still on high altitude, and
headed out on the catwalk with the
bomb bay doors still open. I was thinking this would only take a few minutes,
being the shackle was partly open.
Armed with a heavy duty screw driver, I
got from our engineer, Carl Jacobson, I
placed it in the shackle opening and
pushed, pulled, tugged, jiggled and all
else until the oxygen bottle was empty
and the bomb was still there!
My next step was to hook a long hose
from the nearest oxygen station to my
mask and repeat what I had done before,
but with even more enthusiasm. I also
kicked the bomb. It didn’t move. I tried
to shove it with my feet on it and my
arms wrapped around the bomb rack;
and still no movement on its behalf.
About this time I began to get visitors in
the bomb bay. The bombardier came back
and reaffirmed to the pilot, we had a
bomb hang up, and then he left. Next the
Navigator who I had never met before,
came back and made some suggestions
like, ‘better dump it out’ or something like
that. I was getting pretty impatient and
told him to leave the area, but not in those
words. I later found out the substitute
navigator was a Major, and not the enlisted
man as we had on an earlier mission.
I then saw the pilot, Bill Smith, com15
�COUNTDOWN TO PLOESTI
By an unidentified author
On May 29th (La Pallice, France), Lts. Richard A. Larson and Wayne H. Middleton
chalked up their first mission. This 506th Sqd. Crew was flying in aircraft #42-40606X, also known as Timba-A-A-Ah. When the crew got this airplane in the U.S., they
had a discussion as to what kind of nose art to paint on the airplane. Nineteen years
old Tail Gunner, S/Sgt. Steven F. Bugyie, had done a lot of tree cutting. “I suggested
that they paint a bomb in flight with the call that wood cutters use when a tree is
felled. That is how 6-6 Bar-X got its name.”
“After La Pallice, we thought that these missions were going to be a piece of cake.”
But the previous losses had been so severe that it was considered to have the B-24’s
do night bombing with the RAF. Shrouds were installed on the turbo superchargers of
some aircraft to reduce the glow. First Lt. Richard D. Butler and a few others were
sent to an RAF base to fly a night mission. “I flew in the right seat of a Lancaster. The
target was Dusseldorf. It was a very scary experience, as all firing was very visible in
the dark. Tracers burned and flak explosions were like big balls of fire. It looked like
the whole sky was lit up.”
Then the 44th BG shifted from high altitude bombing to low level formation. First
as individual ships, then as elements of three, later in formations at low level, the
crews learned the techniques of flying at low level for the purpose of bombing.
One of the new arrivals, 1st Lt. Shelby L. Irby experienced a huge rush of alarm:
“It was the sudden roar of a B-24 overhead at tree-top level, as I was walking to the
O-Club. “At the time, I chalked it off as some foolish pilot doing a dangerous ‘buzzjob’ on the O-Club,” he reported.
It was a big thrill for the young airmen to fly just above the treetops. They flew so
low over the fields that “Land Army” girls hit the dirt, and frightened cows ran frantically with their tails flying straight out behind them. S/Sgt. Robert Reasoner even
waved to the people on a train on an elevated track
Some of the farmers were complaining that the 44th BG ships were scaring their
cows and chickens so bad, they were not producing much milk or laying many eggs.
Lt. William Cameron wanted his ship to be called the Golden Bear after the symbol of the State of California, but only Assistant Engineer Roy Winter and he were
from that state. “As we were practicing low-level formation flying – referred to as
“buzzing” – in true democratic manner, we compromised and agreed to call her the
Buzzin Bear.”
Ed. Note: I found this story in my files. It was labeled “The Spirit of the 200 Club.
Would the author like to come forward and claim it?
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
“The inherent vice of capitalism is the unequal sharing of the blessings. The inherent
blessing of socialism is the equal sharing of misery”
…Winston Churchill
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
16
�Lt. LOUIS TROUVE, BLOWN OUT THE NOSE WHEEL DOORS
INTO GERMAN HANDS
Louis Trouve was the Navigator on
the Richard Comey crew, 66th Squadron.
When the Comey crew first came to
Shipdham, they were immediately dispatched to Africa, from where they flew
the missions to Italy and Sicily; then the
awesome missions of Ploesti and the second trip to Weiner-Neustadt.
The target on 11 December 1943 was
the boat and rail center in Emden,
Germany. They were flying in Nice ‘N
Naughty aka Princess Charlotte. The
plane received a direct hit on the nose,
right above the navigator, Louis Trouve.
The force of the explosion knocked him
backwards, over the nose wheel doors
and out from the plane. Even though
wounded, he opened his chute, landed in
a bay, and was picked up by the
Germans.
This report of his interment was submitted by his daughter, Marianne Trouve.
His son reported that he rarely talked
about war experience; nevertheless, he
wrote a very detailed account of his life
as a ‘Kreigie’:
campaigners apparently found unfit
for hazardous duty. The watchdogs at
their sides were German Shepherds of
frightening mien, but fine specimens
nevertheless, who obeyed with amazing alacrity the slightest whim of their
masters. We were soon to learn that a
guard and his dog were inseparable.
The guards addressed the dogs by
name, and in the inflection in their
voices betrayed the closeness of relationship. One guard might lend another his gun, but never his dog.
“We fell silent and struck a slow
cadence, each man engrossed in his
own thoughts as he marched toward
captivity. Presently there appeared in
the flat distance, an enclosure ringed
by two concentric barbed wire fences,
with rolls of barbed war in between.
Even a sure-footed squirrel would have
his work cut out for him to get across
that barrier. Every few hundred feet, a
watchtower of ‘posten’ box rose to
dominate the wire, with searchlights
and machine guns clearly in evidence
as grim warnings that escape was
something more than a matter of mere
preferment.
“Some things are common to all
prisoners. You live constantly with the
yearning for freedom. Somewhere in
your subconscious there is always the
awareness of the deep concern you
know your kin must feel for you. Your
future is uncertain at best, and you are
solicitous for you own safety. You may
from time to time have to cope with
dark thoughts that challenge your faith
– your faith in your own military, your
faith that someday you will return to
your homeland, your faith in mankind.
“The area within our enclosure,
which measured about a quarter mile
square, was pockmarked with barracks,
thin tinder-box affairs which afforded
Written in 1963:
“ It has been almost a decade since I
became a ‘Kriegsgefagen’, but still
strong in memory is that first view of
the camp. We detrained at Barth, a
small town on the Baltic, and set out
on foot for Stalag Luft I in Frankfurt.
Though prisoners, we had marched as
soldiers, standing tall, our pride edged
by the close scrutiny of German
nationals. But there in bleak and
windswept northern Pomerania there
was no one but the German guards
who escorted us.
Guards and Their Dogs
“These men were not of the
Prussian militarist mold; they were old
17
…continued on page 18
�Lt. LOUIS TROUVE, BLOWN OUT THE NOSE WHEEL DOORS … continued from page 17
Two Doctors On Hand
reasonable protection from wind and
weather. They were partitioned off
into rooms about the size of an average living room. At this stage of the
war, twelve men were in each room.
As the war progressed, conditions
became more cramped, and at war’s
end, it was not uncommon to find thirty men living in these rooms.
“Some strange things happened
during the ‘belting period’.
Squeamishness or sentiment determined many from indulging, but all
the cats in the camp that were kept for
pets went on the butcher’s block save
one, and it survived only because its
owner never relaxed his vigilance. Bird
traps came into being, and were set up
near the rubbish heap. More than one
prisoner could say he ate crow and
meant it literally.
“We had a community washroom.
An improvised shower was in daily use
during the warm weather; in the winter months we were taken in groups
once a week to the German compound
for a shower.
“Two prisoner MD’s, one English,
one South African, cared for our sick.
Their medical supplies were adequate
until they were taxed by an influx of
evacuees from German camps further
east that were abandoned in front of
the Russian advance. A special pool of
Red Cross parcels was built up to furnish an abundant ration for the sick.
“One case of spinal meningitis
broke out. Fearing that the contagion
of the dread disease might cause the
entire camp to become infected, the
doctors appealed to the Germans, and
we were permitted to remain quarantined for several days.
“Repatriation was routine and took
place every several months under the
aegis of the ‘protecting power’, which
in our case was a Swedish national.
Loss of limb, tuberculosis, severe burns
and other maladies in these categories
would qualify a prisoner for repatriation. One, an Englishman, was repatriated for longevity. He had been taken
prisoner before Dunkirk, and was
imprisoned for over five years.
“We received mail and packages
Twelve Men To A Room
“We slept on double decker bunks
on excelsior mattresses. Each man had
a mattress cover which was changed
every few months, and a sheet which
was changed about once a month. In
exchanging the sheets, the old ones
were laid flat on the floor and rolled
into a column. One time a man was
rolled up inside, and in Trojan Horse
fashion, he got outside the confines of
the camp, but was recaptured and
kept without water until he ‘talked’.
“Each room contained a coal stove,
and weekly the Germans doled out a
coal ration. This was used for warmth
and cooking, which we did ourselves.
The food ration was meager, consisting
of bread which resembled roughhewn
wood cut with a ripsaw, potatoes,
soup, jelly, butter, occasional meat.
Our doctors estimated the caloric
count at 600 daily.
“The bright spot on the food horizon was the Red Cross packages.
Under ‘normalcy’ each man received
one a week. When these were
received, we knew no hunger pains.
But as the ability of the Germans to
wage war was neutralized, as their
communications were more and more
disrupted, their shipments ceased.
Then we tightened our belts another
notch each week. But our discomfort
was counterbalanced by the realization
that war’s end was approaching.
18
…continued on page 19
�Lt. LOUIS TROUVE, BLOWN OUT THE NOSE WHEEL DOORS … continued from page 18
each barracks in turn to put on their
acts. The most popular entertainer
was a little Italian who had a seemingly exhaustless repertoire of many funny
songs, and who accompanied himself
with castanets.
“Musical instruments were eventually procured and a band was formed.
More than one full-length play was
produced from an original manuscript
and original music.
“We had a library and a room was
set aside for classes. A prisoner who
was proficient in a language or mathematics would teach others interested
in learning. I taught shorthand.
“The only out-and-out instance of
calculated brutality that I remember
occurred near the war’s end when all
Jewish prisoners were segregated. This
move the affected prisoners regarded
as a step in preparation for more drastic measure, and their concern showed
strongly. But the fears never materialized. They were segregated but otherwise unmolested.
from home sporadically, and were
allowed to write three letters and four
postcards a month. Captive chaplains
conducted religious services regularly.
There was no attempt at indoctrination
by the Nazis. A public address system,
controlled from German headquarters,
was set up with a speaker in each compound, but there was no coercion to
force us to listen. Lord Haw Haw
broadcast regularly, but performed for
a small and scoffing audience. There
was a greater interest in the German
communiqués.
“Thanks to the inventiveness of Roy
Kilminister and Leslie Hurrell, two
Limies, the BBC news broadcast was
received daily in the camp. The clandestine radio that they constructed
was a Rube Goldberg contraption. It
contained among other things, pencil
lead, shaving scrap containers, toothpaste tubes, silver paper and greaseproof paper.
“I took down the BBC newscast in
the dead of each night in shorthand.
Copyist made additional copies the following day, and the report was read in
every barracks in the camp.
“In order to carry out this moraleboosting activity, for which I was later
commended by the War Department, it
was necessary to thwart the closest
surveillance by the German “Abler’
department, the trouble-shooting contingent in the camp. Somehow we
survived their blitz raids and their fine
comb searches, and the activity went
on.
Day of Liberation
“One night the searchlights stopped
sweeping over the camp, and we could
see the exodus of German personnel
silhouetted against the moonlight of
May 1, 1945. The gates were thrown
over. We had been liberated by the
enemy. “
Sports In The Camp
“The sports equipment in the camp
was made available by the YMCA. We
had a softball league, a hardball
league, and boxing. Other things were
improvised, like weight lifts.
“Performers banded together,
singers, mimics, comedians, and visited
19
�44TH BGVA AWARDS, DECORATIONS & MEMORIALS
R. Lee Aston, Director
JAY STEELE RECEIVES FRENCH LEGION OF HONOR MEDAL
On April 29, 2009, at a ceremony in the French Embassy, Washington, D.C., former
S/Sgt. C .H. (Jay) Steele, 66th & 68th Bomb Squadrons, was inducted into the French
Order of the Legion of Honor as a Chevalier (Knight) and presented the Legion of Honor
medal by the French Consul General Michele Schaffhaufer.
Dr. Jay Steele received a belated Silver Star for gallantry at the 44th BGVA’s Reunion,
October 2008, at the Army War College, Carlisle, Pa.. His Silver Star Citation read as follows:
20
�MAIL & E-MAIL
From Bob Lehnhausen: “I recently came across an article in the Wall Street Journal,
and was captivated by the obituary of George W. Housener.”
Housener had been cited as the Father of Earthquake Engineering, but among
his many accomplishments was a reference to his activities in WWII. A PHD graduate of Caltech, he joined the Air Corps of Engineers and traveled to the Euopean
theater. He devised a bridge-bombing strategy for the invasion of Sicily and Italy.
During the 1943 air raid at the Rumanian Ploesti oil refinery, he provided a crucial
calculation that the barrage balloon tethers (cables) would snap when low-flying
B-24 bombers hit them, rather than slicing the airplanes wings off, as had been
learned in planning.
Lehnhausen’s evaluation: “Those of us who participated in that mission differ with
Dr. Housener’s belief that the anti aircraft balloon tethers (cables) would be of no risk
to the B-24’s airframe.
“It is also to be noted that he devised a bridge bombing strategy for the invasions
of Sicily and Italy. The same five Bomb Groups that flew the Ploesti mission also participated in those military events, either in advance of the landings or after the specific
action…In all of the reading that I have done that relates to ‘Tidal Wave’, I have never
encountered a reference to him by name.”
The complexities of WWII are endless. Historians may spend a lifetime, studying it, and
barely crack the surface of everything that took place.
FROM THE ARCHIVES
THIS DOCUMENT MARKED ‘SECRET’
The 8th of September was a glad day for nine officers and thirteen enlisted men of
this group. Today they returned to England after an absence of more than 15 months
– 15 months in a Rumanian prison camp. They were part of the men who went down
on the first and historic low-level attack on the Ploesti Oil Refineries.
Those who were uninjured in crashing were taken to Bucharest for approximately
50 days, and then up to the central part of Rumania where a small village had been
taken over by the authorities to serve as a prison camp. Those who were injured in
crashing were taken to a hospital for treatment, and as they became well, they were
sent to the prison camp where they were welcomed by their comrades who preceded
them. This was their home for nearly a year. Officers were placed in a modern, stucco
building which in peacetime years, was the summer villa of town officials. Enlisted
men were quartered in small farmhouses nearby. After a first bit of rough handling by
ignorant peasants who thought they were Russian airmen, they were treated quite
well, and even kindly.
It was surprising to note that even a radio was provided for the officers. Thus they
were able to keep up until two months before their liberation. It was via this radio
that on 6 June 1944, the news of the Allied Invasion of Normandy was joyously
received. When Bucharest was taken, and fighting broke out in central Rumania,
trucks were sent to the prison to carry the men back to the Capital. From here, they
were ferried back to England by 15th Air Force planes. These men are now assigned to
Headquarters ETOUSA, and will be reassigned to this organization for a short time
before returning to the Zone of the Interior…
21
�HONORING OUR HEROES AT CARLISLE
The logoed pavers surrounding the Soldier’s Walk grew as more of our heroes were
given recognition: Squadron Commanders, Charles Hughes, William Cameron, James
McAtee and Robert Lehnhausen. (Lehnhausen’s brick had been placed earlier, along
with those who had served as Board President.) Also named in the pavers are John
Gibson (CO of the 44th after Leon Johnson) and Griffin Goodman, (Executive
Administrative Officer at Headquarters.)
Two rows of red bricks with the 44th logo are lined up on the Soldier’s Walk, and the
Flying 8 Ball receives more than its share of attention, as no other group has taken full
advantage of the opportunity to honor their veterans.
ARMY HERITAGE DAY AT CARLISLE
More than 4,000 people visited the Museum and
Outdoor Exhibits at the Army Heritage Education
Center at Carlisle, in honor of Armed Forces Day. The
metal X-shaped bars which General Rommel had
placed in the Channel at Normandy to halt incoming
vessels were on display, along with a Sherman tank
that arrived ashore, once the beach was opened.
A German
anti-aircraft
gun was
nearby, a
reminder that
the enemy
knew the
dangers of
the planes
high above.
Children were
able to view
weapons
from every
war, reaching
back to the Spanish American.
According to Mike Perry, Executive Director of
the Army Heritage Center Foundation, groundbreaking of the Education Building will begin in
the coming month. Completion of this project
will fulfill the plan of AHEC, to educate the public, particularly school children, of the Army’s
(and Air Corps’s) efforts to make America the
great, free country that we all enjoy.
22
Col. Robert Dalessandro and Major General
Robert Williams join Perry Morse in
reviewing the exhibits.
�When Hitler Phones for Help
By an unknown poet in 1941
Old Hitler called the devil on the telephone one day,
And the operator listened to all he had to say,
“Hello” she heard Old Hitler’s voice, “Is old man Satan home?
Just tell him this is Hitler who wants him on the phone.
“What can I do?” the devil said, “My dear old Hitler pal.
If there’s a thing that I can do, then help I surely shall.”
Old Hitler said, “Now listen, and I will try to tell
The way that I am running on earth a modern hell.
My army went through Belgium, shooting women and children down,
We shot up all her country, and blew up all her towns.
“I started out for Moscow with the aid of my big tanks,
But the Russians, d—- ‘em, stopped us, and would not let us pass.
My submarines are devils, you ought to see them fight:
They go sneaking through the seas and sink a ship on sight.
“I was running things to suit me, until a couple months ago
When a man named Franklin Roosevelt wrote me to go slow.
He said to me, ‘Dear Adolph, we don’t want to make you sore,
So be sure to tell your U-boats to sink our ships no more.
I didn’t listen to him, and he’s coming after me
With a million Yankee soldiers from their homes across the sea.
That is why I called you, Satan, for I want advice from you;
I know that you will tell me just what I ought to do.”
“My dear old Adolph Hitler, there’s not much for me to tell
For the U.S. will make it hotter than I could for you in hell.
I have been a mean old devil, but not half as mean as you.
I’ll be waiting for your coming, I’ll keep the fire bright,
I’ll have your room all ready when the U.S. begins to fight.
The U. S. A. will get you, I’ve nothing more to tell—
Hang up your phone and get your hat and meet me down in hell.
FOR SALE—LAPEL PINS
Mary Aston is selling lapel pins of WWII Medals: 8th Air Force, DFC, Air Medal,
Purple Heart, POW, European-African Mediterranean Theater and WWII Victory
Medal. The price of each is $9 + 44 cents postage. (Specify pin name and
number of each type.)
A large Suncatcher depicting the Flying 8 Ball; a 67th Squadron Pelican or 8th Air
Force Logo are available at $$120 each + $25 UPS (a total of $$145)
A small Flying 8 Ball sells for $65 + $18 UPS (a total of $83) Proceeds go to the
44th BGVA. Contact Mary at 830 Cardinal Drive, Elberton, GA 30635.
23
�BOOKS OF GREAT EVENTS
IN 44TH BOMB GROUP HISTORY
BURNING HITLER’S BLACK GOLD is a factual account of the greatest mission of
WWII—Ploesti Oil Refineries, Romania. Major Robert W. Sternfels, pilot of the B-24
Sandman, 98th Bomb Group, compiled this book following 2 years of interviews with
historians and participants in the mission. The book replicates many official documents,
plus the report of an interview with the planner of the mission, General Jacob Smart.
Sternfels group flew alongside Leon Johnson’s 44th BG, experiencing the same dangerous surprises—the railroad car full of German soldiers with anti-aircraft guns, small
arms fire, steel cables, black smoke and fighters.
To purchase this factual, highly organized report on this valorous mission, contact
Major Robert Sternfels, 395 Pine Crest Dr., Laguna Beach, CA 92651. The price is
$26.75 with shipping.
If you are looking for a high adventure WWII story, read Escape in the Pyrenees, by
the late Archie Barlow, Engineer and Top Turret Gunner on the Hartwell Howington
crew. The mission on 21 January 1944 was to Escales Sur Buchy, France, to wipe out
the V-1s that were striking London. Ram It Dam II went down, and Barlow survived
and evaded. He relates his moment by moment escapades of being hidden by the
Underground, chased by Germans with dogs, sleeping in freezing haylofts, and finally
sliding down a very high hill to safety into Spain.
Barlow’s wife Aline has copies of the book. 190 Johnson Drive SE, Calhoun, GA
30701-3941 Tel. 706-629-2396. The cost is $20.
POST WAR OBSERVATIONS OF THE LATE ARTHUR HARRIS,
MARSHAL OF THE ROYAL AIR FORCE:
“The major cause of our success in the Allied invasion was the absolute air supremacy
of the air forces working with our invading forces. That supremacy was, in the first place,
due to the enemy’s absorption of airmen and air material in ever increasing numbers in a
despairing attempt, which failed – to overcome the strategic bomber forces which were
wreaking more and more vital injuries to his entire economic and military systems.
Harris quoted Albert Speer, Hitler’s Armamnt Production Chief: “The effect of the
strategic bomber offense has always been underestimated.” He added that the bombers
opened up a second front long before the invasion of France, because owing to the
unpredictability of where attacks would strike next, defenses had to be spread out to
cover every city or important factory in Germany and German occupied territory.”
According to Speer, German rocket warfare was no more than a feeble and totally
ineffective gesture. For example, the maximum production of the V-2 rocket was 5,000 a
month. Five thousand V-2 rockets carried less explosive power than one raid by the Allied
strategic bomber forces.
Hitler discounted the importance of bombers, putting more funds into fighter
planes. That’s not the only miscalculation by Der Fuerher.
24
�FOLDED WINGS
Lives of great men all remind us
We can make our lives sublime
And departing leave behind us
Footprints on the sands of time.
Henry Wadsworth Longfellow
reporter and columnist for a number of
newspapers in Florida and New Jersey,
and his work appeared in various flight
publications, including the 8 Ball Tails.
His memorabilia will be donated to the
8th Air Force Museum in Savannah,
Georgia. His Swiss Internee collection will
go to the Swiss Internee Association.
Clark leaves his wife of 60 years, Ruth
Lucille Buck. The couple had two children, a son and a daughter, two grandchildren and two great grandchildren.
Clark, Forrest S. #22758 24 January
2009 67th Squadron S/Sgt. Griffith was
a Gunner, later a Radio Operator on the
Rockford C. Griffith crew. He also flew
one mission with Richard O’Neill. His
first of eleven missions was 10 October
1943.
Clark was with the Griffith crew on the
mission to Kjeller 18 November 1943, in
which the battle damaged plane’s left
landing wheel would not come down.
Along with most of the crew, Clark bailed
out over Shipdham, while Griffith and his
co-pilot brought #41-29161 down safely
on the right wheel. On board was a
wounded member of that crew.
On a mission enroute to Lechfeld,
Germany, Rockwell Griffith found the
engine overheating. They managed to
drop the bombs over the target, then discovered the #2 engine malfunctioned.
Having insufficient fuel to return to
England, he turned his plane toward
Switzerland. He was greeted there with
both Swiss Fighters and Swiss Flak.
Despite that, Griffith did land safely in
Dubendorf and the crew was interned.
Two escaped, Clark and the others were
detained. Months later, Clark was able to
escape into France.
Clark spent most of his latter years in
Kissimmee, Florida, then moved to Bristol,
Tennessee. He had earned a degree in
Journalism at Rutgers University, New
Brunswick, New Jersey; then a postgraduate degree in English Literature at the
University of Minnesota. He was a
Graven, Thomas A. #20443 67th
Squadron 23 April 2009 1st. Lt. Graven
is listed as a Co-Pilot in the 44th BG, but
the Database has no record of his combat
missions. He lists his arrival date 01 April
1944. Previously he flew with the 492nd,
later with the 392nd. His last mission
(30th) was with the 392nd, but there is
no record that he flew with the 44th. His
departure to the ZOI was August 1944.
Graven was a member of the Air
Reserve in Illinois, and he retired as a Lt.
Colonel. After the war he attended
Washington University in St. Louis,
Missouri, later joining Bristol Myers as a
Medical Salesman.
Graven’s death was reported by his
grandson, TJ Graven.
Gray, John Allan #25354 68th
Squadron 17 October 2007 Lt. Gray was
a Navigator on the Robert A. Peter crew.
His first mission was 30 October 1944.
Lt. Gray flew in T. S. Tessie/Beck’s Bad
25
�FOLDED WINGS
Baby, V for Victory, Jose Carioca, T.S.
Tessie/Beck’s Bad Boys, Flak Magnet
and My Sad Ass. His last mission was
29 November 1944. (Source: Security
Death Index)
Boys, Flak Magnet, Gallavantin’ Gal and
Puritanical Bitch/Puritanical Witch.
When GEE/PFF became available to the
44th, Gray qualified for this navigational
tool, frequently flying in the lead plane.
He flew with Bob Seever, Roy M. Boggs,
Harry Garbade, Frank Kiggins and with
William Cameron as Command Pilot.
Gay flew on the 44th BG’s last mission to
Hallein, Austria 25 April 1945.
After the War, Gray earned a BS
degree at Penn State University, later a
law degree at George Washington
University. He became a special agent
with the FBI from 1951-1953. His next
position was Deputy Regional Director of
the FTC. He ended his career as an
Administrative Law Judge for the
Department of Labor, retiring in 1996.
Gray leaves his wife Donna, two children, three stepchildren and three grandchildren. The couple resided in Florence,
SC at the time of his death. He was
interred in Arlington National Cemetery
on 25 April 2008.
Holmes, Walter “Tommie” #23256
68th Squadron 25 May 2009 Captain
Holmes was among the first pilots that
came to Shipdham. His first mission, 7
November 1942, was on Victory Ship, a
beloved plane that saw him through
twenty of his 25 missions. On the plane’s
maiden flight to Abbeville, a shell from a
German fighter plane burst above the
pilot & co-pilot’s head. Even with a head
injury, Holmes was able to bring the
plane safely back to Shipdham.
Holmes flew with Wilmer Garrett, and
Baxter Weant, but also with Leon Johnson
and James Posey as Command Pilots.
The Holmes crew flew in Black Jack,
Lemon Drop, Captain & His Kids Ride
Again; for the Ploesti Raid, they flew in
Wing & A Prayer. That was his last mission.
Holmes carefully recorded the experiences of his most memorable missions,
providing a considerable amount of literature for future generations to understand. He was also eager to relate his
experiences to many young researchers
and historians, a trait that endeared him
forever to anyone who was seeking pertinent details of his missions.
After the war, Holmes and his father
established feed businesses reaching from
Louisiana to Texas, called TexLA. Later he
entered real estate, and built a subdivision in Jasper, Texas. He lived in one of
those homes until his death. With his
first wife, Margarete, he had a son who
passed away. Ten years ago he married
Nida, who was with him until the time of
his death.
Hamrick, Bazel #20509 2 October
1997 67th Squadron No records available. (Source: Security Death Index)
Hardman, Gene A. #20543 1 March
1996 506 Squadron No records available
(Source: Security Death Index)
Harrison, Charles H. #20561 15
December, 1998 68th Squadron. Sgt.
Harrison was a gunner flew with many
pilots, most with Ted L. Weaver, but also
with Charles Gayman, Sterling Dobbs,
Herman Eckstein and Myron Sesit as
Command Pilot. Harrison’s first of 26
missions was 21 May 1944.
Flying with different pilots, Harrison
flew in nine different planes: Flak Alley
II, Patsy Ann II, Full House, Battlin’
26
�FOLDED WINGS
Latimer, Lyle B. #21046 2009 67th
Squadron S/Sgt. Latimer was a Tail
Gunner on the Joseph Hermann crew.
He arrived in Shipdham in time to join the
mission to Caen (Vire). It was 6 June
1944 - D-Day.
The Hermann crew flew 27 missions in
four different A/C: Phyllis, Limpin Ole
Sadie/San Antonio Rose, Fearless
Fosdick and Three Kisses for Luck.
Most of the missions were clearing the
way for the invasion forces by preventing
German troop movements from coming
to aid of their comrades at Normandy.
Two missions were to St. Lo, in cooperation with General Bradley’s plan to keep
German troops entrapped. An infantryman looking up, described one attack:
“The bombers flew in majestically, and
with a dreadful, unalterable dignity,
unloaded and made for home”.
Latimer’s last mission was 15 August
1944.
After the war, Mirkin gained recognition as a men’s fashion designer. He and
his wife Mitzi were married 63 years. He
leaves four children, two boys, two girls;
and seven grandchildren. Edward and
Mitzi resided in Westbury, New York.
Thompson, Frederick F. #22294
66th Squadron 15 May 2007 S/Sgt.
Thompson was a Gunner on six different
crews, mostly with J. W. Grow and
Eustice Hawkins, but also with Gail W.
Larson, Albert Frank, Bob Cardenas,
Henry Borkowski and Dean Miller.
His first mission was 21 February 1944.
Most early missions were into the industrial areas in Germany; but after D-Day
most activities were in support of the
troops. On D-Day he flew with Eustice
Hawkins to Colleville and St. Laurent on
Passion Pit.
Thompson also flew in The Wasps
Nest, Consolidated Mess, Greenwich,
M’Darling, Prince/PrincAss/Princess, Ole
Cock, Southern Comfort II and Cape
Cod Special.
His last mission was 22 June 1944. He
was living in Greenwood, Maine at the
time of his death.
Mirkin, Edward #21373 66th Sq.
27 April 2009 T/Sgt. Mirkin was a Radio
Operator on the John Winchester crew;
but he also flew with Charles
Armstrong, Saul Fineman, Charles
Hughes, Robert Felber as CP and Lewis
Wright as CP. Mirkin flew 32 missions,
the first on 30 December 1943. On DDay the Winchester crew flew two missions: first to Colleville/St. Laurent; the
second to Caen (Vire).
The Winchester crew flew in Shoo
Shoo Baby and Flak Alley II, but most in
Limpin’ Ole Sadie/San Antonio Rose.
His last mission was 1 August 1944, in
which Robert Felber, as Command Pilot,
led the 44th to the RR Junction at
Amiens, France, as part of the ongoing
effort to stop the movement of German
troops.
27
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
On the third day of the Reunion, we will visit the Fantasy of Flight Museum in Orlando; and
yes, they have one of the few B-24s left in the world. There is entertainment for all ages: a
ride on the plane that (unfairly) got more acclaim than the Liberator - the B-17!! - or fly in a
WWII biplane. (You have to pay for those luxuries.) Those who are technically inclined can
play an aerial video game or pilot a state-of-the-art hang glider simulation.
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 9 - Issue 3: Summer 2009
Source
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
-
https://d1y502jg6fpugt.cloudfront.net/65043/archive/files/f1b542224e9c0083366559b50a2e4e9e.pdf?Expires=1712793600&Signature=FOOBIqRf7RN3euyEM1DnGaLhdo6F00ucyAi0HE4bMVq9mnaQnbHPU9m2VBWS9vaD7h34lD438tMvTN4F14XA-I4domVs3klg8wzz188rfWRvq0b31FbwaNIU%7EqeYZwjSRSiN3uODyMmT3z0M1pJiHeUYijFpQHOCp0onIBztbTkZnDGIx5YY5BhGCpp643WCPZ-%7EOmv6rg%7E4zxfVvsTS-6EuXGuvufdDzTCEtm22kW6oaXeyk0FdIti0yEYBqStq3POL9AdV21MNFg1Qs%7ExBfjDYRQWn5AIEGHX0434kqcM08arJCxSBaBsaDYizxd8Pubkdz5xe1sfTRHsPmk0WgA__&Key-Pair-Id=K6UGZS9ZTDSZM
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PDF Text
Text
44th Bomb Group Veterans Association
42-7536
8 BALL TAILS
Vol. 9 Issue #2
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Spring 2009
EIN # 68-0351397
THE BANSHEE
The Banshee was first assigned to the 392nd Bomb Group, but flew no missions with that group. In early October it was sent to the 44th Bomb Group, 66th
Squadron, along with its pilot, Kenneth Jewell.
The Database has limited information about this aircraft. However, the
record shows that 18 November 1943 The Banshee transported the George Insley
crew to Kjeller, Norway. This was a very long mission with heavy losses.
The Kenneth Jewel crew flew 6 missions in The Banshee, the first on 13
December 1943. After the
raid at Kiel, the A/C was sent
to Rackheath for repair of the
#3 engine and other battle
damage.
The George Insley crew
flew two missions in The
Banshee first to the port &
storage facilities at Bremen,
Germany. Two days later they
went to the airfield at Kjeller,
Norway. On a later mission
(unknown to this researcher)
the landing gear was torn off
The Kenneth Jewel Crew, (not individually identified)
Pilot, Kenneth G. Jewell; Co-Pilot, Walter Milliner;
and the nose crushed, but the
Navigator, Arthur Sakowski; Bombardier, Matthew J. Foley;
Radio Operator/Gunner, Stanley Lipczynski;
crew survived. The Banshee
Engineer/Top Turret Gunner, William Wike; Ball Turret Gunner
was salvaged at Deopham
George Poirrier; Waist Gunners, Sam Saporito & Edward
Guzik; Tail Gunner. John McCloskey.
Green in early January 1944.
1
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail mywings@cox.net
Immediate Past President:
(Holding position of the late Paul Kay)
Roy Owen
8550 Barton Road
Granite Bay, CA 95756
Phone (916) 872-4223
E-Mail: Rowen1115@att.net
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail leeaston@elberton.net
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail r_blynch@heartofiowa.net
(first three letters r_b)
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail b24dobbs@yahoo.com
Director: Charles W. Tilton
912 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail s.p.adams@btinternet.com
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: SirArloB@aol.com
2
�THE BANSHEE
Apparently this plane was named by its pilot, Kenneth Jewell, but two of its
most dramatic missions were flown by the George Insley crew. The mission to
Bremen, 16 December 1943 was a return to the target, following an unsuccessful
bombing attempt three days before.
This port was regarded as a prize target, being the second largest port in
Germany. It had large manufacturing and storage facilities, and was also a busy rail
center. The raid was successful, despite severely cold weather and fierce enemy
attacks. There were two losses: Battleaxe (66th Sq.) and J-Bar (67th Sq.)
Two days later the target was the Airfield at Kjeller, Norway, located near Oslo.
Thirty four A/C were assigned this mission. The Banshee, piloted by George Insley,
was flying Deputy Lead. Both Webb Todd and Will Lundy reported that the Kjeller
Airdrome, a supply, repair and maintenance depot, was hit with uncanny accuracy,
but at a heavy price.
The 67th lost four crews, and had one crash landing—Edward Dobson, Joseph
Houle, and Earl Johnson. Rockwell Griffith made a crash landing at Shipdham on
only the left main gear. #41-29139, piloted by Edward Mitchell went down in the
North Sea. The 68th lost two A/C piloted by Baxter Weant and William D. Hughes.
The tally: KIA – 42; WIA – 1; POW – 10.
BANSHEE IV/E Z DUZIT
Apparently Kenneth Jewell liked the Banshee name; the next plane that came to
him he titled Banshee IV/E Z Duzit. The crew’s first of eleven missions in this A/C
went to Escalles Sur Buchy 21 January 1944.
The Brandenburg raid 9 March 1944 was damaging to both the plane and the
pilot. Banshee IV/E Z Duzit was hit with flak, just as the bombs were released.
Also, Jewell sustained a wound that tore his leg off. Co-Pilot Harold Koontz brought
the damaged plane back to a crash landing at Shipdham. There was extensive damage to the nose of the A/C; it was salvaged two weeks later.
THE 44TH BOMB GROUP PX
Flying 8 Ball Golf Shirts ..................................................................... $25.00 + 3.00 Postage
Flying 8 Ball Caps (Indicate Squadron) ................................................ 15.00 + 2.00 Postage
Flying 8 Ball Squadron Pins (Indicate Squadron)..................................... 5.00 + .50 Postage
44th Bomb Group Stickers....................................................................... 2.00 (Postage Incl.)
Order From
Donald C. Prater
1608 E. Candlestick Drive
Tempe, AZ 85283
(Make check payable to Donald Prater)
3
�PRESIDENT'S MESSAGE
Plans for our 2009 reunion have been firmed up, as you can
see by the applications elsewhere in this edition. The Sheraton
Hotel is now being completely remodeled and will be ready for
us in the Fall. We will be the 3rd group booking after the
remodeling is complete. All rooms are 2 room suites with a
bedroom and a lounge with sofas that make into beds, so 4 can
be accommodated.
It is about 2 miles from the airport and shuttle service is
available. They also provide complimentary shuttle service to
shops within 3 miles, and there is a large mall close by.
There are still several details to be worked out with MacDill Air Base. As you know,
that is where the 44th was organized in January 1941 before they moved to Barksdale,
more than a year later. Among other things, we plan to have a memorial service at
their Memorial Garden where the 44th has a plaque.
The Florida Aquarium is rated among the top 10 in the country.. The lunches available there in the Aquarium include a cafeteria service as well as a sit down service with
a full bar. The menu of hot and cold sandwiches, salads, etc. is quite extensive and
reasonably priced. Both MacDill and the Aquarium are a short 6 mile bus ride from
the hotel.
The Fantasy of Flight museum, about an hour away, has an extensive collection of
aircraft and other displays, including a B-24. After a lunch in an Officer’s Club setting,
there will be flight demonstrations by one or more classic planes.
As this could be our last opportunity to get together, Lets make the most of it. We
look forward to seeing many old friends in Tampa .
The Mighty Eighth Museum in Savannah has received a B-17 which is being put into
the exhibit hall. The entire place is being rearranged, and finally the voice-over for our
Ploesti Diorama is close to being installed.
A reminder to all, in case the dues notice did not reach you, 2009 dues of $25 can
be sent to Jackie Roberts.
George Washburn
Did you know…
The 8th Air Force was activated in Savannah, Georgia. Half of USA Air Force casualties in WWII were suffered by the 8th Air Force. 17 Medals of Honor, 220
Distinguished Service Crosses, and 442,000 Air Medals were presented to members of
the 8th AF. Number of DFC’s - not known.
(These numbers have risen, as belated awards are still being presented.)
4
�LETTER FROM SHIPDHAM
By Peter Bodle
For once I really have to comment on the last issue of
‘tails’ rather than start off with something new from this
side of the Atlantic. I was very saddened to learn that so
many of ‘our’ 44th veterans have had to wait such a
long time to get the recognition that they so deservedly
earned all those years ago. Having thought it through for
a day or two, since my copy of ‘tails’ arrived, it crosses
my mind that there must be many other Bomb Groups
out there with a similar situation to confront. I just hope
they too have their own Lee Aston rooting for them.
I was also delighted to see that the Pavers are setting
the names from the 44th B.G., in perpetuity on the
Soldiers Walk at AHEC, Carlisle. That seems a most fitting
tribute to those men and the 44th Bomb Group, as just
recognition of an outstanding military unit.
Back at Shipdham, we have had a ‘real winter’s’ winter. Snow, Ice, Fog, Wind, Rain, Floods…the lot. As you will know, that assortment of
weather does not readily assist flying at all, and as the planes we use are real lightweight and tiny compared to your mighty B-24s, we have spent a fair amount of time
these last few weeks, on the ground looking skywards. Hopefully the upcoming summer season will reward our patience. The power planes in the club fleet are, by and
large, all fitted with pretty good heaters, so apart from the initial start-up period it is
OK with minus figures on the outside air temperature. But spare a thought for our
Glider Pilots…they have no heating at all (remember that from your B-24s)…and no fur
lined jackets issued to them!!!
Mrs Paterson has graciously added to her donation for the memorial garden, and a
brand new Garden Seat has arrived ready to be set in place by the maintenance team,
in time for this year’s crop of visitors. Since the Garden was dedicated we have been
slightly surprised to occasionally see people turn up, look at the garden and photograph it, get back in their cars and drive away, without visiting the club or the museum. However, if that is what they want to see, then they are most welcome, but we
would just love them to come in so that we can show them the Museum and the rest
of the club. Nevertheless, the fact that people are coming to the airfield, just to see
the Memorial Garden, is a very rewarding feeling, and in many ways, one of the reasons for creating it.
The ‘Credit Crunch’ that is affecting so many people across most areas of both the
U.S and the U.K. seems to have been rather relaxed around the Shipdham Flying Club,
and our club membership is holding up well. Most surprisingly, there has been more
money put into the 44th B.G. Museum donation box in the past three months, than
several previous three month periods. It could be that we are getting more visitors or it
could be people are being more generous, either way it provides most useful addition
to the museum funds and our curator Peter Steele will, I’m sure, find a good use for it
over the coming months.
Best wishes from all at your old base in England.
Peter Bodle
5
�From the Diary of Capt. Walter T. Holmes, May 14, 1943:
Kiel, Germany. Today the 44th dispatched 21 aircraft, but only three were from the
67th. One of the six planes that the 506th sent aborted. The target was the Krupp
submarine building works. The planes of our Group were the only Liberators participating, following approximately 125 Fortresses.
This proved to be a memorable day, as later the Group was awarded its first
Distinguished Unit Citation. The flak was terrific, along with swarms of enemy aircraft
engaging in furious duels. To show the ferocity of the enemy attacks, this Group alone
claimed thirty-two enemy aircraft as destroyed, five probables, and seven damaged out
of one hundred and seventy-two enemy aircraft attacking.
The 67th’s three aircraft were flying “Tail End Charlies” and were challenged early
and often. In addition to our three planes, the 506th lost Lt. John Swanson in A/C #
41-24295; The 66th ship piloted by Lt. Malcolm C. Howell and crew in A/C #41-23819
Rugged Buggy. The 66th plane piloted by Lt. John Reed was so badly damaged that
he ordered his crew to bail out over the base and then headed his ship to sea and then
jumped.
Lt. Hartley Westbrook said that he was asked to fill the vacant co-pilot position
on Lt. Robert Brown’s plane in order to make a full crew for the third plane for the
67th, and they did not return. The 68th gunners leveled the following claims against
the enemy: twelve destroyed, five probably destroyed and one damaged. This is
believed to be one of the largest scores to be made by a total of five ships from a single squadron in this theater.
One 506 plane was badly damaged, and upon their return to the base, the control tower was only interested in whether the tires were flat. The control tower could
see all the holes and feared that a flat might cause a crash and considerable damage
to the runway. So they diverted the plane to Belfast, Ireland where the plane was
landed without incident.
The Kiel Mission brought the first Distinguished Flying Citation to the 44th BG.
Seventeen B-24s were to follow 109 B-17s. Part of the horror of this mission came
when some of the Fortresses fell out of formation and were flying above the
Liberators, dropping incendiaries. These were in sticks that burst into flame, immediately after being released, so the Liberators were flying through sticks of exploding
fire.
The ferocity of Luftwaffe response can be measured by the losses. The 44th lost
five A/C; one was abandoned, nine were damaged. Crew losses were huge: 20 POWs,
20 KIA plus one Evadee who was later KIA; WIA—four.
The purpose of this mission was to wipe out submarine production and protect
the cargoes of men and supplies coming to Allied Bases.
A voice from another war:
“The experienced fighting pilot does not take unnecessary risks. His business is to shoot down enemy planes, not to get shot down. His trained head
and eye and judgment are as much a part of his armament as his machine
gun, and a 50-50 chance is the worst he will take or should take – except
where the show is of the kind that … justifies the sacrifice of plane or pilot.”
Captain Edward V. “Eddie” Rickenbacker
6
�Jackie Roberts wants to thank all the people who presented her with unexpected dollars.
As Treasurer, she is dutifully preserving and investing the 44th’s money, knowing there will
be a need for funds now that we have the OK to place a 44th BG monument at Carlisle.
A TRIBUTE TO THE LATE MELVIN JOHN COLE
By Robert Lehnhausen
Melvin (during service he was known by his first name). In civilian life he chose to go by
John. To his pals in the 68th, he was “Red”. He joined the 44th on 4 November 1942. He,
together with several other young radio operators, joined the squadron as casuals, meaning
they were not a part of any crew. Early on he was grounded by what I recall was a sinus
condition. Shortly after I joined he squadron, he asked for my help in getting back on combat status. That was achieved. Shortly before leaving for Africa, for Ploesti, he joined our
crew (Wilmer Garrett’s) as the radio operator. I was the co-pilot on that crew.
On our first mission, 2 July 1943 out of Libya, we were forced to ditch as the result of battle damage. When it became apparent that we were going to be forced to ditch in the
Mediterranean, and the crew was ordered to prepare for ditching, “Red” Cole did exactly what
he had been trained to do in such an emergency. He stayed at his position, he tapped out on
his radio set a series of Morse Code SOS signals, and then screwed down his transmission key,
to emit a constant signal. After being thrown from the crashed Miss Virginia, “Red” and I
surfaced a few feet apart, next to the right side of the fuselage. Together we got the two
dinghies free of their storage location on the top of the fuselage, lashed them together, and
proceeded to recover all of our crew mates that had survived and were afloat in their Mae
West’s. Five of our fine crew never surfaced and lost their lives. Six of us were rescued.
May I impress upon each of you, that this young airman did exactly what he was trained
to do ON HIS FIRST COMBAT MISSION.
There was NO established Air Sea Rescue service in the Mediterranean at that time.
However, there was a British minelayer enroute from Alexandria, Egypt to Malta, carrying
the British General Staff. This was eight days prior to the Invasion of Sicily. Someone on
that vessel authorized being diverted to begin a search for us, for their radio room had
picked up Cole’s distress signal. About four and one half hours later, we were rescued by
this British warship. Melvin John Cole was the key player, in my opinion.
After hospitalization and an R & R leave, we returned to the Squadron for duty on the
Thursday before the Ploesti low level mission. This courageous young guy volunteered to fly
the Ploesti mission, because Bill Hughes needed a radio operator. This was his second mission. How is that for a first and second mission? One, you survive a ditching, two you fly
Ploesti with a 30% loss rate!
This was not the end of harrowing experiences for him. He flew his seventh of nine missions to Wiener-Neustadt on 1 October 1943. The 44th lost seven of its twenty five dispatched that day. On that mission he was flying as my crew’s radio operator. I can assure
you that this mission was a very, very violent experience.
Shortly after our return to Shipdham from the second trip to Africa, Cole’s sinus problem
grounded him for good. In January 2944 he was transferred to 2nd Air Division
Headquarters. I was privileged to have flown seven of his nine combat missions with him,
and can tell you that he was a superb crew member. He always carried his share of the
crew “load”, cheerfully and with excellence.
In civilian life he distinguished himself as a member of the advertising business, and
spent most of his working life with the highly acclaimed McCann-Erickson Co.
We remained in contact throughout the years. He and his dear wife Adele, now
deceased, were special friends.
So we bid farewell to a true patriot. Melvin John Cole was the best of men.
7
�INNOVATION IN WWII
The truth of this story is verified by Lt. Col. John J. Wikle, Ret., son of Earl E. Wikle,
Radio Operator on Paper Doll.
Starting in 1941, an increasing number of British airmen found themselves as the
involuntary guests of the Third Reich, and the Crown was casting about for ways and
means to facilitate their escape. Now obviously, one of the most helpful aids to that end
is a useful and accurate map, one showing not only where-stuff-was, but also showing
the locations of ‘safe houses’, where a POW on the lam could go for food and shelter.
Paper maps had some real drawbacks. They made a lot of noise when you open and
fold them, they wear out rapidly, and if they get wet, they turn into mush. Someone in
MI-5 (similar to America’s CIA) got the idea of printing escape maps on silk. It’s
durable, can be scrunched-up into tiny wads, and unfolded as many times as needed,
and makes no noise whatsoever.
At that time there was only one manufacturer in Great Britain that had perfected the
technology of printing on silk, and that was John Waddington, Ltd. When approached
by the government, the firm was only too happy to do its bit for the war effort.
By pure coincidence, Waddington was also the licensee for the popular American
board game, Monopoly. As it happened, ‘games and pastimes’ was a category of item
qualified for insertion into ‘CARE’ packages, dispatched by the International Red Cross,
to prisoners of war.
Under the strictest of secrecy, in a securely guarded and inaccessible old workshop on
the grounds of Waddington’s, a group of sworn-to-secrecy employees began mass-producing escape maps, keyed to each region of Germany or Italy where Allied POW camps were
located.
(Red Cross packages were delivered to prisoners in accordance with that same
regional system). When processed, these maps
could be folded into such tiny dots that they
would actually fit inside a Monopoly playing
place.
As long as they were at it, the clever workmen
at Waddington’s also managed to add a playing
token, containing a small magnetic compass, and
a two-part metal file that could easily be screwed
together. Useful amounts of genuine high
denomination German, Italian and French currency
were hidden within the piles of Monopoly money!
British and American air-crews were advised,
before taking off on their first mission, how to
identify a ‘rigged’ Monopoly set –by means of a
tiny red dot, one cleverly rigged to look like an
ordinary printing glitch, located in the corner of
the Free Parking Square!! Of the estimated
35,000 Allied POWs who successfully escaped, an
estimated one third were aided in their flight by
the rigged Monopoly sets. Everyone who did so
was sworn to secrecy indefinitely, since the
British Government might want to use this highly
successful ruse in still another future war.
8
…continued on page 8
�THE HARRISBURG-CARLISLE-GETTYSBURG REUNION … continued from page 8
The story wasn’t de-classified until 2007, when the surviving craftsmen from
Waddington’s, as well as the firm itself, were finally honored in a public ceremony. At
any rate, it’s always nice when you can play that ‘Get Out of Jail Free’ card.
Lt. Col. John Wilke wrote that maps of Germany, France, Northern Spain, Austria
and other countries were printed on both sides of very thin cloth. Apparently only one
crewman carried them.
44th BG Veteran’s Comments: Lee Aston: Interesting story, probably true.
However, I don’t recall ever being briefed before a mission about a Monopoly set with
a red dot on it to mark it for escape maps.
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
MEMORIES OF CAPTAIN STERLING DOBBS
PILOT 68TH SQUADRON
“This happened during and after D-Day, when U.S. Troops were starting to make
their first big assault. The Air Force issued an order that Bomb Groups would provide
air support by dropping supplies to the troops at low levels. To support his mission,
the bomb bays of the B-24s had to be modified.
“Up to that time, I had flown 15 missions as a Co-Pilot. Operations called me and
said that I was to fly an aircraft to a designated airport for modification. They assigned
me an Engineer, Co-Pilot, an airplane, with instructions of where to deliver the airplane.
“This flight was to be at night. It was my first as Pilot in command. Everything
went as planned.
“It was also my first night landing at a strange airport. As a result of the success of
this operation, I was assigned a crew, and continued to complete my missions, the last
several as Command Pilot.
“The mission was flown with the 44th in support of the ground troops. The aircrafts returned with little damage from ground fire. One crew member was hit in the
buttocks. He received his Purple Heart on that mission.
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
Sterling Dobbs frequently e-mails bits of wisdom. Here is a recent one: At one
time there was a tax on playing cards. The buyer paid extra for the Ace of Spades.
Those who saved money by purchasing only 51 were said to be dumb or stupid
because they weren’t ‘playing with a full deck.’
THE INSIGNIA OF THE 464TH
SUB-DEPOT
In early 1944 Lt. Col. Hyman Shactman, 464 Sub-Depot
Commander desired their organization to have a distinctive insignia.
S/Sgt. Gine Repessi designed the one that was accepted, a Flying
Wrench. Due to the fact that the primary duty of this organization
was to keep planes in the air by repairing battle damage and doing
second and third echelon maintenance on planes, plane parts, and accessories, a
wrench - the tool most used by mechanics was chosen as the figurehead for the unit
insignia. The sub-depot was an Army Air Corps Unit, so they gave it wings. The colors
were blue and yellow, the colors of the AAC.
9
�FROM THE DIARY OF THE LATE BERT CARLBERG
NAVIGATOR – 67TH SQUADRON
In October Lt. Leonard Crandell and
his crew (including me) departed New
York on the Ile de France – an ocean liner
converted into a troop ship. Strange
though it may seem now, we were all
afraid that the war in Europe would be
over before we got there. Generals
Patton and Bradley and Field Marshall
Montgomery were moving rapidly across
Western Europe, and the newspapers
were predicting the war would be over by
Christmas. The Ile de France was loaded
with replacement troops, aircrews and
glider pilots. We were packed in like sardines and could not do much except
sleep, write letters, read, play cards or
shoot dice. At times we would go out on
deck for fresh air and exercise. Traveling
with us was a USO group – led by comedian Jack Oakie – going over to entertain
the troops. They may have put a couple
of shows on as we crossed the ocean, but
I was not aware of any. The glider pilots
were a very unhappy group. They had all
been instructor pilots in the Army Air
Corps training command, and abruptly
pulled out to fly gliders. They envied
those of us who were going over to fly
aircraft with engines. I’ve often wondered how many of them survived;
because before the war was over, gliders
were used frequently, supporting the
advancing armies.
The trip over the ocean took only
seven days. We were not part of a convoy, so the Ile de France changed its
course heading every three minutes,
which prevented an enemy submarine
from being able to draw a bead on it.
We docked at Glasgow, Scotland and
went by train to Stoke-on-Trent, where
we spent a couple of days awaiting
assignment to the various air bases in
East Anglia. Finally we were on our way
– again by rail - to Shipdham, but delayed
enroute when a buzz bomb narrowly
missed the tracks that we were on. This
incident made us realize that we were in
the war zone, and the enemy had not yet
given up. Because of the delay, we did
not arrive at the air base until late in the
evening.
Our Assignment, the 67th Squadron
Our crew was assigned to the 67th
Squadron, and Lts. Crandell, (W. B.) Croll
and myself quartered in the rear most
Quonset hut on the left side adjacent to a
large sugar beet field. The hut was divided into four sections with two officers to
each section. Crandell and Croll were put
in one section, and I was put in the
adjoining section with Lt. Ed Reynolds,
who had arrived there three weeks earlier.
He was the first pilot and his co-pilot,
Stan Fransted and Navigator, Hal
Pendleton, were housed in the section
opposite us. (Several years later when I
revisited the 67th Squadron area, our hut
was gone with only the concrete slab on
which it had rested, remaining.)
Lt. Reynolds and I hit it off right away,
most likely because we were both from
the same part of the country - he from
Lowell, Massachusetts and I from
Meriden, Connecticut. We both had
spent our teen years during the very
rough times of the depression, so we
appreciated the basic needs of warmth,
food and security more than our younger
colleagues.
Both of our crews – Crandell’s and
Reynolds = became very friendly and
often got together in one or the other’s
section to exchange skuttlebutt, experiences, and to have an occasional night
time snack. Local farmers found they
could make a bit of extra money by selling fresh eggs to the American airmen.
We were steady customers, and some
evenings we would bring bread from the
mess hall, fry some of those delicious
fresh eggs over our potbellied stoves and
10
…continued on page 11
�FROM THE DIARY OF THE LATE BERT CARLBERG NAVIGATOR … continued from page 10
training, I was fearful of being assigned
to the Pacific theater, in as much as many
combat missions there required flying
over long stretches of ocean with few
navigational aids and frequent use of flying by the stars. I had been taught celestial navigation, but it was slow and cumbersome, so when our crew was assigned
to the ETA, I breathed a big sigh of relief.
There celestial navigation was rarely
required. We had good maps with roads,
railroads, towns, villages and cities clearly
marked. Also, radio beacons were readily
available.
make ourselves some great egg sandwiches.
My roommate was an animal lover,
and soon after he arrived at the 6i7th, he
took in a stray black cat. We had a window at the end of our hut, so we left it
partially open so the cat could get in and
out. This cat was quite a hunter, and
often caught mice and small rats in the
drainage ditch just outside the hut. On
occasion – at night – the cat would bring
in its catch and drop it by my cot or Ed’s
and loudly announced his hunting ability.
We had a radio in our room and
enjoyed listening to the music from the
Armed Forces Network, as well as the BBC
news programs, which were identified
and preceded with chimes. On occasion
we tuned in a German propaganda station, which fed us a lot of garbage. One
morning, however, we were surprised
when, returning from a scrubbed mission,
to hear the German station announcer
inform us that they were disappointed
that our mission was cancelled because
they were going to be waiting for us near
the target. Even late in the war, they still
had some means of receiving intelligence
information.
The GEE Box
In the last few months of the war, we
were given a new aid – called a GEE box.
Special maps were made that contained
curved lines which emanated from a master radar station and a slave station.
These lines crossed to give perfect fixes
over the central and southern England,
and all the operator had to do was to
place the setting or fix of his destination
in the GEE box and steer the aircraft
toward the fix which he would reach
when the radar blips joined. The master
station was powerful enough to reach
into Western Germany, but the slave station did not go far enough east to enable
a fix. However, the master station was a
good indicator of course direction. I was
able to use it to follow a course from
southern Germany to an alternative field
in France when we were flying in solid
cloud, and had no other means of navigation. Also, when returning to base in
early winter darkness and a snowstorm, I
was able to find our Shipdham base without any problem.
Reassigned to Ed’s Crew
In early March 1945 Ed had some
problem with the performance of his navigator, so without my knowledge, he had
me transferred to his crew, which had
been given lead crew status. I was a little
upset, because I wanted to finish with
Len Crandell, but the gods were with me
through Eddie Reynolds. On March 24th
1045, while we were flying practice missions, Lt. Crandell and crew flew a low
level supply dropping mission for Field
Marshall Montgomery’s troops crossing
the Rhine River and sustained a direct hit
that wiped out the aircraft and the entire
crew. It took me a while to get over that.
My rating was that of aerial navigator.
Following graduation from navigator
Hallein Austria
Our last combat mission was on April
25th, 1945 when we flew to the outskirts
of Salzburg, Austria to bomb a small
refinery. It was a long mission – total fly11
…continued on page 12
�FROM THE DIARY OF THE LATE BERT CARLBERG NAVIGATOR … continued from page 11
port. Landing there was a bit difficult
though, because the sole runway could
only be reached by flying up a narrow
fjord leading directly to that runway.
Prior to our departure from Shipdham,
we flew a couple of nighttime training
flights to brush up on navigation before
leaving for the States. Ironically, we flew
the entire trip in daylight, overnighting at
Valley, Wales; Keflavik, Iceland and Bluie
West One in Greenland.
We landed our aircraft at Windsor
Locks, Connecticut, and I never flew in a
B-24 again.
ing time of 9 hours - but not one bit of
enemy activity to challenge us. This was
the last combat mission for the 8th Air
Force in Europe.
The Trolley Missions
The war in Europe ended on May 8th
1945, but that day and the following
one, we were kept busy flying what we
called “Trolley” missions. On these flights
we carried many of our ground support
personnel at low level over Holland and
the Ruhr Valley of Germany, to show
them the devastation that had resulted
from day/night bombings. I remember
looking down at the bombed out cities,
bridges, railroads, factories and highways,
wondering whether they would be able
to rebuild. Obviously they were able,
because some of the most modern and
beautiful cities have risen from those
ashes – due to the Marshall Plan.
On one of those afternoons – right
after May 8th – our squadron commander
and a Capt. Fitzgibbons – who lived in the
other corner of our hut – took a B-24 and
flew to a part of the French coast famous
for its wine production. They brought
back quite a supply, and I’ll never forget a
wine drinking party that followed. I overindulged, ending up throwing my guts
out in the ditch next to our hut.
Ed Reynolds and I Met Again
After the war Ed remained in the Air
Force and spent time at various locations,
including Alaska, where he flew to
remote fields including the Aleutian
chain, where he checked out navigation
aids, often under horrendous weather
conditions. He once checked out the
GCA unit at Gander, Newfoundland when
I was stationed there as chief dispatcher
for Scandinavian Airlines.
After Ed retired from the Air Force he
took a job with FAA as a pilot, and he performed the same functions that he had
done with the Air Force – flight checking
navigation aids. In the last years he rode
as check pilot on airline pilots.
Lt. Carlberg flew sixteen missions with
the Crandell crew, nine with the Reynolds
crew. He is the only member of the
Crandell crew to survive the war.
Going Home
My only use of celestial navigation
came into play when we flew our B-24’s
home in early June 1945. On one leg of
the trip – between Iceland and Greenland,
we were told to fly a course 10 degrees
left of the true heading in the field in
Greenland and shoot celestial readings of
the sun, which would give us speed readings. When we were within 10 minutes of
the projected speed line, abeam the airfield, we made a 90 degree turn to the
right and after coming over the southern
tip of Greenland, soon reached the air12
�SCHEDULE OF EVENTS FOR THE
44TH BOMB GROUP VETERANS ASSOCIATION
2009 REUNION
SHERATON SUITES TAMPA AIRPORT
Thursday, October 22
9:00 AM Meeting of Executive Board
1:30 PM Open Registration
Friday, October 23
Breakfast
11:00 AM Bus Tour to MacDill Air Field
Lunch at MacDill Dining Room
Return to Hotel 3:00 PM (approx)
7:00 PM Welcome Reception
Saturday, October 24
Breakfast
9:00 AM Annual Meeting
11:30 AM Bus Tour to Florida Aquarium
Lunch on you own at the Aquarium
3:00 PM Return to hotel
7:00 PM Squadron Dinners
Sunday October 25
Breakfast
10:00 AM Bus Tour to Fantasy of Flight
Lunch (incl)
3:00 PM Return to Hotel
7:00 PM Banquet
Monday October 26
Breakfast & Farewells
13
�REGISTRATION
44TH BOMB GROUP REUNION
SHERATON SUITES TAMPA AIRPORT
October 22-October 25, 2009
Last Name ______________________ First Name ________________________
Spouse _______________________ Squadron ______________________
Address ___________________________________________________________
City ___________________________ State ___________ Zip Code __________
Phone _____________________________
Guest & Relations _________________________________________
Number to attend __________________________
Registration for Singles $248.00
Triples $744.00
Doubles $496.00
Quads $992.00
Included in the registration costs are Welcome Reception, Dinners & Tours
Make checks payable to and mail Reunion Registration to:
Jackie Roberts, Treasurer 44th BGVA
11910 SE 44th Street
Oklahoma City, OK 73150
ROOM CUT OFF DATE SEPTEMBER 30, 2009
SHERATON SUITES TAMPA AIRPORT
4400 West Cypress Street, Tampa, FL 33607
Tel. 813 357-6145
44TH BOMB GROUP VETERANS ASSOCIATION
2009 REUNION
October 22-October 25, 2009
Please make reservations directly with hotel. All rooms are 2 room suites with
bedroom (1 or 2 beds) and lounge area with sofas that convert into beds, so can
accommodate 4 people.
Rates –
Single – $99.00
Double - $109.00
Triple $119.0
Quad $129.00
(Tax included)
Rates include Breakfast Buffet
Rates are good for 3 days prior and 3 days after reunion if space available.
Reservations to be made by phone, reference the 44th BGVA.
Complimentary Parking; Shuttle to and from airport.
14
�THE SECOND AIR DIVISION
REUNION SEPTEMBER 3-7, 2009
THE WESTIN O’HARE, CHICAGO, IL
In the past couple of years, the 44th BGVA’s
reunion occurred on the same exact weekend of
the 2 AD’s. Dick Butler, single-handedly represented our group. A Past President of
the 2 AD, Dick would like some company this year. Registration begins on Thursday
September 3rd. On Friday you can enjoy an Architectural Cruise and a Cocktail party
that evening, (Cash bar).
Breakfast, and meetings are on Saturday, then off you go to the Museum of Science
and Industry. Then more cocktails (Cash bar).
On Sunday there’s a City Tour; later there is a Ceremony for Past Presidents and
Banquet.
On Monday, it’s Breakfast and Farewells.
This Reunion is coordinated by Armed Forces Reunions, Inc. Register online and pay
by Credit Card: www.afr-reg.com/2ndAir
For more details contact Betty Lee, Chairman, Phone 321 259-6861
E-Mail betbrown331@aol.com
Or: Maxine Mackey, Phone 480 641-3033 E-Mail oakmackey@msn.com
To all of the 8 Ball Tail Readers: Because of the increased number of Folded
Wings, and because our printer gives me over-runs, I have a lot of back copies of
the Tails. They are already being distributed in many historical libraries, but we
are looking for more. If you personally would like back copies, let me know and I
will send them. Instead of reimbursing the postage, please make a contribution
to the treasury, c/o Jackie Roberts.
If you have a college or museum in your town that collects historical literature,
approach them and ask if they would accept sets of 8 Ball Tails. Along with the
magazines, they will also receive an updated CD with the Bomb Group’s history.
If we do not push the 44th’s history into every nook and cranny in this country,
future generations will never know of the individual sacrifices of more than 8,000
young men, who helped to keep this country the bastion of freedom which all of
us enjoy.
MORE THINGS TO PONDER FROM ROGER FENTON
1. How is it possible to have a Civil War?
2. Why is there an expiration date on sour cream?
3. Can atheists get insurance against Acts of God?
15
�THE LATE LT. COL DALE F. BENADOM’S HISTORY
WAS PRESERVED BY HIS LOVING FAMILY
Okinawa, in preparation for the air war
that followed. He flew nine missions in
that conflict.
From 1959 to 1962 he served a chief
of Spadats Saint Division, working on the
logistic support for space programs.
Apparently ‘Crash’ Benadom’s luck
with planes improved. Late in his career
he received the Flying Safety Award for
the longest record of consecutive accident-free months.
Among the pictures in the Benadon
collection are four that will tweak the
memory of our veterans.
When a pilot has flown a PT-19, BT-13,
AT-6, P-36, P-40, B-24, L-4, L-5, P-47, P-51,
B-25, A-20, A-26, C-47, C-54, B-29, T-33,
B-47, B-52, KC-97, B-17, RB-66, F-86, F104 and British Oxford, he hardly had
time to write his personal story. His wife
Jean kept the list for him. He trained to
be a fighter pilot, then came to England
and found himself flying in B-24s.
Two trips to the heavily defended sites
in Watten, France brought two crash
landings for Benadom, flying as Co-Pilot
with Walter Milliner. On 2 February
1944 they managed to get the heavily
damaged plane #42-99996 across the
Channel. Everyone but Millliner and
Benadom bailed out, and the two pilots
crashed the A/C at Shoreham, Sussex.
That plane survived the crash and flew
again with replacement of two engines
and a section of the tail.
Six days later in Shoo Shoo Baby, all
four engines were barely able to limp
back across the Channel. The crew bailed
out near Manston, Kent. Again, the
pilots brought the plane down and were
able to walk away. Four engines were
replaced before it could fly again.
(It has been said any landing where
you can walk away is a good landing. If
the plane can fly again, it’s a great landing.)
Apparently Benadom survived other
crashes of lesser note, as his fellow airmen began to refer to him as ‘Crash
Benadom’. On 10 October 1944 he
moved across to the pilot’s seat, and he
signed up for a second tour. By the war’s
end, he had risen to the rank of Major.
Benadom flew different planes during
the Cold War and the Korean Conflict.
When the Korean problems arose, he was
based at MacDill Air Force Base. He was
appointed Group Material Officer, and
had the responsibility of moving all
planes and other necessary materials to
P-47 Thunderbolt, one of the 44th’s Little Friends.
Jeep Does that background look familiar
to anyone
16
…continued on page 17
�THE LATE LT. COL DALE F. BENADOM’S HISTORY … continued from page 16
Somewhere in Germany. Undoubtedly taken by
Benadon on one of his post war assignments.
Bull of the Woods This plane flew 15 missions.
It was first assigned to the 392nd BG, but they
did not fly a mission in it. It came to the 44th in
October 1943 and crashed the following
December on a mission to Ludwigshaven,
Germany. Does anyone recognize the crew
kneeling before it?
Ed. Note: It is notable that many men like Benadom, who survived World War II,
made major contributions to world peace and the progress of aviation.
WILEY NOBLE’S RESEARCH
OF A GERMAN TOP SECRET BIRD
Construction of the rocket-powered ME-163 was
kept a total secret from the rest of the military. It
was constructed at the Messerschmitt factory in
Augsburg, and was called the Komet. Production
was slowed because the 8th Air Force was so successfully destroying German industrial plants, making spare parts unavailable.
The flights of the ME-163 were unsuccessful
because it flew so fast, its pilots had only 2 seconds
to select, aim and fire at a bomber before speeding
Crew Chief assists pilot with checks
past
the formation. It was so fast, the ME-163
before takeoff of the Komet.
pilots said it appeared that the USAAF bombers
were flying backwards!
The ME-163 required 3500 feet of runway for take-off. Fuel lasted only about 10 minutes, half of which was used in take-off. After the rocket engine fuel had been exhausted,
the A/C became a fast, controllable glider, each armed with a cannon and 2 Cal. 30
machine guns. The 12” propeller on front of the flying wing powered the navigational
and communication systems.
The Komet was considered a dismal failure. Their recorded ‘kills’ were 20 B-17s, one
B-24 and one Mosquito bomber. At one point Herman Goering asked the Me-163 pilots
to consider ramming the 8th AF bomber formations/ Twelve volunteered for this suicide
mission, but no ‘kill’ was ever recorded.
17
�ANOTHER LOOK AT PAPER DOLL
AND HER ONE-WAY TRIP TO SWITZERLAND
Paper Doll at Dietschwil, Switzerland
and I was no stranger in his office. He
told me to sit down as I entered. It was
then I noticed Mr. Hildebolt, the principal,
also in the room, and the one who
administered corporal punishment. I
could not think of anything that I had
done to warrant this kind of meeting, but
it wasn’t about me, I soon learned. Mr
Mikesell asked if I knew my father, S/Sgt.
Earle P. Wikle, was flying combat in the
war. I told him I did and said he was on
a B-24 as the radio operator/gunner. Mr.
Mikesell explained that Western Union
had been trying to reach someone at my
house with no luck, so they called the
school.
“Your father is missing in action over
Germany,” he said. Mr. Hildebolt added,
“He may have bailed out. Do you wish to
go home/”
“I didn’t realize how serious the matter was. To me, going home to the dairy
farm meant cleaning stables. Not being
close to my father, I couldn’t see how my
Lt. Col. John J. Wikle, (Ret) flew to
Zurich Switzerland, to follow the footsteps of his father, S/Sgt. Earl P. Wilke,
Radio Operator on Paper Doll.
“It was March 18, 2001, my dad’s
birthday, and it was also 57 years to the
day when he was shot down over
Germany. The raid was a maximum effort
put up by US forces, with over 700 planes
targeting the city of Friedrichshafen on
Lake Constance in southern Germany and
its Zeppelin factory. The dirigibles had
been dismantled, but the factory still
made aircraft and liquid oxygen to fuel V2 rockets, which the Germans would use
to attack England. They were also making a new fuel, liquid hydrogen, for rockets with a range long enough to hit the
United States, making the raid especially
critical to U.S. strategy.
“We were still letting down, and I
thought back to the day I learned my
father was missing in action. I was in
junior high school, and was called to see
Mr. Mikesell. He was the superintendent,
…continued on page 19
18
�ANOTHER LOOK AT PAPER DOLL AND HER ONE-WAY TRIP … continued from page 18
going home
could help
him, so I said
‘no’.
Eventually
Western
Union got the
message
Officers (not individually identhrough to
tified)Hollis Nichols, Pilot;
Sidney Bolick, Co-Pilot; John my grandMcNamara, Navigator;
mother, and
A. Slovacek, Bombardier.
she came to
school to get
me.” 57 years later, Earl’s son decided to
follow the steps that his father had taken.
Finding the right book:
John Wilke did a great deal of research
on internees in Switzerland, and one book
which told the grim story of an internee
who escaped and was recaptured was The
Black Hole of Wauwilermoos by M/Sgt.
Dan Culler. His father had suffered the
same black experience.
Soon after the crew of Paper Doll
arrived in Adelboden, the United States
sent an officer from the military attaché in
Bern to brief the internees. His advice to
the detainees was ‘disregard what you
have been trained to do, escape, because
if you are apprehended, you will be treated as a criminal.’ When they followed
this advice, they were treated properly
and permitted to travel about the country.
At one point Sgt. Wilke volunteered to
be the radio operator at the US Embassy
in Bern. Having
worked for
Western Union
before the war,
he would have
been an ideal
candidate for
the position.
Enlisted men: Earl P. Wikle,
Circumstances
Radio Operator/Gunner;
drove him in
W. E. McGoldrick,
another direcEngineer/Top Turret
Gunner; John P. Scott,
tion.
Ball Turret Gunner;
Several
G. E. Counts, Right Waist
months ago the
Gunner; Carroll Waddell,
Left Waist Gunner, Joseph
8 Ball Tails carCumbia, Tail Gunner.
ried a series of
articles by
Sidney Bolick, an airman who has the
unique experience of joining the RCAF,
RAF, AAC, then became an Internee in
Switzerland. Luckily, with the help of the
French Underground, he succeeded in
escaping. 947 of the 1,740 internees
tried to escape. Of these, 184 were
recaptured, among them Radio Operator
Earl P. Wilke.
Earl’s son John visited all the hotels
Glimpsing into a dark period:
“My trip to Zurich was uneventful,
unlike my father’s arrival in Switzerland.
The number of planes lost in the U.S. raid
on Friedrichshafen was 43, about six percent. His B-24, nicknamed Paper Doll
was one of 16 that wound up in
Switzerland.”
L/Col. Wilke did a great deal of
research about interment in Switzerland.
He learned that the first Americans that
arrived in that country walked across the
border from France through the underground. Others got there after their
planes were damaged by flak or caught in
fighter plane action, or after they suffered a loss of fuel, mechanical failure or
simply became lost. Some aircraft that
strayed into Swiss territory were forced
down or shot down by Messerschmitt Me
100s sold to the Swiss by Germany. The
US crews were detained and their aircraft
were impounded. In the early part of the
war, a few Americans were exchanged for
German prisoners. But by August 1943,
just a few months before Paper Doll’s
crew bailed out into the rough Swiss
Alps, the Swiss stopped this practice. In
addition, the US government was paying
the Swiss to house the interns, giving the
Swiss government some incentive to hold
onto the Americans.
19
…continued on page 20
�ANOTHER LOOK AT PAPER DOLL AND HER ONE-WAY TRIP … continued from page 19
ghastly imprisonment at Wauwilermoos
could have been prevented, if only he
had received that card in time.
where internees were housed, and viewed
the splendor of the mountain peaks,
beautiful cloud formations and well tended farms. Life was good for the
internees, but apparently the desire to be
free prevailed.
The Underground contacted Earl, urging him to bribe the guards, promising
they would turn their heads on their
escape. Unfortunately, other guards were
in place, the escapees were captured and
ended up in Wauwilermoos, a maximum
security prison. They were housed alongside of sex offenders, murderers and
other hardened criminals. Only when Earl
was near death from malnutrition and
ghastly living conditions, was he
exchanged and permitted to return to
England. John Wilke’s research indicated
that sixty one US airmen died in
Switzerland. It was the opinion among
the detainees that the Swiss worked six
days a week for Germany and prayed for
an Allied victory on the seventh.
Returning to England created new
problems for this radio operator.
Unfortunately, his flight records were lost,
and at first he was considered AWOL. He
had to seek help from a Senator to receive
his flight pay, and his service-connected
disabilities were never recognized. Along
with thousands of other GIs, his records
were destroyed in a fire in St. Louis.
Even returning home did not solve all
of his problems. He could not get care in
the VA Hospitals.
In going through his father’s papers,
John found a card from B/Gen B. R.
Legge, saying that he had been accepted
for the radio operator position in the U.S.
Embassy, and that he was to return to the
Embassy and work for “Mr. D.” John
believes that the reference was to Allen
Dulles, who was in Switzerland at the
time, working for the OSS, forerunner of
the CIA, in an effort to recruit spies. John
believes his father never saw this card
until after the war. The tragedy of his
The father-son relationship:
John Wilke remembered his family as
‘never being the huggy-kissy’ type. A
handshake was the typical greeting and
farewell expression. Thus, when he was
ready to board a plane as a US Marine
enroute to Korea, he extended his hand
to his father.
“He took my hand and pulled me to
him and embraced me. I got on board
and sat down, shaken by his sudden
show of affection. It was then that I realized what he had done was soldier to soldier; and why a handshake on this occasion just wasn’t enough.”
During the Korean War, John J. Wilke
enlisted in the U.S. Marine Crops, later he
enlisted in the Ohio National Guard. He
served 30 years and retired as a Lt. Col.
20
�THE GROUND CREWS PLAY
WHEN THE PLANES ARE AWAY
Jim Boyer, Barton Cramer, Charlie Pigg, Willie
Williams, —- Wolfe and Snowgirl.
December 30, 1942
Jim Boyer, Crew Chief and assistants
not identified.
Believed to be Jim Boyer in front of
#42-95209 (Sabrina III). Picture is
labeled “In service one year”.
Database credits 105 missions.
A challenge: Spike Jones kept us amused during WWII, and here is one of his
noteworthy songs, Der Fuhrer’s Face. I am omitting one line. See if you can fill
it in.
Ven der Furher says, “Vee ist der Master Race,”
Vee ‘Heil, Heil,’ right in der Fuhrer’s face.
Ven Herr Goebels says, ———————————Vee ‘Heil, Heil’, right in Herr Goebel’s face.
Ve bring the vorld new order, Heil Hitler’s vorld, New Order
Everyone of human race will love der Fuhrer’s face
Ven we bring to the vorld dis-order.
Answer: What is the missing line?
Ven Herr Goebels says “They’ll never bomb dis place.”
(He really said it back in 1942.)
21
�JACK BUTLER, NAVIGATOR, REMEMBERS MISSION #8
It was exactly 9:55 AM over Magdeburg, Germany on June 29, 1944. I had just seen
two of our B-24s from the 44th Bomb Group in the flight immediately ahead of us get
hit by flak, and then collide with each other and go down in flames. I did not see any
chutes open, but I did hear much later that five of the twenty men aboard had managed to bail out and had become POWs.
Two of our planes from the 44th were flying directly behind the 44th; but instead,
were flying with the 392nd that day because of the special radar/bombsight equipment
we had on board - (GEE & PFF). I was flying in I’ll Be Back with Captain Raymond
Craig, the Lead Pilot. Captain Charles Handwright was flying Deputy Lead until we
were so badly damaged, we had to turn over the lead to Captain Handwright. A third
B-24 in our box of three was part of the 392nd.
Of the three B-24s in our box, all were damaged so severely, we each had to limp
home separately. All three of us were well aware that a disabled B-24 flying alone was
duck soup for a ME-109, but fortunately for us, no Me-109 showed up as we struggled
on our way home. Two of our three A/C crash landed in England. Our plane was so
badly damaged, we were afraid we would crash in the North Sea, which would mean a
long, cold swim to England, so we changed course until we got to near Calais and only
28 miles across the Channel. We finally made it safely all the way to our base, but were
two and a half hours overdue. The next day our Crew Chief estimated over 300 holes
in our fuselage. (I believe the Crew Chief counted one hole where the flak went in and
another where the flak came out.)
Ed. Note: This mission was to the Krupp Aircraft Factory. 26 of the 36 A/C from the
44th were damaged. Two planes from the 506 Squadron were lost; ten men were KIA;
9 were POW. The 67th Squadron had 1 WIA.
The 44th Bomb Group
expressed gratitude for great
service.
Robert Lee Aston has done what
nobody else had even undertaken—
getting belated awards for men who
earned them long ago. At every
Reunion he manages to recruit a
notable person to pin Air Medals,
OLCs, Distinguished Flying Crosses,
Silver Stars and Distinguished Service
Crosses on our members. Lee has
acquired 63 belated medals for 44th
BG members. He also purchased
the plaque on the Control Tower in
East Anglia. Right now he is working on creating the 44th BG monument for the courtyard at Carlisle.
The design is impressive. All that
work earns him a Paver in the
Soldier’s Walk.
22
�44th BGVA AWARDS, DECORATIONS & MEMORIALS
R. Lee Aston, Director
Lt. Col. Walter Tom Holmes, 68th Squadron, received the Distinguished Service
Cross for his target leadership on the 1943 Ploesti Low-Level Bombing Mission
At 8th AFHQ, Barksdale Air Force Base on Feb.2, 2009
8th AF Vice Commander Maj. Gen.
Floyd Carpenter congratulates Tom
Holmes after pinning DSC medal on
Him two days before Tom’s 90th
Birthday
2 Feb. 2009: Maj. Gen. Floyd Carpenter, Vice Commander, 8th AF; 44th
BG veterans: Landrum, Aston, Holmes (wife, Nida), Dale Lee, Geo.
Temple.
Mary Aston presented a 44th BG Flying 8 Balls
suncatcher logo to Maj. Gen. Carpenter for making
the presentation of The DSC to Lt. Col. Holmes.
Tom Holmes, DSC with 44th Bomb Group veterans Dale
Lee, Lee Aston and George Temple. Dale Lee and
George Temple flee the 1943 Ploesti mission with
Holmes. Lee Aston was the attorney for Tom Homes that
successfully won his claim for an upgrade of the Silver
Star to the DSC, and made the ceremonial arrangements
of the second highest medal at Barksdale AFB to Holmes.
About 100 family member, friends and base personnel
attended. A luncheon was held after the ceremony.
23
�FROM THE ARCHIVES, 68th SQUADRON:
26 February 1943 Wilhelmshaven, Germany
The 44th put up 9 planes that proceeded to the target: the city of Wilhelmshaven
and its dock installation. #813 with 1st. Lt. Walter T. Holmes and Howard R. Klekar,
Bombardier, dropped its bombs on the city of Wilhelmshaven. #699 Lemon Drop
dropped its bombs on slips in the northwest corner of the harbor. 1st. Lt. Reginald h.
Phillips, Pilot, and 2nd Lt. Robert A. LaFleur, Bombardier, participated.
The reason for the many attacks on #813 and #699 was that they were protecting
Lt. Miller’s ship, #811, which was crippled and fell out of the formation. The pilots of
#813 and #699 dropped down to protect #811, although they knew they would suffer
increased fighter attacks.
T/Sgt. Frank W. Gavin is credited with one FW 190 destroyed. Ship #699 was
attacked by an FW 190 from 1 o’clock above in the vicinity of Wilhelmshaven. It was
fired upon by Sgt. Gavin in the top turret at a distance of 400-500 yards. At 0630 position it was seem to burst into flames and go down. This is confirmed by the Right
Waist Gunner, S/Sgt. Jack O. Banta. About forty minutes later, ship #699 was attacked
again. It was attacked from 1 o’clock above by an ME 110. It was first hit by the right
waist gunner, Sgt. Jack O. Banta, at approximately 100 yards, S/Sgt. Henry G. Hayes,
Tail Turret Gunner, also fired at this EAC which came out at 5 o’clock. The EAC was
seen by the Tail Turret Gunner to fall out of control and hit the water. This was also
confirmed by the Left Waist Gunner, Sgt. James M. Garrand. The enemy aircraft is
claimed as destroyed, and credited to the Tail Turret Gunner, S/Sgt. Henry G. Hayes. At
that time Ship #813 was attacked by two ME 110s between 0630 and 0700 above.
The Top Turret Gunner, T/Sgt. Tauno I. Metsa, started firing on the EAC at 650 yards
and continued firing on it until about 150 yards. Toward the latter part of the attack,
the enemy plane was so low that the top turret gunner called through the inner phone
to the pilot to pull up the nose, which he did. The starboard engine of the ME 110
burst into flames and the plane fell into the sea. It was seen to hit the water by S/Sgt.
Patrick H. McAttee, Tail Gunner. 2nd Lt. Robert J. Stine, Navigator, confirms the fact
the ME 110 was diving straight down with the starboard engine on fire, but he lost
sight of it b efore it hit the water. This EAC was claimed as destroyed and was credited
to the Top Turret Gunnr, T/Sgt. Tauno I. Metsa.
Ten minutes later ship #699 was attacked by an ME 110 from 6:00. This EAC
attacked level with the plane at 500 yards. It was first fired on by the Tail Gunner,
S/Sgt. Henry G. Hayes, and while firing at it, #699 was hit with two 20 mm shells. As
this EAC came within 200 yards of the Tail Turret Gunner, it burst into flames and went
down. This EAC was claimed as destroyed and credited to the Tail Gunner, S/Sgt.Henry
G. Hayes.
Ed. Note: All 68th Squadron planes made it back to Shipdham. The 66th Squadron
lost two, Maisie and Sad Sack. James Garrand and Robert LaFleur were KIA on a
mission to Lecce, Italy, 2 July 1943. Frank Gavin became an Internee in Sweden after a
mission to Kjeller, Norway. He was later returned to Shipdham.
24
�MAIL & E-MAIL
From: Malcolm Holland in England:
I am trying to make contact with any ground=based veterans who were stationed
in the UK during WWII with the 8th Air Force. It would include anybody who was
involved with running the camps in any way, from Ground Crews, Cooks, Fire Fighters
and Administrative Staff.
I am trying to do research on the ground operations, to fill a gap that so far
appears to have been largely overlooked, that of the sterling efforts required ‘behind
the scenes’ to keep the bomber offensive going.
I am looking for any first hand accounts of life on or off duty from surviving veterans or memories from more recent generations. I would like to hear about any tasks
that were carried out, no matter how mundane, to get a clear picture of how things
were organized and done, especially as there were variations of operational procedure
from base to base.
(Anyone who wishes to respond to this researcher can contact him at MAHoll200
@aol.com.
YOUR PERSONAL STORY ON TAPE
Many of you have expressed a concern that your stories will be forgotten. Martha
Pedersen, niece of Nels A. Pedersen, wants your words preserved at the US Army
Heritage & Education Center in Carlisle. She will work with Michael Lynch, Historian &
Chief of Educational & Historical Programs.
At the Harrisburg-Carlisle Reunion, Martha spoke to a number of people who consented to be interviewed. When you have completed your oral history, she would be
grateful if you would name other people to interview. Interviews will be conducted in
person whenever possible, and she will come to you.
If you and a number of your buddies can get together, that would make a great history, as you can jog each others’ memories.
If you were associated with the 44th through the USO or any other way, your stories
are important as well.
Every person in the 44th Bomb Group had a unique experience, none of which was
quite the same. Record your story. Never before or since in history has there been
anything comparable to the events of the 8th Air Force. Don’t let your memories of
those amazing experience be lost. Martha wants to hear from you. Call her at (301)
987-5895 or contact her at martha_pedersen@hotmail.com
Ed. Note: Nels W. Pedersen, Martha’s uncle, was a Navigator on the H. K. Landahl
crew. The crew was flying in Cape Cod Special on a mission to the Krupp Aircraft Factory in
Magdeburg, Germany. Flak hit Landahl’s plane, and also the one flying alongside – My
Everlovin’ Gal. Ten men died, Pedersen among them. Nine became POW. The date was 29
June 1944. It was Pedersen’s 30th mission. This air disaster was reported in Vol. 8, Issue #5
of the 8 Ball Tails. This is the same mission described by Jack Butler, 66th Squadron.
25
�FOLDED WINGS
Be still, sad heart! And cease repining;
Behind the clouds is the sun still shining,
Thy fate is the common fault of all;
Into each life some rain must fall.
where he became a member of the 44th
Bomb Group. From there he became a
member of the motor pool in Ft. Myers,
Florida.
When Mike went to England, he
became the driver to Father Lamb, a
priest who had shared the journey across
the Atlantic. Before long, Father Lamb
was transferred to the 1st Division, and
Mike became the full time driver for
General Johnson. Fusano’s admiration
for the General was boundless. Their
relationship continued long after the war
was over.
Cole, Melvin John #23288 68th
Squadron 28 January 2009 T/Sgt. Cole
was a Radio Operator on three crews. His
first of nine missions was with Wilmer
Garrett to Lecce, Italy. On this mission,
the plane ditched in the Mediterranean,
and he sustained a chest injury. He flew
with W. D. Hughes on the Ploesti mission. The last seven were with the
Robert Lehnhausen crew. A health
problem ended his combat assignments.
Cole flew in Miss Virginia (the A/C
which ditched), Avenger, Lemon Drop
and Flak Alley.
Cole was living in Minneapolis at
the time of his death. He was preceded
in death by his wife Adele. Information
of his demise came from his son Dana to
Robert Lehnhausen.
Jenkins, Donald R. #20819 68th
Squadron 17 January 2009 1st Lt.
Jenkins was the Navigator on the Robert
Seevers crew. His first of 28 missions
was 25 August 1944. In the post D-Day
period, every mission except one was to
Germany. The exception was the low
level supply drop at Best, Holland, 18
September 1944.
The Seever crew flew in Jose Carioca,
Flak Magnet, Gipsy Queen and Lili
Marlene, but most of their missions were
in unnamed planes. Jenkins also flew
with H. R. Dimpfl, Ray Suddreth, and
once with Victor C. Smith as Command
pilot.
The Seevers crew flew the Lead on several missions, including Jenkin’s last mission which was the low level supply drop
at Wesel, Germany, 24 March 1945.
After the war he became Professor of
Engineering at Lafayette College in
Dibb, Thomas F. #19999 66th
Squadron 22 September 2008 S/Sgt.
Dibbs was an Engineer & Top Turret
Gunner on the Albert Boudreaux crew.
The crew flew 8 missions, the first 21
March 1945. They flew in Glory Bee,
Jersey Jerk, Jose Carioca and I’ll Get By.
Their last mission was 15 April 1945.
Thomas and his wife, Louise, lived
in Greenfield, Wisconsin. They had been
married 61 years.
Fusano, Mike #20308 Headquarters,
14th Combat Wing. Sgt. Fusano was
drafted and went first to Wichita Falls,
Texas for his Boot Camp experience. Next
he was sent to Shreveport, Louisiana,
26
�FOLDED WINGS
return, the 8 Ball Tails carried some of his
research on German aircraft.
Easton, PA, later at the General Motors
Institute.
Jenkin’s death occurred three months
after the Harrisburg/Carlisle Reunion,
where he and his wife Vinnie were
accompanied by their daughter and sonin-law. Jenkins was a longtime friend of
George Washburn; after the Reunion he
and Cynthia visited the Jenkins’ home in
New Hampshire. Since both had flown
many of the same missions, much can be
said of their shared memories.
Rebhan, William #25072 506 Sq.
2004 S/Sgt. Rebhan was a gunner, serving
on a number of crews, mostly with the
George M. Beiber crew, but also with
Hal S. Kimball, Billy Rosser, Ray
Ciesielski, Charles Atkins, Hal Tyree, and
once with Gordon Henderson as
Command Pilot.
His first of eighteen flights was 12
August 1944. He flew on Clean
Sweep/Dragon Nose, Southern Comfort
III, Lakanookie, Joplin Jalopy, Sabrina
III and Hit Parade.
Rebhan’s last mission was 10
November 1944.
Morris, Mark #22730 506 Sq. 2008
S/Sgt. Morris first of twenty five missions
was 29 May 1943 with Nathaniel
Graham. He was a Gunner on the James
McAtee crew, with whom he flew to
Ploesti and both missions to WienerNeustadt, flying in Old Crow on it’s last
mission. He also flew with Harold
Laudeg, Norman Purdy and Robert
Cardenas.
He also flew in Prince/PrincAss/Princess, Baldy & His Brood and one
unnamed plane. His last mission was 20
February 1944.
After the war. Morris worked as a civilian employee for the Army. He and his
wife Rose were residing in Pueblo, CO at
the time of his death.
Ed. Note: This Folded Wing was especially troubling, in that Morris’s memory
of the Wiener Neustadt mission was in
the winter 2009 publication. He did not
live to see his story in print.
Robinson, Ernest Conley, Sr. #21826
68th Squadron 18 April 2008 S/Sgt.
Robinson was a gunner on the Russell
Erickson crew. His first of 28 missions
was 5 November 1944.
The Erickson crew flew Lady
Geraldine, Lili Marlene, Hellza Poppin,
Limpin Ole Sadie/San Antonio Rose,
Three Kisses for Luck, Louisiana Belle,
plus many unnamed A/C. His last mission
was the last that the 44th BG flew, to
Hallein, Austria on 25 April 1945. The
German offense at Hallein put 87 holes in
the A/C, destroyed two engines and
caused one flat tire, but Erickson managed to land the Louisiana Belle safely at
Shipdham.
After the war, Robinson entered the
ministry, and for 50 years served 24
churches in the Hickory, North Carolina
area.
He leaves his wife Myrtle, a marriage
of 61 years duration. The couple had two
sons, one daughter, four grandchildren
and two great grandchildren.
Noble, Wiley S. was Secretary of the
3d Strategic Air Depot. He joined the
44th BGVA because the Strategic Air
Depot did many repairs on 44th BG
planes. He was Editor of the 3D SAD
Association Newsletter, and frequently
used stories from the 8 Ball Tails. In
27
�44th Bomb Group
Veterans Association
2041 Village Circle E
York, PA 17404
According to Ursel Harvel, 44th BG Photographer, the sum of planes at MacDill AF Base in 1941 were one
B-17, two B-18s, one A-17, two PT-17s and one BT-14. Right after War was declared, two 30 caliber machine
guns arrived and were mounted on an A-17. This was the first 44th A/C that was combat-ready! The first
Liberator that arrived was called the LB-30.
DO YOU WANT TO MEET A SHARK
FACE TO FACE?
You can do that at the internationally renowned Aquarium in Tampa, Florida. George
Washburn has arranged for this viewing on Saturday, Day 3 of the Reunion. The
Aquarium offers a chance to view king-sized Groupers, Parrot Fish and Penguins and
many other peculiar and slithering critters. If you want to swim with the fish, here
your opportunity. Hold your breath, stick your tongue in the snorkel and dive down.
You will see one of the most beautiful reefs in the world.
The Fish are waiting for you.
Cartoon by Brad Fitzpatrick
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 9 - Issue 2: Spring 2009
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Spring 2009
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https://d1y502jg6fpugt.cloudfront.net/65043/archive/files/746665d2f95a316e3d97eef4bd7868e7.pdf?Expires=1712793600&Signature=be8dcpjzUWgjikBawPsamMCMz88P%7EVElJ-P6PaP0VSo%7EG2G1F7XoRPkSxe0-7KYvlRQodwyMw6yBrC5m%7EsAgKDDunOcJldopTDnpFeq8uMSKoQzVsjhgqAbpe9D-Fjn85zq2zIcJnh9xsOgt5LuBRiGjwPeBYr6jnoygeh9vLgOypOe8NtJ1T55xUHm0MhQYLQTtzOoJAeI3Ec%7EY6RWFYFLxv%7E76ah0HMgw45sl61S9845I87tdr%7EPlReAY7HlBTEURt7klH3VUK-aZQ9DcdW0dB4kwpe%7EWRnfDGfZVMhkQcR2BwcHgpw8Ab2-N1MvhJJ87sK9%7ECpP-phRpSF7SwAA__&Key-Pair-Id=K6UGZS9ZTDSZM
030c85ba9e6000a5311b271882448045
PDF Text
Text
44th Bomb Group Veterans Association
41-24225
8 BALL TAILS
Vol. 9 Issue #1
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Winter 2009
EIN # 68-0351397
FLAK ALLEY flew a total of
47 missions from 4 April 1943 to
2 February 1944. No less than
sixteen pilots sat at the controls
with this plane which had rather
audacious nose art. (Perhaps her
long survival could be attributed
to the fact that the German fighters couldn’t take their eyes off
the girl on the nose.)
The David Alexander crew
flew the most missions in FLAK
L-R Top Row: George Hulpiau, Bombardier, Robert C.
ALLEY, a total of twelve including
Peterson, Navigator, Hollis R. Nichols, Co-Pilot, Robert
Mission #43 to Ploesti. The
J. Lehnhausen, Pilot
Kneeling L-R Douglas H. Ratledge, Asst. Engr.;
Homer Gentry crew flew seven;
William G. Morton, Engineer, Michael J. Balazovich,
Asst.
Radio Op.; Thomas A. Laskowski, Radio Operator;
Lehnhausen crew flew 5; Roland
Charles M. Ross, Tail Turret Gunner
Houston, 3. Other crews includThe Lehnhausen Crew (England, 1944)
ed W.D. Hughes, Park H. Jones,
Baxter Weant, Wilmer Garrett, Smith J. Meador, R. F. Stahler, Carl Bohnisch,
William Cameron, Frederick Dent as CP, Harold Slaughter, Arthur Marcoullier
and Joseph D. Kessler.
FLAK ALLEY’s last flight was to an A/C Assembly plant in Gotha, Germany, 24
February 1944. It was the third mission for the Phillip Bell crew. She crashed in a
village close to the target. At about 1330 hours and 21,000 feet, five minutes flying time south of Gotha, the crew bailed out. Six parachutes were seen to come
out of this aircraft before it exploded.
1
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Creek, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail mywings@cox.net
Immediate Past President:
(Holding position of the late Paul Kay)
Roy Owen
8550 Barton Road
Granite Bay, CA 95756
Phone (916) 872-4223
E-Mail: Rowen1115@att.net
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail leeaston@elberton.net
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail r_blynch@heartofiowa.net
(first three letters r_b)
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail b24dobbs@yahoo.com
Director: Charles W. Tilton
912 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail s.p.adams@btinternet.com
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: SirArloB@aol.com
2
�FLAK ALLEY
The 44th BG led the 14th Combat Wing on this mission to Gotha, Germany, 24
February 1944. Enemy A/C were on the attack all the way into and out of the target. By
keeping a tight formation, losses were minimized. Unfortunately the 66th & 68th
Squadrons each lost one plane.
This mission was to attack an Air Assembly plant. It was very heavily defended by
both Me 109s and FW 190s. Although there were at least 40 fighters defending the target, with the tight formation, the losses were minimized to two: #41-29148 in the 66th
Squadron and Flak Alley in the 68th.
Just after the target, Flak Alley was caught in the prop wash and fell out of formation, with two props on one side running away. Immediately they were attacked by
fighters. The pilot, Lt. Phillip Bell knew of eight men bailing out, but only four of them
survived. Lt. Bell said that he had been told that all of his men had jumped prior to his
leaving the ship, but later was told that Sgts. James Hammontree (Ball Turret Gunner)
and Robert Gleason (Tail Gunner), both from the rear of the plane, did not jump.
However, the official record states that both Gleason and Hammontree did bail out, (or
were blown out by the force of the explosion) but too soon, as both men were dead
before getting down to the ground.
Sgt Kenneth Sullivan, (Left Waist Gunner), and Sgt Wiley Haynes, (Right Waist
Gunner) were seriously wounded. Haynes was told to contact the others, then bail out,
which he did. Unfortunately, he died soon after landing. Sullivan was seriously injured,
captured as soon as he hit the ground, was taken to a schoolhouse near Gotha, but died
soon afterwards in a hospital. This was his second mission.
S/Sgt Anthony Millio, Radio Operator, was only slightly injured when he bailed out;
but his chute did not open or he failed to pull his ripcord soon enough. He died on the
ground.
Lt. George W. Hall, (Bombardier), and Lt. James Schroeder, (Navigator), bailed out
of the nose wheel door. Hall was last seen running to escape. He was wounded in both
eyes, probably from shards of steel from exploding shells. He lost one eye, but the other
was saved by a German doctor, who used magnets to removed slivers of steel from it.
Hall died several years after the war ended.
Schroeder was not able to run, having been shot in the back. He was promptly captured, and by sign language he was able to convince the civilians not to beat him, as he
had no weapons. Then a German citizen, Mr. Irbrukker, took him to his home for treatment of his injuries. Later he was befriended by a German soldier who spoke good
English. The German said his brother was in Texas. He took him to the wreck of his
plane which had both nose and tail sticking up from the ground. He was placed in a
church for a while, then to a POW camp, but later repatriated.
Sgt. Charles H. Freeburg, Engineer, bailed out through the bomb bay doors and
became POW. Lt. James King, Co-Pilot, bailed out but was wounded by a 20-mm shell
and died a few minutes after hitting the ground. This was his fourth mission.
Lt. Bell parachuted to safety, but was promptly captured.
Reporting later, Hall stated that this crew had been up five times, but had only two
missions credited. Just a couple of days earlier they had aborted in Flak Alley when the
props ran away. On the Gotha mission they went over the target, but when swinging
around to return, two engines on the same side had the props run away again. The
pilots tried to counteract this strong torque with all their strength, but could not do so,
3
…continued on page 4
�FLAK ALLEY … continued from page 3
fell out of formation, and apparently were attacked by fighters, finishing them off.
Witnesses on the ground reported that the aircraft had been shot down by an Me
109. They stated, also, that a man from the village pulled one of the crewmembers from
the burning bomber. This man was later abducted after the war by the Soviets and
never heard from again.
The 66th lost one plane that day, #41-29148 B. Etheridge. Total losses from the two
planes: POW — 8; POW & Injured – 5; KIA – 7.
BOB LEHNHAUSEN REMEMBERS HIS MISSIONS
AND CREW ON FLAK ALLEY
I am especially proud of this group of men. We only flew five combat missions
together, but gained significant recognition. Robert Peterson, George Hulpiau and
William Morton were members of my original crew that joined the 68th in March
1943. Those missions were:
#77 30 December 1943
Ludwigshaven
Squadron Lead
#78 31 December 1943
St. Jean D’Angely
Wing Lead
#80 5 January 1944
Kiel
Deputy Wing Lead
#82 1 November 1944
Meppen
Division Lead
#87 5 February 1944
Watten
Wing Lead
Missions #78 and #80 were exceptional. In his History of the 68th Squadron, Webb
Todd reported the following message from General Dexter Hodges, “…your bombing
today was the finest example of precision bombing yet accomplished by the Division. We
are proud of all of you…” That is something! It is the best of fifteen months of effort!
The mission to Meppen (#82) was a Target of Opportunity. Although we were briefed
to attack Brunswick, we were recalled just as we crossed the German-Dutch border. Col.
Frederick Dent, who was flying with us as Command Pilot that day, was determined to
bomb Germany. Robert Peterson selected Meppen as the target, Hulpiau aimed for a
concentration of barges on the Dortmund-Ems Canal. He didn’t put his lead bomb into
the pickle barrel, but he did put it into the middle of the barges. The photo reconnaissance verified the excellence of his work. A portion of the Groups bombs reaped a bonus
result. They fell into an ammunition dump southeast of the town. Pure chance! The
Germans were unaware, and we were just lucky. Once again the 2AD and General Hodge
were very pleased and sent a message of congratulations. Colonel Dent was ecstatic.
All of these five missions were flown in Flak Alley. As I recall, I flew eleven of my missions in this wonderful “bird”.
I also recall that Sid Bolick flew both of the Missions, St. Jean and Meppen, with us.
Altogether Sid and I flew five of his missions together. In each of those missions he flew
as the Tail Gunner with the responsibility of ‘Formation Control” officer. This role was valuable to the Command Pilot in assuring that the formation was compact and defensible.
It should be noted that while it served as the 68’s lead ship for some period of time, it
eventually lost that special status once each of the squadrons became equipped with
“Pathfinder” aircraft. Those PFF ships came to us equipped with radar gear as a part of
the planes’ original equipment. They were only used as lead aircraft. Plus, they were
NEW. New crews had little affection for battle tested planes with a rich history of service
and survival, ships like Flak Alley became ‘war weary’ and were assigned to the newest
crews… and were lost in combat. Only our famed Lemon Drop survived. I flew that
wonderful ‘ole’ beauty many, many times. An added bonus for the Lemon Drop was
that I had a special regard for its crew chief, Charlie Pigg. He was a gifted mechanic
with a personality to match.
4
�PRESIDENT'S MESSAGE
We had a very successful reunion at Harrisburg with 127
attending.. It was especially good to see all the family members
there. All the events- visit to the Civil War Museum— Medal
presentations and ceremonies at Carlisle- tour of Gettysburg
went very smoothly thanks to the hard work and organizing
abilities of Ruth and Perry Morse, Jackie and Lowell Roberts
and Lee and Mary Aston. Thanks to them and all others who
contributed.
As everyone seems to feel that we should have another
reunion in 2009, I will be looking into setting it up for Tampa
next fall. As many of you know, the 44th was organized at McDill Field in Tampa in
January of 1941. There is a 44th Monument at the base, and we will try to arrange a
visit there. Tampa airport is a very convenient one to navigate through and most hotels
have shuttle service.
Cynthia and I made our annual trip to England in August and it was quite eventful..
We usually visit the Flying Club at Shipdham, and so we informed some of them that
we would drop by on Saturday and visit. After arriving in England, I checked my e-mail
and discovered that they decided it would be a good time to dedicate the Memorial
Garden and Museum on Sunday. They had already arranged for a Color Guard and
Chaplain from Lakenheath Air Base.
On the Saturday we stopped by, the place was a beehive of activity, preparing for
the occasion. People were cleaning the clubhouse—Mike Atherton showed us the
plaque that would be on the stone monument. and said it he would have it mounted
that afternoon.. Chris Barrett’s mother was sewing up a cover for the unveiling of the
monument (Chris is a young man who has a great interest in the 44th, collects artifacts
and serves as Assistant Curator of the Museum).
Sunday morning started off with heavy rains, but the sun came out shortly before
the 11AM start. Mrs. Paterson and I cut the ribbon- the Color Guard raised the Stars
and Stripes- the Chaplain - Col. Dowling did the blessing and we all sat down to a nice
lunch in the Flying Club Lounge. Special thanks to Peter Steele, Peter Bodle , their
wives, Mike Atherton and all the others who contributed. We are very fortunate to
have such a dedicated group of friends there who put so much effort into keeping our
history alive. Thanks to all.
The event was covered by the newspapers and I must say that one article made me
a magician. It stated that I came over in June, 1944, and then stated that I flew the
Ploesti Mission in 1943!! (At that time I was trying to learn to fly a BT – 13!!!)
Hope all had a good Christmas and New Years.
George Washburn
5
�WILLIAM G. MORTON’S BIG SURPRISE
“I was finished with all my missions and ready to go home, when I got a call to
report to 68th Squadron Headquarters,” William G. Morton remembered. I went to
Major Robert Lehnhausen’s office. He just told me to get into his Jeep, then drove
me to Group Headquarters. We both saluted General Leon Johnson. The General said
nothing, but put a bar into Lehnhausen’s hand; they each put a bar on my right and
left shoulders …… and at that moment I became a lieutenant!!
“Why was I given this unexpected honor? My crew says I shot down 17 enemy aircraft.” (The official record credits him with only six, but that was enough for the
English author Roger Freeman, to name him an ‘enlisted ace’.)
Morton was a member of Lehnhausen’s original crew when they were first assembled at the Casper Army Air Base in Wyoming, where they were learning combat techniques in B-17s. Later, when they arrived in England and learned that they were reassigned to B-24s, it was a sobering moment.
“I’m not going,” Morton announced.
“If I go, will you go? Lehnhausen asked.
Of course, the answer was ‘Yes, Sir.’
Lehnhausen remembers Morton as a brilliant and highly skilled engineer who distinguished himself on the second mission to Wiener-Neustadt, —- 1 October 1943.
Morton was flying with Captain William D. “Doc” Hughes in the AVENGER, ‘Tail End
Charlie’ behind the Ninety Third and the Three-Eighty Ninth Bomb Groups. The enemy
fighters permitted the first planes to pass, waiting for the tail-end group. They
attacked with a vengeance.
Captain Hughes described the scene that ensued. “They were queuing up for a
head-on attack, and in flights of three or four abreast, they started through the formation.
The first attack crippled some of our forces and broke up our formation. We managed to get our bombs away and started a running battle for home. The Luftwaffe
was out 120 strong, attacking by twos from every position of the clock. It was every
man for himself, as the pilots attempted to get back into some semblance of a formation. The AVENGER’s gunners were fighting desperately, alone, and they drove off
attack after attack, shooting down three ME 109s and damaging several others.
However, before we were out of the battle area, our hydraulic system was shot out,
and an elevator cable cut.
T/Sgt. William Morton, our engineer, cinched the hydraulic lines to save the fluid by
bending the severed ends and affecting a splice in the elevator cable. This made it
possible for us to return to base.”
For his outstanding ability to act in extreme emergency, Sgt. Morton was awarded
the Distinguished Flying Cross.
When Morton was transformed into a Lieutenant, Major Lehnhausen loaned his late
brother Edward’s gear to Morton until he could acquire an officer’s attire. He stayed
in Shipdham and became a Gunnery Instructor. After the war, he attended flight
school, became a fighter pilot and became a Squadron Commander in both Korea and
Viet Nam.
Although Morton could not attend the Carlisle Reunion, he was very eager to learn
how his great hero, General Leon Johnson, was being honored by the men who flew
with him, the veterans of the 44th BG.
6
�LETTER FROM SHIPDHAM
For the first time since before the 44th Bomb Group moved in to Station 115 erosity
of Mrs Paterson, the runway that The Shipdham Flying Club uses 20/02, (Now realigned as
21/03) has been replaced. Four inches of (very) old, and well used, concrete and tarmac
have been removed and replaced with new aviation compatible tar-macadam. The runway
surface is so unbelievably smooth several club members (myself included) rode up and
down it on a pedal bicycle, just before it was re-opened for aviation use, just to try it out.
The club’s runway repair team will now be able to turn their full attentions to the maintenance of car park and other less important areas of the airfield’s infrastructure.
The 44th Bomb Group Museum continues to attract visitors, even over the winter period, and we look forward to re-opening on a regular basis once the spring has really set in.
Over the winter, the museum team has added a few more odds and ends to the collection
and are delighted to have been loaned a blade from the ill fated McCoy B-24 for display.
It will be mounted in room three, with the McCoy story on a placard next to it.
During 2008 we revelled in the formal opening of the Memorial
Garden, The 44th Bomb Group Museum, The Open Day for the
general public, and our first big corporate day, as well as the new
runway…What a year!
Without doubt the Formal opening of the Memorial Garden
and Museum by George Washburn, ably assisted by Mrs Paterson,
was the real highlight of the year, and we are grateful for their
attendance. I make no apology to attach in full Mike Artherton’s
report to the club members about that day.
“Blessed with fine weather, for once in the early part of
August, George Washburn, the 44th Bomb Group Veteran’s
Association President, Mrs Paterson, one of the Padres from
Lakenheath and the USAAF Lakenheath Base Honour Guard,
performed the opening ceremony for the Memorial Garden and Museum.
“Press coverage was very strong (thanks Phil) and SFC can
chalk it up as another major milestone in its brief history.
“The meal after the ceremony was suitably delightful and
our thanks go to Margaret S, Karen, Helen and the rest of the
catering team that day. One of our American guests noted
that they never got food as good at many of the official functions they went to in the States. That’s a great feather in the
SFC catering team’s hat!!!
“(And the weather stayed kind to us …how good was
that.)”
The young men from the Lakenheath Honour Guard did us
proud, and George was quick to comment on this in his few words
after dinner.
However the dignity and decorum of the group was slightly dented during the dinner,
when one of the young men found it impossible to refuse the offer of a second helping
of pudding, much to the amusement of his colleagues and the assembled dinner guests.
(I guess some things never change…when did a G.I. ever refuse good tasty food?)
Best wishes from all at your old base in England.
Peter Bodle
7
�THE SHIPDHAM FLYING CLUB MADE HEADLINES
Cynthia Harmonoski, George
Washburn and Mrs. Eileen
Paterson join the dedication
of the Flying Club’s Museum
and Memorial Garden. Does
anyone know where a piece
of an old B-24 might be
available? The Club would
like to place it in the
Memorial Garden.
The good cooks were on duty
at the Flying Club, as Cynthia,
George and Mrs. Paterson can
attest. George was honored
for his 35 missions with the
68th Squadron. As a teenager, Cynthia had been
employed at the base, and
Mrs. Paterson owns the land
where the Club, Museum and
Garden are located.
Dinner in the Liberator Bar
and Dining Room. L-R Mrs.
Paterson; Col. Dowling,
Chaplain from Lakenheath;
Brian Peel, Peter Steele, Chris
Barrett, 2 members of the
Honor Guard.
DO YOU WANT TO BUY A BRICK?
The Soldier’s Walk at AHEC is a brick walkway where your name will be preserved,
along with any information you wish to include. A three line brick is $100. If you
want the Flying Eight Ball logo added, the price is $150. Pavers, which are 2’ x 2’ are
$1,000. They have space to honor your crew. Call me if you want an application.
(717 846-8948)
WWII POETRY
Sing a song of defense and rock it to the sky,
Turn the Axis backwards with bonds that we buy
When the war is over, a victory song we’ll sing
For what more could we wish than freedom bells to ring.
THE SECOND AIR DIVISION ASSOCIATION’S
62ND ANNUAL CONVENTION WILL RETURN TO ITS
ROOTS IN CHICAGO.
The three day reunion will be at the Westin O’Hare Hotel, September 4-7, 2009.
Armed Forces Reunion, Inc. will be making the arrangements. Reservations can be
made by calling 1-888 627-8517.
8
�THE HARRISBURG-CARLISLE-GETTYSBURG REUNION
Thanks to the great management and
negotiating skills of Lowell Roberts, members of the 44th Bomb Group VA arrived by
plane, shuttle or auto to the Sheraton in
Pennsylvania’s capital city, Harrisburg, PA.
Tour #1 went to the Civil War Museum
where the sale of a slave was depicted by
life-like manikins, and resounding cannon
shells desecrated Ft. Sumter.
Perry Morse wishes to thank the
anonymous lady who paid for Museum
souvenir pens which he wished to give
as gifts to all participants. If you were
there and didn’t get a pen, catch up
with him at the next reunion.
The big event was the gathering at the
Army Heritage Education Center in
Carlisle. When black veils were lifted on
the Soldiers Walk, an impressive lineup of
pavers & bricks were revealed, each bearing the logo of the 44th, and honoring its
leaders and historical contributors: Will
Lundy, Paul Kay, Robert Lehnhausen,
Edward (Mike) Mikoloski, Gerald
Folsom, Roy Owen, Norm Kiefer, Webb
Todd, Art Hand, Ursel Harvel, Arlo
Bartsch, and of course, Leon Johnson.
Michael Lynch, Chief of Educational
Programs ushered the crowd into the
library for the presentation of the Medal
of Honor. 41 veterans lined up in the
front row, facing the Medal. Col. James
Pierce read the Citation, recounting
General Johnson’s heroism in leading the
raid to Target White in the oil fields at
Ploesti, Romania.
With great humility and genuine emotion, Leon Abbott, grandson of General
Johnson, extolled the virtues of the great
commander.
“I have to confess it’s been quite a
struggle to find the right words to
mark this occasion. I have been
blessed with the great fortune to pass
on my grandfather’s legacy to the
nation he loved and defended, and I
sincerely hope his character and
Col. James Pierce & Michael Lynch
Leon Abbott
courage will provide inspiration to
future generations.
He was the embodiment of what is
good and righteous about America.
He had the “right stuff”. There is no
greater testament to that than the
expressions of love and admiration, of
9
…continued on page 10
�THE HARRISBURG-CARLISLE-GETTYSBURG REUNION … continued from page 9
replied “A benevolent dictatorship”.
He had a wry sense of humor, yet
there was much truth to his answer,
presuming one devotes enough attention to the benevolent part of the
equation. He most certainly did
(devote attention) in his various
responsibilities of leadership. In my
opinion, this was the essence of
America’s post WW2 global leadership,
and history will certainly prove that
the world is a better place for it.
There is no other nation that has exercised its power as generously and
wisely, despite our human failings. I
can only hope that such integrity will
be the standard for the centuries to
come, for all nations, for the sake of
the human race.
Another important measure of a
man is the quality of his friendships.
My grandfather had numerous genuine
and warm friends; I wish to mention
three in particular that have had an
impact on my life as well: first and
foremost his great friend and mine
Col. Edward K Mikoloski. With a heart
as big as the sky, with wisdom and
devotion, and unwavering loyalty, he
also had “the right stuff”. They are
inseparable in my memory of them,
and I owe much to both of them. I
cannot imagine how impoverished my
life would have been without their
influence.
Secondly I would like to mention
Mike Fusano who is a fine gentleman in
his own right. He was my grandfather’s
driver during WW2 at Shipdam Airfield.
Mike’s health prevents him from being
here today. We remain in touch, and he
sends his best to everyone.
Thirdly I would like to mention
Jaqueline Cochran, a truly remarkable
woman whose contributions to the
field of aviation among others is the
stuff of legends. She was fond of me
when I was a toddler, and I remember
devotion and genuine gratitude that I
continue to hear to this day, and I certainly concur within my limited context
as grandson and bearer of his name.
The quality of his leadership is a
rare gift that comes along all too infrequently in the history of mankind.
There are many examples: here are but
a few that have been related to me:
When the crews assigned to the
Ploesti raid were briefed shortly before
departure, there was understandably
much trepidation and dread throughout the room. Col. Leon Johnson reassured everyone that he would not ask
them to go anywhere he himself
would not go…they had a job to do.
When he said, “I will lead you,” the
room became silent.
When Captain Dick Butler crashed
his B-24 upon returning to Shipdam
Airfield from a test flight, Leon
Johnson arrived first on location in his
staff car, ahead of the fire and medical
personnel. Fire had broken out and
ammunition and flares were beginning
to go off. Capt. Butler had a broken
arm and ankle. By his account, my
grandfather and his driver ripped a
gate off a nearby fence, improvised a
stretcher and removed Capt. Butler
from danger.
On a lighter note, Col. Johnson had
quite a reputation for stopping his
staff car and offering a lift to any airman walking along. He would take
the opportunity to inquire as to their
well-being, to listen to their concerns.
He gained much respect within the
ranks for this consideration. He even
allowed himself to be thrown into the
pond to mark the completion of the
200th mission…
We had many discussions around
the dinner table, and I once had occasion to ask him what form of government he thought worked best.
With a twinkle in his eye, he
10
…continued on page 11
�THE HARRISBURG-CARLISLE-GETTYSBURG REUNION … continued from page 10
and character of the 44th Bomb Group
her well. She was as dynamic a
may best provide inspiration for as
woman as this country has ever prolong as our great nation endures…
duced, far ahead of her time. So many
God bless all of you, and God bless
more have contributed their hearts
America.
and minds as well; some are here
The second floor of the Museum houstoday. They all made a difference in
es a display depicting the war from
my grandfather’s life, and he was richNormandy to entering Germany. Walls of
er for their love.
photographs tell the army story and
With all that said, there is no great
pieces of memorabilia show Air Corps
leadership without the integrity of the
participation. Highly visible was Lee
organization behind it. A leader by
Aston’s worn-out 67th Squadron flight
definition has followers and it is their
jacket. Under the direction of Jay
qualities that contribute equally to
Graybeal, Curator of Uniforms, Lee’s jackgreat achievements. The 44th Bomb
et looked as good as the day he first
Group serves as an inspiring example
donned it. Although few had time to
of what can be accomplished in the
view it, the Courtyard holds materials
face of overwhelming odds, when the
from many wars—a tank, a helicopter, a
survival of all that is good is at stake;
WWI Trench, a pillbox, and much more.
when doing the right thing is the most
But soon it was time to jump into the
important of all. Leon W Johnson
buses and enter the historic Carlisle
clearly recognized and deeply appreciBarracks. The first stop was to the
ated the loyalty of all that followed
Chapel, where the 44th heard a resoundhim into harm’s way. The Medal of
ing message, based on Hebrews 12, Verse
Honor was earned by all in the group.
1, presented by Chaplain Arthur Pace.
My grandfather made that clear at
“The writer of Hebrews tells us an
every opportunity.
amazing thing: Death is not a disapAnd so the symbol of the nation’s
pearance; death is not the end. Instead,
gratitude and respect now passes back
these heroes transitioned from the field
to her, where it may best testify to all
of play into the stands, like at a football
that is good about us, to the willinggame. Having served with energy and
ness to sacrifice for the greater good,
vigor on earth, they now take their
the perpetuation of ideals, of leaderrightful place in the stands of glory, and
ship by example, and the true gallantry
that time has proven
undeniable.
I humbly pass my
stewardship of this
Medal of Honor to
the United States
Army Heritage and
Education Center, in
the secure knowledge that this is it’s
rightful place, alongside the painstaking
efforts of Will Lundy
and many others,
where the history
Leon Johnson’s & Will Lundy’s pavers
11
…continued on page 12
�THE HARRISBURG-CARLISLE-GETTYSBURG REUNION … continued from page 11
excuses that you have made to limit
yourself, and do what God has asked of
you. Run your part of the race to the
fullest. Do not tire. Do not falter. Do
not fail.” They tell us that one day each
of us will take that same journey and
join them in the stands. When we do,
we want to do so with our heads held
high, able to say to our friends and
comrades that we took that torch of
freedom that they gave to us and ran
our best with it. Then, when our portion was done, we too passed that
torch on to capable hands that will care
for it just as we did. The world may
never take notice or appreciate any of
this. But our comrades in the stands
will notice, and will cheer us all the
louder…My friends, we will surely miss
our departed brethren, and well we
should. But we are comforted to know
that they are not really gone. Rather,
they have taken their place with the
other heroes who have already gone
before…”
Luncheon at the Letort View
Community Center was a fast moving
event, with the number of guests
swelling as word of the event got around.
The event was orchestrated by Lee Aston,
Director on the 44th BGVA Board and
Chairman of Awards & Decorations.
It was the late President Paul Kay’s
wish to bring the 44th BGVA to
Gettysburg, and it finally happened. The
season was right for viewing colorful
trees and fields of Black Eyed Susans, but
when we got to the Tourist Center the
power was out!! Not to be dismayed,
we jumped back on the bus with our
Step On Guides and toured Seminary Hill,
passed Jenny Wade’s House, the Wheat
Field and Devil’s Den. The buses stopped
at Little Round Top where General
Armistead, leading his brigade, fell to a
Yankee bullet. The last stop was at the
Torch of Freedom, scene of Lincoln’s
famous Gettysburg Address.
cheer on
those of us
who remain.
They are the
great cloud
of witnesses. They did
their part,
and that
right well.
They then
passed the
torch of
freedom
onto us, asking only that
we do not
let it dim,
and that we
care for it as
Treasurer Jackie Roberts views
the paver honoring her father, sacrificially as
they did. If
Sgt. Jack Ostenson.
we listened
carefully, we
would hear
our departed brethren cheering to us
from the stands. “Live,” they yell. “Live
free. Enjoy your life. Put aside anything that is holding you back, any
Chaplain Arthur Pace
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The Banquet and Hospitality Room provided great opportunities for crew gatherings, serious ceremony and jolly conversation.
Belle War, daughter of George Temple,
sang in his honor at both the Squadron
Dinner and the Banquet.
Roy Owen lit the first candle in the candelabra.
Lou Rabesa lit the Ploesti candle.
Jim Strong, Roy Owen & Jackie Strong enjoyed Ursel
Harvel’s book in the Hospitality Room.
Two crews had three members present:
Clay Roberts & George Beiber.
Pictured here from the George Beiber
crew are Jerry Folsom, Co-pilot;
Nathan Woodruff, Engineer
and Perry Morse, Tail Gunner.
After the Banquet, Sterling Dobbs, Roberta
and Robert Jackson exchange memories in
the Hospitality Room.
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Ivy and Ivo DePiero. At the Banquet, Ivo
introduced his wife of 64 years. She had been a
member of the RAF. Unfortunately, Ivo passed
away two weeks after the Reunion.
Taylor Woodruff, grandson of Nathan Woodruff,
was the youngest member present. At the
banquet, his father, Atty. John Woodruff spoke
for the second generation of WWII veterans.
He described an emotional moment when he
had the first opportunity to meet his father’s
crew, and his ongoing gratitude and delight in
meeting the men who flew those dangerous
skies in WWII.
Two members of Perry Morse’s family, Ken
Kelly and Nancy Schmehl, took over his hospitality chores. Richard Schmehl took his
turn pouring liquids and Ellen Kelly held the
leash while Jessie, the dog, greeted the folks
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�THE HARRISBURG-CARLISLE-GETTYSBURG REUNION … continued from page 20
formed professionally. Jackie Roberts
passed out Certificates for those who had
been honored with pavers and bricks at
the Soldier’s Walk in Carlisle. It was an
opportunity to declare the greatness of
the 44th BGVA, all because of those who
worked to make it great.
After Monday Breakfast, Clayton
Roberts went to Carlisle to see his brick.
The newly restored Cyclorama, depicting Pickett’s Charge, was the highlight of
the tour. The Museum had nooks where
a person can sit and learn about the Civil
War—battle by battle. It was difficult to
tear everybody away to go back to the
Sheraton for the Banquet.
What a happy gathering! The
Harrisburg High School Color Guard per-
The children of the late Paul Kay received the certificate for
his paver from Ruth Morse at the 68th Squadron Dinner. (It
was Paul’s plan to bring the 44th BG to Carlisle and also to
Gettysburg. I hope he was looking down on us and smiling.)
L-R Rebecca Sprague, Ruth Morse & Paul Kay, Jr.
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Berle Apgar, wife of the late George Apgar, brought the
biggest family to the Reunion, some all the way from the
Island of Cypress. President Washburn introduced the
family and informed the Cyprus
family that their island was sometimes a haven for 44th
BG planes that were running low on fuel.
L-R Beryl Apgar; Denise Davies (Beryl’s daughter),
Georgia Case (Beryl’s stepdaughter – George’s daughter),
Alan Davies Alan and Denise from
Cyprus, Cynthia Harmonoski (Beryl’s sister),
George Washburn.
Col. Pierce listens to Lowell Roberts the
44th BG’s ideas for enhancing the collection at AHEC.
PRESERVING YOUR MEMORABILIA
Since the men who flew in the Army Air Corps were under the direction of the
Army, the Army Heritage Education Center in Carlisle, PA is inviting WWII Airmen
to consider this location as a repository for their memorabilia. Of course, if your
family wishes to keep these items, they should have first consideration. However,
if this would be difficult for them to care for old uniforms, badges, diaries, flight
records, letters or any other personal items, AHEC is more than delighted to preserve them and make them available to historians, researchers and families.
AHEC will soon be breaking ground on their new Education Center, and on a
regular basis will be displaying materials from different wars. It will contain
bleachers where school children, members of the community and veteran groups
can attend educational programs about the Army’s history and your history.
If you would like to discuss this with any of the administrators at AHEC, call
Greg Statler, 717 245-3094 or John Warsinske 717 245-4114.
22
�BOOKS OF GREAT EVENTS
IN 44TH BOMB GROUP HISTORY
BURNING HITLER’S BLACK GOLD is a factual account of the greatest mission of
WWII—Ploesti Oil Refineries, Romania. Major Robert W. Sternfels, pilot of the B-24
Sandman, 98th Bomb Group, compiled this book following 2 years of interviews with
historians and participants in the mission. The book replicates many official documents,
plus the report of an interview with the planner of the mission, General Jacob Smart.
Sternfels group flew alongside Leon Johnson’s 44th BG, experiencing the same dangerous surprises—the railroad car full of German soldiers with anti-aircraft guns, small
arms fire, steel cables, black smoke and fighters.
To purchase this factual, highly organized report on this valorous mission, contact
Major Robert Sternfels, 395 Pine Crest Dr., Laguna Beach, CA 92651. The price is
$26.75 with shipping.
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
If you are looking for a high adventure WWII story, read Escape in the Pyrenees, by
the late Archie Barlow, Engineer and Top Turret Gunner on the Hartwell Howington
crew. The mission on 21 January 1944 was to Escales Sur Buchy, France, to wipe out
the V-1s that were striking London. Ram It Dam II went down, and Barlow survived and
evaded. He relates his moment by moment escapades of being hidden by the
Underground, chased by Germans with dogs, sleeping in freezing haylofts, and finally
sliding down a very high hill to safety into Spain.
Barlow’s wife Aline has copies of the book. 190 Johnson Drive SE, Calhoun, GA
30701-3941 Tel. 706-629-2396. The cost is $20.
MESSAGES FOR DEEP THOUGHT FROM ROGER FENTON
1. Would a fly without wings be considered a walk?
2. Why do they lock gas station bath rooms? Are they afraid
someone would clean them?
3. I went to a bookstore and asked the saleswoman, ‘Where is
the self help section?’ She said if she told me, it would
defeat the purpose!
23
�HUMOR INSIDE THE NISSON HUT
(as remembered by Bob Lehnhausen)
attention. Noting the initial success that
his questions had aroused, George continued his campaign. He jogged Alex with
short jabbing questions, always clothed in
that chuckle, reminding Alex of the inadequate protection which the airplane provided for his testicles; that his conduct was
a test of God’s tolerance of Alex’s conduct.
The airplane that Alex flew, Flak Alley,
became the 68th Squadron’s lead ship. It
had been fitted with a few special items,
at the pleasure of the pilot. When our
crew finally got back together in
December, 1943 we became the
Squadron’s Lead Crew. George Jansen,
our Squadron Commander, told me that
since we would be using Flak Alley for our
missions, that I was free to make whatever changes in the cockpit that I desired.
Shortly after our conversation I walked
to the hardstand where Flak Alley was
parked on the flight line. I was by myself.
I crawled up into the cockpit and did a bit
of minor rearranging. Time wise, this is
months after George had begun his campaign on Alex about the relationship
between his conduct and the lack of protective armor.
The Pilot and Co-Pilot seats in this model
of B-24 were bucket shaped to accommodate the American style seat pack parachute. However, we were using British
type, snap on, chest type parachutes. To fill
up the seat, we used multiple Air Corps
issued cushions to offset the space that the
parachute would occupy. Alex had been
the pilot of this plane, and he used a pile of
cushions. I didn’t use as many cushions, so
I grabbed Alex’s pile of cushions and lifted
them out and erupted in laughter. At the
bottom of this pilot seat…beneath his pile
of cushions was a cast iron stove lid, about
six or eight inches in diameter. It was David
Alexander’s personal armor plate. George
Hulpiau was an effective campaigner! Alex
had gotten his message!
This story began in another of our
evening bull sessions in our Nissen hut on
our airbase at Shipdham, England. David
Alexander, the pilot of the other B-17
crew who had joined the 68th Squadron
at the same time that we had, and who
was an occupant of our hut, had just
returned from a short leave to London.
He had made an acquaintance with an
attractive young English woman who
lived in a private home. Her husband was
in the British Army, stationed abroad.
She had entertained Alex in her home.
She was a person who enjoyed sun
bathing in her privacy fenced back yard,
in the nude. She had given Alex a copy
of a photo of herself in the back yard,
sans clothing. With a degree of pride,
and an air of conquest, he passed the picture around for all to view.
Once again, George Hulpiau’s sense of
moral values was offended. To show his
displeasure, he began to needle Alex about
his transgression. He began his campaign
with that famous chuckle. His needling
went like this, “Alex, have you ever given
thought that your forays with this gal are
offensive to God? Have you ever given
thought to the fact that the B-24 has this
BIG piece of armor plate BEHIND each of
the pilots’ seats on the flight deck, but
NOTHING UNDERNEATH?” With hand gestures he created a graphic visual that he
meant as an upward rising piece of ragged
anti aircraft shrapnel (flak). His gestures
were accompanied by this verbal admonition, “Have you ever thought that God in
his displeasure with your conduct, might
direct some of that German flak up
through the bottom of that thin metal
pilot’s seat and rip off the family jewels?”
With that, Alex reacted with a very pained
expression on his face, and at the same
time, grabbing his crotch with both hands.
George was pleased that, at least, Alex
had heard him. George had gotten his
24
�THE DISTINGUISHED FLYING CROSS SOCIETY
The DFC’s bi-annual reunion was held October 27-30 at
the Naval Air Station in Pensacola, Florida. It was a nonstop, event-filled gathering at a time when Pensacola was
suffering a cold spell.
There were about a dozen WWII veterans present,
more from the Korean Conflict, many from Viet Nam.
Helicopter pilots were in abundance, and their stories
were dramatic. Leighton Anderson, recent recipient of
the Medal of Honor, addressed the group at Hurlburt
Field.
Involved in Operation Enduring Freedom in
Afghanistan, Anderson was part of a ten man team,
dropping Special Ops into Pakistan. Using night vision
equipment, they cross the border, looking for terrorists.
The secret need for the operation was compounded by the
fact that the tension between India and Pakistan had escalated, and Americans were being blamed for civilian deaths.
At the village where terrorists were in hiding, the team found only a few teenage
armed goat herders. They took their weapons and sent them on their way. However,
the operators did find a terrorist stronghold. When it was time to leave the area,
Anderson had to park the gunship on top of a mountain 2,000 feet high. He was able
to place only the rear section of the craft on the mountain and hold it steady until the
team of thirty six Special Ops plus two detainees climbed aboard. For this outstanding
flying skill, he was awarded the Distinguished Flying Cross
Anderson described flying conditions: the dust is totally formidable, making day or
night flying hazardous. The landscape is brown, similar to sights on the moon, so the
maintenance crew is constantly challenged to keep the engines running. For many missions, refueling over enemy territory is threatening but necessary.
DFC members saw Eglin AFB’s amazing collection of armaments. The Navy Museum
on the base is filled with historic planes, including the one flown by John McCain.
The educational program for young inductees is amazing. Escape techniques for
planes on fire, ditching in the ocean and parachuting into enemy territory are taught
with great precision – all based on the experiences of those who survived other bad
scenes and lived to advise the next group. An inductee can earn 95 college credits in
that department.
The highlight of the tour was the magnificent performance of the Blue Angels.
(Cold weather be darned), many members of the community joined the DFC Society in
exclaiming over the Angels’ aerial escapades. And wouldn’t you know it — Pensacola
warmed up the day we left.!
25
�Editor’s Note: Many stories are stuffed in my file cabinet, and I pick them out at
random. Too much can never be written about Wiener Neustadt. Here’s another memory that I could not return to the cabinet.
WIENER NEUSTADT
THEN
PALERMO, A TEMPORARY VISIT
AS REMEMBERED BY MARK MORRIS
We had a new crew member. Previous
Co-Pilot Lt. Laudig, now had a ship of his
own. We were introduced to his replacement, Lt. Waino Hannuksela. Otherwise
we boarded Old Crow with the same
crew that she had carried to and from
Ploesti (the James McAtee crew). Again
this time the crew was reduced to nine,
as it had been at Ploesti, but this time it
was because our hatch gunner, S/Sgt.
Charley Loftus, was hospitalized with
Sand Fly Fever.
We faced an approximate 12 hour
flight which was extending our fuel limit,
but we still had bomb bay tanks installed.
The over-land part was all at high altitude. We had loaded 1000 pound
bombs.
When I was about 15 years old, I lied
about my age to see the then adult
movie, Ecstacy. Somewhere through the
years I had been informed that it was
filmed in the area of Wiener Neustadt,
Austria. True or not, I was again reminded of that bit of trivia when we were
briefed on the bombing raid to be made
there October 1, 1943. That is not all
that is familiar about the name. Our 44th
BG, 506 Sq. aircraft, Old Crow had been
there before. On August 13, only two
weeks after the Low Level Ploesti mission,
we had flown out of Benina Main Air
Field in Bengazi, Libya, to hit the Me-109
fighter works located near Wiener
Neustadt. For our crew, it hadn’t been
too bad. Though our ship suffered
enough damage to force us down at
Palermo, Sicily, with one engine out, 2
smoking and low on fuel, we were all OK.
After returning next day to Libya, we had
changed bases twice. We flew back to
England for a short time and then again
to Africa. This time we were attached to
the 12th Air Force.
A Strange Plane Riding With Us
Crossing the Mediterranean Sea, the
flight was routine. We crossed the
European coast, climbed over the mountains in clear weather and remained at
high altitude. As we neared the target
area, we began to receive flak. Our
group seemed to be in excellent formation, but for one exception. I noted a
lone B-24 about 1000 yards out at the
9:00 o’clock position. It wore the desert
camouflage of the group we had been
stationed near in Bengazi. I stopped
scanning to examine it. Something else
was peculiar about that ship. I could
hardly believe it, but the waist window
hatch covers were in place and closed.
Mighty comfortable huh! About then the
Returning to the Messerschmidt Plant
October 1st 1943 flying out of Ounida,
the field near Tunis, Tunisia, we were in
for a heck of a Wiener Roast. The briefing information concerning expected
defenses for Wiener Neustadt was that
fighters weren’t expected to present
much of a problem. It was mentioned in
passing, that there was an advanced
fighter pilot training base there.
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Gunner, was also getting up. S/Sgt. Jack
Edwards, in the Tail Turret, seemed OK
and was pawing furiously at his guns.
Surprise! We were still in the air and
in a more or less normal flying attitude.
So back to work. Big problem. My gun
was jammed. I got it cleared, but our
ammunition was all over the floor. A.G.
and I broke some of the ammo into short
belts of approximately 20 rounds per belt.
They didn’t feed well and caught on the
waist ledge during each short burst. I
couldn’t see any other B-24s even close.
Not a nice feeling for a bomber crewman.
We were all alone after that dive. Any
ships still flying have apparently been
spread all over the sky. More fighters
appeared, but no guns seemed to be firing from our ship. Apparently all positions had the same problem of scrambled
ammunition. I knew that must be corrected if we were to have any chance of
survival.
flak which had been well below us
increased in intensity as well as accuracy.
Bursts were at our exact altitude. I had
no doubt then, that its occupants were
supplying a lot of good information to
the flak gunners below. After getting the
flak gunners zeroed in, the intruder
peeled off and I lost sight of it. The flak
was so accurate that it had simply blown
the formation apart. In addition to the
evasive action being taken by our pilot,
Capt. James McAtee, we were literally
being bounced by concussions. Fighters
immediately appeared, well before the
target, and they were all over us. They
were eager to the extent of flying right
through their own flak. Unbelievable!
By the time we hit the IP and
Bombardier 1st Lt. Joe Young took over
for the straight and level flight in, we
were sitting ducks. I and all other gunners were firing a lot of rounds. There
must have been 30 fighters interested in
just our squadron. They would climb
above the flak, stabilize to pick a target,
then come diving down to us.
Sometime shortly after bomb release, I
was suddenly pinned to the ceiling. At
the time my thoughts were that we had
been badly hit or that someone at the
controls had. (Later I learned that a
fighter had made an unwavering head-on
attack, and Mac had evaded him by diving). I was pinned on my side against the
ceiling.
We Waist Gunners had small 24 foot
British chest type parachutes. We wore a
chute harness, and if the chute was needed, one grabbed it by the cloth handle
and attempted to slam it onto 2 large
snaps on the chest portion of the harness. There was my chute lying alongside
me, also pinned to the ceiling. I managed to reach it and just got a grasp on it
when bang! I hit the floor. I was on my
knees. I hit so hard that even with the
heavy clothing, I dented the catwalk. I
scrambled up and took a quick look
around. Sgt. A.G. Kearns, Right Waist
Scattered Ammo
A.G. was rummaging around on the
floor for ammo again. At least we had
waist gunners who could get at our
ammunition. The other positions had a
greater problem. Our ammunition storage was thus arranged. Each waist position had a box fabricated from wood. It
was about 30 inches long, 24 inches
high, and just wide enough for the caliber 50 round to lie in. The ammunition
was routed through a metal chute
attached between this box and the side
of the gun. The box was permanently
mounted on the side of the ship, about a
foot aft of the waist window and overhead. There was barely room to get
one’s head between the curved ceiling
ant the box to stock it. I pushed most of
the hanging ammunition back into position. Then I placed my foot on the ledge
of the waist window and heaved myself
up. There I hung precariously balanced,
one foot practically out the window of a
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�WIENER NEUSTADT THEN PALERMO … continued from page 27
maneuvering B-24, hanging on for dear
life, out of breath and half in panic, with
oxygen hoses, communication cords and
other stuff interfering. Chinning myself
on the box, I reached in, feeling for the
double-link end. We had been taught in
gunnery school at Ft. Myers, Florida, that
the ammunition would not feed unless
the double-link end was fed first. I
turned all that ammo completely over at
least three times, while searching for a
double-link end. After being tossed off
the ledge more than once, and still not
finding it, I was no longer only half in
panic. With the last unsuccessful try, I
decided ‘enough of the technicalities’.
Instead, I just grabbed a single-link end,
fed it down the chute anyway and
charged the gun. I had to open the cover
and physically place a starting round in
the gun to get it charged, and when I
pulled the trigger it worked. Just in time!
Three more Me-109s had queued up.
They sat just above us at 9:00 o’clock
high and 500 yards out. I called Mike
Davis, top turret for help. Hearing no
response and no other gunfire, I began
berating, ‘Mike, get those fighters’,
‘Mike, can’t you see them?’ ‘Shoot Mike
shoot’! As I took a quick glance around
to A.G., I noticed one of my communication cords had hung upon the ammo box.
I grabbed and re-connected it. As I did
so, I heard Capt. Young saying, “Whoever
that is screaming into the mike, knock it
off”. Now I knew which cord that was. I
had had a mike, but no earphone. Sorry!
The last three 109’s that had queued up
pulled slightly ahead of our left wing tip,
turned in and began raking us. I resumed
praying and firing, long bursts of both.
They came diving in nose to tail, one
right behind the other. They were so
close that they drifted less than to our 7
o’clock position before they had to break
off. At that, they were no more than 50
yards out when they went under and disappeared from my sight. They had fol-
lowed each other so closely that before
the first one broke, all three were visible
in my ring sight at the same time. I recall
accepting the fact that we were going
down, and it was just a matter of going
down fighting. I promised that if God
would just get us through, I would make
no claims of taking a life. Well, maybe I
am reneging a little. Forgive me. Not
those pilots lives, maybe, but I’m sure I
knocked hell out of those 3 Me-109s.
Luckily, that was the last of the direct
attacks on Old Crow. We had been under
attack for a long time. The entire attack
force (later estimated to be 100) must
have been about out of ammunition if
not fuel, having attacked before, during
and long after the target.
Old Crow was in trouble
AS I again looked rearward, I became
aware that a good portion of the left vertical stabilizer was completely gone. I had
been so busy that I will never know just
when that happened. Be that as it may,
either flak or fighters had knocked it off. As
things began to get quiet, we went about
the task of assessing damage. Again, all of
the crew was OK. Old Crow, however,
showed signs of wear. In addition to the
missing tail feathers, she had a lot of holes,
and she had taken up smoking.
2nd Lt. McCash plotted us a route to
Palermo, Sicily. As mentioned before, we
had been there not too long after that
field fell into U.S. hands in August. We
knew the approach wasn’t easy. Capt.
MacAtee & Lt. Laudig had taken us in
banking to the right through the pass
around the mountain and into this short
3000 ft. fighter runway. It was a new
approach for 2nd. Lt. Hannuksela, but
for the rest of us, it was deja-vu. We
were low on fuel, but made it without
the engines coughing, as they had on the
previous landing there.
Mac knew he was going to be very
busy on the approach, and he called me
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�WIENER NEUSTADT THEN PALERMO … continued from page 28
forward to stand behind him and call out
the airspeed if it got down to 135.
Last time we had been there, Lt.
McCash had lost his parachute. It had
vibrated out the nose wheel door during
the short field run-up and take off. (We
speculated that he just wanted to retrieve
it, so that explained his desire to return
to Sicily.) We settled down safely and
taxied to a stop. I don’t remember exactly how many, but I think there were 4
other damaged B-24s either there already
or coming in. We were given a short
debriefing in the operations room there
before we split. I mentioned my close in
shots, but remembering my fervent promise, I didn’t pursue a claim.
S/Sgt. A. G. Kearns, S/Sgt. Radio
Operator, Norm Kiefer and I spent the
night in the ship. The rest of the crew
disappeared. I slept fitfully in the back of
the dented catwalk, reliving the whole
nightmare over and over.
When we were there before, we had
been served at the outdoor mess arrangement that served the troops occupying
the airfield. They had no spare mess kits.
We ate out of the large gallon cans that
their rations came in. They heated the
food for us and did all they could to
make us feel welcome. As a joke, I had
packed a mess kit with other belongings
in my B-4 bag in the aircraft, and bantered that only I would have one if needed. It served well now.
A New Problem
On our second day in Palermo, the
three of us had just finished eating, and
were meandering across the tarmac
toward our aircraft. While swinging my
mess kit in the air to dry it, I dropped my
fork. Just then the wind suddenly came
whistling across the field. As I stooped to
retrieve my fork, a large sheet of corrugated metal came flying right over my
back. As I straightened, the wind noise
grew to a sound like an approaching
locomotive. The three of us, Kief, A.G.
and I broke into a run for the remaining
200 yards or so and climbed into Old
Crow. We were in the midst of a tornado! We clambered into the cockpit, I
into the pilot seat and Kief into the CoPilot seat. A.G. busied himself closing
hatches and securing loose stuff and
starting the ‘put put Auxiliary Power
Supply. We held the foot brakes on and
actually flew Old Crow, holding her on
the ground. She never got lifted as did
the other B-24s, and even a huge British
Walrus were blown off the field. The
worst part of the wind only lasted about
five minutes. As it cleared, we looked
around us. A lot of the fighters of the
black 99th fighter group stationed there
had been flipped over on their backs. A
huge stucco wall separated the field from
a road, and many of the aircraft that had
performed a ballet past us now rested
either against or half through that wall.
One B-24 had gone into the wall backwards and rested nose down. The tail
turret had ridden up the wall. There,
about 20 feet above the ground was the
vertical stabilizer intact, which later was
to be installed on Old Crow.
That night the three of us slept on the
cement floor of one of the empty buildings that the ground troops offered. I
did not feel like spending another night
inside the aircraft. Next day Lt.
Hannuksela came out to the field. He
talked to us a bit, then left. Repair of all
the damaged aircraft was progressing,
but I knew we would be there at least
another day. I dragged Kief and A.G.
along to downtown Palermo. There I
went to the Red Cross and asked for a
place to sleep. They had none, but suggested that I talk to a Colonel that had
headquarters in the same building. I
reported to him and made the same
request. He asked if we were on one of
the aircraft that they saw come into the
airfield; then he called for a command car
and had us taken to an infantry battalion
29
…continued on page 30
�WIENER NEUSTADT THEN PALERMO … continued from page 29
Hatch gunner S/Sgt. Charley Loftus,
now out of the hospital, sat alone in our
tent in the middle of a large expanse of
desert. As we approached he came rushing out, stopped short, looked perplexed,
but could not quite voice his question.
We hurriedly assured him that our Tail
Gunner Jack was OK. Just off on a spree
somewhere in Sicily.
The next day during inspection, the
aircraft engineers inspected the aircraft at
Tunis and discovered that Old Crow was
damaged beyond repair. They found it
difficult, in fact, to believe that she could
even have brought us home, let alone the
stress of landing and take off that she
had borne us through. For one thing, the
left main wing spar was partially severed
by a 20 MM cannon shell that had gone
in, remained and smoldered. That did,
however, explain one of the large holes
we had noticed there.
Ecstacy! I can tell you about Ecstasy.
Climbing safely out of Old Crow in
Palermo. That was Ecstacy!
Jack Edwards, Tail Gunner, must have
hitchhiked back to England. He later flew
with the George Insley, Raymond
Houghthy crews and others.
where clean beds of some hospitalized
members were temporarily vacant. They
welcomed us and someone gave us a
bottle of vino. After supper we sat on
the curb outside, swapped stories with
the infantrymen and retired early. Next
morning we made it to breakfast with
our new found friends. Then we hitchhiked back to the airfield.
Sometime that morning all of our crew
except Jack, the Tail Gunner, appeared.
The repairs of Old Crow’s tail was completed and she was refueled. Engine runup went OK. The weather was checked,
McCash plotted the course for Tunis and
flight clearance was secured. As on the
previous visit to that field we taxied into
a church yard and turned around with
our tail inside the yard to have as much
runway as possible, since it was downhill
and then up over a small mountain.
Down the short runway, up, up and
away. Old Crow was a bird again for the
last time over the Mediterranean Sea she
labored along for few hours to Tunis.
Upon landing we discovered that our
group, the 44th, had left for England.
We were to follow. First though there
had to be some repairs.
30
�A PLEASANT ENCOUNTER
By Dick Butler
During the Second Air Division Association Sixty First Convention this past October
in Dallas, Texas, a local resident saw an item in the newspaper that said B-24 veterans
that had served in England during WW II were having their annual convention in the
Gaylord Resort in the community of Grapevine. This gentleman came to the hotel to
see if anyone there had possibly known his father. The first person he met was Mr.
Matthew Martin, the Chairman of The Board of Governors of the Memorial Trust of the
2nd Air Division USAAF. The visitor asked Matthew if he knew if there was anyone
present that had served at Shipdham. Matthew knew that I had been in the 44th
Bomb Group at Shipdham and was the only attendee at the convention that had done
so. Matthew quickly found me and introduced me to Jamie MacCammond.
Jamie had done quite a bit of research about his father’s WW II service, including
some on the 44th’s web site. His father was James A. MacCammmond, a gunner in
the 68th Squadron. He had departed Will Rogers Field, Oklahoma with the original
44th Bomb Group air echelon on or about 10 August 1942 for Grenier Field, New
Hampshire. The B-24s were there for a few weeks getting some retrofitting and doing
a very limited amount of flight training. The force than flew across the North Atlantic
to England. By 10 October 1942 all twenty seven 44th B-24s were at Shipdham.
On 15 February 1943 seventeen 44th B-24s made an attack on the German Raider
“Togo” in the port at Dunkirk, France. The force received very intense and accurate
flak. Two B-24s were lost. James MacCammond was flying as a waist gunner on the
plane “Captain and the Kids.” It received extensive damage. Sgt MacCammond was
slightly wounded by one of two 20 mm shells that hit the waist position. Three of the
crew members bailed out and were killed. When it became apparent that the plane
could not make it back to Shipdham, the pilot, Thomas R. Cramer, made a crash landing on the beach at Ramsgate. The landing was made without using flaps or landing
gear and luckily all those still aboard were not seriously injured.
As a result of his aforementioned injuries, Sgt MacCammond was awarded the
Purple Heart Medal on 11 May 19943. Then just three days later on 14 May 1943,
S/Sgt James A. MacCammond was the right waist gunner on the B-24 “Rugged
Buggy” in the attack on the Krupp Submarine Building Works at Kiel, Germany. This
mission was the 44th’s toughest to date and for the mission the 44th Bomb Group was
awarded the first of its two Presidential Unit Citations. The 44th lost five aircraft, one
was abandoned, nine were damaged, 12 men were wounded, and 51 went missing in
action. Rugged Buggy was the target of numerous German fighters and their incendiary bullets started a roaring furnace in the bomb bay. The crew bailed out. S/Sgt
MacCammond came down off shore in the Baltic Sea. He was rescued by fisherman
and turned over to German authorities. He spent the rest of WW II in Stalag 17. Upon
repatriation he was awarded his second Purple Heart Award.
Jamie MacCammond has gathered numerous papers and photos about his father’s
B-24 experience and it was a very pleasant experience to review some of them with
him and offer some helpful comments about them. Jamie is very proud of his son that
is currently serving in the Marine Corps and just recently returned from a tour in Iraq.
While he was there he was wounded by enemy action and received a Purple Heart
Award in May 2008. Jamie is very proud of the fact that both his father’s and his son’s
injuries that occurred while they were serving our country were appropriately recognized, particularly that both were in the month of May.
31
�Robert D. Vance’s Chance Meeting
And A Tribute to a Lifelong Friend
In reading the summer issue of 8 Ball Tails, I came across an article about TINKER
BELLE. In reading the article about that aircraft and its demise, it mentioned how
five of the crew ended up in a large prison camp, and on the ninth day of captivity,
a platoon from the 78th Infantry Division arrived in the camp and set the five fliers
and others free. Two of us 44thers were at one time members of that great
Division.
Alex Toth of Titonsville, Ohio and myself, a former Ohioan who lived up the river
from Al, seemed to recycle into each other’s life.
I spent 9 months in a weapons platoon of a rifle company, Company G, 309th
Infantry. Al was in another regiment of the Division. Although both of us were
from small towns along the Ohio River, we had never met. Unknowingly, each of us
put in for transfer to the Air Force Aviation Cadet Training. After having several
physicals and getting the paper work in order, I finally shipped out from Camp
Butner near Durham, N.C. A number of us boarded a train for Keesler Field, Biloxi,
Mississippi.
On the ride to Keesler, Al was walking down the aisle and happened to spot the
78th Division patch on my shoulder, and so we got into a conversation. We had a long
talk and realized our homes in Ohio were along the Ohio River, and not too far apart.
We parted at Keesler and never saw each other again at that base.
Later I was released from the Cadet program (through no fault of my own) and
went to Radio School and then to Gunnery School. From there I went to Westover
Field near Springfield, Massachusetts for transition training. I trained in B-17s in
Gunnery School and ended up in B-24s at Westover. I believe Al ended up about the
same way, although I am not sure to which schools or bases he was sent.
The next time I saw Al was in the Mess Hall at Shipdham. Here are his words,
“It was a pleasant sunny day around 1:00 pm. Most everyone had eaten. I
was walking down toward the serving area, and I saw this GI sitting there
alone. He had on a GI sweater and a full red mustache, (auburn was the right
color). This you never had when we first met. Anyway, we struck up a conversation and got reacquainted. There was never any doubt that I knew you from
our first meeting on the train to Keesler. The last time I saw you at Shipdham
was the 23rd of March, the night before the Wesel drop at low level. After
learning about the mission on that day, I went down to the flight line to sweat
out your return. Needless to say, your plane didn’t return. I never gave up on
you, always asked anyone from up the river if they knew Bob Vance. Finally
this woman at the local bar told me you made it back. I was thrilled and happy
to hear the good news. She got me your California address. You know the rest
of the story.”
Al and I met again a number of times, some at the 44th reunions, and we still keep
in touch. In my time in the infantry, my time in the AAC and my time in the USAF during the Korean War, I have met a lot of nice fellows and made a lot of good friends,
but one fellow stands out the most, and that fellow is Al Toth, a great guy and a dear
friend.
Southern Comfort III (the fourth Southern Comfort) with Max E. Chandler’s crew
was shot down on 24 March 1945 on Operation Varsity. There were two survivors,
Robert Vance and Louis DeBlasio.
32
�Charles Burton Remembers His Father’s Plane
Charles Burton, a second generation
member of the 44th Bomb Group wrote
an article for the 8th Air Force News
about Tinker Belle, the plane that went
down on the 44th’s last mission, 25 April
1945. After seeing Tinker Belle on the
cover of the Summer issue of the 8 Ball
Tails, he forwarded an article he had written for the 8th AF News. In it he had
included information about his father,
Robert Burton, Crew Chief on Tinker
Belle. With the permission of the 8th AF
News, I am copying his story.
“My father served with the celebrated
“Flying Eight Balls” during his entire military service during WWII. He had an
intense respect for the aircrews.
Robert Burton, Crew Chief on Tinker Belle.
Although all individuals in the command
were subject to danger (crashes, accidents, bombings, etc.), the air crews of course
were subjected to danger on an intense and daily basis. The main strain on the ground
echelon was 3 years service versus a combat tour and the emotional strain of increasing combat losses, the loss of friends and buddies.
“I remember my dad saying that he learned quickly that war was not very glorious
when you had to clean up the remains of your buddies after a crash. I was named for
one of his close friends in the service, “Bucky’, Richard Butler, who was killed on July
22th, 1944, when the B-24, dubbed Flak AlleyII ditched in the North Sea following a
mission to Munich. He serviced 10 planes during the war, and none of them survived
the war. I also remember him telling me that he flew on a few missions during the
war. When he flew, he threw ‘chaff’ or ‘window’, from the Waist Gunner’s compartment. That was tin foil, used to confuse the German anti aircraft.
“The last plane he serviced was Tinker Belle, which turned out to be the last combat casualty of the 44th. I believe my dad received his sergeant stripes when he
became crew chief for Tinker Belle.
The fate of Tinker Belle demonstrates that the war could be just as deadly at its conclusion, even though planes were flying more missions and the allies controlled the
skies. With Tinker Belle’s demise, the war was almost over. My dad probably would
have been able to fly home on Tinker Belle, had she survived. Instead he saw occupied
Europe from another plane on one of the ‘Trolley Missions’, and returned home on the
Queen Mary, the same ship on which he had arrived, approximately three years earlier.”
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
PASTOR’S COMPLAINT
The only time some people are willing to come to the front of the church is when
accompanied by pallbearers!
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
Don’t forget that people will judge you by your actions, not your intentions. You
may have a heart of gold – but so does a hard-boiled egg!
33
�ADVICE FOR GUNNERS
(From a poster at the Mighty Eighth Museum)
Every enemy fighter is DANGEROUS and needs watching
But he becomes really dangerous ONLY when he starts a direct attack
on you!
Luckily – THAT IS WHEN HE IS EASIEST TO HIT!!
DON’T depend on Tracers. They are very likely to fool you! Even
when they appear to be going through the fighter, they may be missing him completely – over, beyond, short or under him.
LEARN AND USE YOUR DEFLECTIONS.
THE 44TH BOMB GROUP PX
Flying 8 Ball Golf Shirts ..................................................................... $25.00 + 3.00 Postage
Flying 8 Ball Caps (Indicate Squadron) ................................................ 15.00 + 2.00 Postage
Flying 8 Ball Squadron Pins (Indicate Squadron)..................................... 5.00 + .50 Postage
44th Bomb Group Stickers....................................................................... 2.00 (Postage Incl.)
Order From
Donald C. Prater
1608 E. Candlestick Drive
Tempe, AZ 85283
(Make check payable to Donald Prater)
When you’re traveling life’s journey
No matter what your goal,
Keep your eye upon the donut
And not upon the hole.
Burma Shave
34
�MAIL & E-MAIL
SALUTE INSTEAD OF HAND OVER
HEART
From Dick Butler: I recently learned
of the death of Mary Henry, wife of
Howard C. (Pete) Henry. Pete was the
44th Group Vice President to the 2 ADA
for eighteen years. He was a true leader
of the 44th in those days. Under his
leadership, the 44th always had the
largest number of attendees at 2 ADA
conventions. Pete also served as 2 ADA
President in 1979-1980. Pete and Mary
have been inactive in the 2 ADA since
1996, because of poor health. When Dick
became President of the ADA, he led the
group in financing a book endowment at
the Norwich Library in Pete’s name, in
appreciation of his work with the 44th
According to ‘Short Bursts’ the publication of the Air Force Gunners
Association: There is a grass root movement for veterans to hand salute, rather
than place their hands over their hearts
when honoring the flag, fallen comrades
and/or the country.
“It’s referring to saluting when we
pledge the flag, when the National Colors
pass or are presented, when the National
Anthem or honors are played, or when
taps are played and firing squads or guns
render honors. Those who object can
continue the hand over the heart salute.
“There are no regulations that tell veterans what we can and can’t do on this
matter. What a positive and patriotic
gesture if all veterans did salute on the
proper occasion. It would reinforce the
message of the many who served this
country in the armed forces. You can
help get the word out.”
MEMORIAL TRUST
OF THE 2ND AIR DIVISION, USAAF
From Norwich: Libby Morgan, Trust
Librarian informed Dick Butler that four
books were purchased in his name
through the Book Endowment
Programme.
The dream of the 2 AD to leave a lasting memorial in England has fully blossomed. Children and young people can
study American history, geography, culture, sports, art, biographies and politics
as well as the contributions to victory in
WWII by young Americans. Members of
the Memorial Trust make a constant
effort to let people in England know the
availability of this unique Library and its
many offerings. It came about because
some very forward thinking visionaries
chose to leave a piece of America behind
when they returned home.
From Elizabeth Mills in Eastbourne,
UK, we received news clippings of
Remembrance Day in England, honoring
Americans who died in the fight against
the Nazi Regime. Every year they hold a
ceremony on Butts Brow, honoring the
men who lost their lives in the Ruth-less.
The British said they will never forget, and
they never do.
35
�FOLDED WINGS
Undaunted spirits held high, death a passenger in the sky
Through dark clouds of hellish fire,
Through beehives of stinging fighters
We tempted fate – some survived.
William J. Fili
General Leon Johnson gave him a choice
of going to the states for retraining on B29s or staying in England to instruct new
crews. He chose the latter and was in UK
until VE Day.
Caillier and his wife Jean resided in
Sumner, Washington.
Caillier, James #19623 67th Squadron
23 September 2008 T/Sgt. Caillier was a
Gunner, later Engineer on the Frank
Stough crew. His first of 26 missions was
1 May 1943. On some missions he flew
with Horace Austin, Robert McCormick
and one mission with James C. Bean as
Command Pilot.
With the Stough crew, Caillier flew the
awesome missions to Kiel and Ploesti.
The planes they flew were Ruth-less, Old
Crow, Raggedy Ann II, Baldy & His
Brood, Miss Emmy Lou II, F for Freddie,
Chief & Sack Artists, The Impatient
Virgin and 4-Q-2. The crew’s original
plane, Ruth-less, was lost at Butts Brow
near Eastbourne, England. Caillier had
the opportunity to visit the site in 1997,
when the 44th BG toured the UK and
France.
Although gunners usually hold the
rank of Sgt., Caillier had an extra stripe.
On a training mission in Pueblo,
Colorado, when a Stough’s plane
crashed with another, Stough ordered the
crew to bail out. Unfortunately, the CoPilot jumped also. Caillier stayed on
board and assisted his pilot bring the
plane to safety. For this act, he was
awarded the DFC.
Calliere served in all gunner positions
for his first 23 missions. On his last
three, he was Engineer and Top Turret
Gunner.
In a letter to Will Lundy in 1983, he
stated that when he completed his tours,
Dipiero, Ivo 30 October 2008 A member of the 44th BG Armament team,
Dipiero served in Shipdham until the
war’s end. While serving in the UK, he
met and married Ivy, an English girl serving in the RAF.
Ivo and Ivy were faithful attendees of
the 44th BGVA Reunions; and his death
occurred only two weeks after leaving the
Harrisburg/Carlisle reunion.
Elliott, Wade #20133 66th Squadron
31 October 2008 Sgt. Elliott was trained
as a ground crewman, but when he was
offered the opportunity to fly, he took
gunnery training and served on many
crews on both the 66th & 506 Squadrons.
In his 28 missions which began 8
February 1944, he filled all four of the
gunner positions. Most of his missions
were with J. W. Grow, but he also flew
with the crews of Wayne H. Middleton,
Dean Miller, Guy Johnson and John
McCaslin. Elliott entered combat four
months before D-Day and continued until
two weeks after that big event. Because
of the importance of the air war at that
36
�FOLDED WINGS
sions as first pilot. On one mission he
flew with William Brandon as Command
Pilot.
Heffenbein flew in ten different aircrafts: Seed of Satan, The Shark,
Avenger, Raggedy Ann II, Lil Cookie, 4Q-2, D-Barfly, Chief & Sack Artists and
Shack Rabbit/Starspangled Hell.
In his letter to Will Lundy, he stated
that after the war, he studied dentistry
and was engaged in that profession for
30 years in Montrose, CA. Research indicates he joined a group of professionals
called the Flying Samaritans. They provided oral surgery on needy Mexican children in Baja California. He and his wife
Muriel resided in Camarillo, CA.
time, no less than ten command pilots
flew the missions on which he was
assigned: David Saylor, William H.
Strong, Frank Stough, C. C. Parmele,
Reginald Phillips, Robert Felber, W. A.
Polking (from the 392nd BG), James
Kahl, James McAtee and Frank Davido.
On D-Day Wade flew two missions to
Caen (Vire) and Colleville/St. Laurent.
Elliott served as gunner on seven different A/C: M’Darling, Consolidated
Mess, Lucky Strike, Greenwich,
Prince’Princ Ass/Princess, Ole Cock and
Hell’s Kitten.
After the war Elliott attended
Dartmouth College. He found employment in sales for General Electric and
Northern Industrial Chemical companies.
He leaves his wife of 56 years, Jessie
Barton Bontecou and one son. (Two
other sons are deceased.) The family
lived in several different cities, finally
retiring with in Peterborough, New
Hampshire, where he raised Arab horses.
Pinder, Harold H. #21686 67th
Squadron 21 October 2008 Lt. Pinder
was the pilot on X-Bar which was lost on
a mission to Frankfort, Germany. His first
of twelve missions was 10 October 1943.
The Pinder crew flew in six different
planes, The Shark, F for Freddie,
Avenger, 4 Q 2, Sky Queen and Liberty
Bell/Lass.
When the plane reached the coast on
29 January 1944 Me 109s and FW 190s
began the attack, making three different
passes that hit under the flight deck. They
cut the control cables, knocking out the
autopilot. One wing was on fire and the
#4 engine was knocked out.
The Bombardier, RW Gunner, Ball
Turret Gunner and Tail Gunner were KIA.
Pinder, the Co-Pilot, Navigator, Radio
Operator, Engineer and LW Gunner succeeded in evading but later became POW.
The Co-Pilot was repatriated but died
later of tuberculosis. The Radio Operator
Gavette, Franklin P. #20339 66th
Squadron 4 August 2002 T/Sgt. Gavette
was a Radio Operator on one flight with
the 44th BG. He flew with Capt. William
Ogden to the Chemical & Dye Works at
Ludwigshafen on 31 July 1944 on Bi U
Baby. This name was found from the
Social Security Death Index.
Goodrich, George R. 30 July 2004 No
information available.
Helfenbein, Dr. Abraham #20618 67th
Squadron October 2008 1st. Lt.
Helfenbein was a Co-Pilot on the
Lawrence Parks crew for his first 25 missions. On 18 April 1944 he moved to the
other seat and finished his last two mis37
�FOLDED WINGS
evaded but was later killed; the LW
Gunner was wounded, but along with the
others, was housed at Stalag Luft 1.
After the war, Pinder moved to Florida
to fly Cargo planes to Cuba. Shortly
thereafter he returned his hometown of
Pittsburgh and attended Washington &
Jefferson College. He became a draftsman with Ruthraff Sauer Inc., and was
involved in heating, ventilation and airconditioning systems for a variety buildings, especially hospitals.
Both Pinder and his wife became
active in scouting. They had four children
and six grandchildren. He taught one
daughter to fly, and she later became a
helicopter pilot.
Schuyler, Keith, Sr. #21979 66th
Squadron 7 November 2008 Lt.
Schuyler was a pilot. He flew 12 missions, the last into Berlin 29 April 1944.
The Schuyler crew flew in Gipsy Queen,
Banana Barge, Patsy Ann II and Tuffy.
The target was the Underground
Railroad in the heart of Berlin. Three
planes were lost, one from 66th, 67th
and 506. The formation was attacked by
flak over the target, and 30 to 50 enemy
A/C fired on them all the way to the
English Channel.
With flak damage, Schuyler’s plane
lagged behind the formation, losing fuel
on the way. He dived in and out of
clouds to avoid the fighters, but frequently had to emerge to de-ice the plane. In
his book “Elusive Horizons” he described
an attack by 10-12 FW 190s in which he
dove straight into their formation and
scattered them, but they regrouped and
damaged Tuffy’s fuel tanks. Tuffy had
insufficient fuel to get to England, only
one gun had any ammunition left and
there were two fires in the tail section.
He gave the ‘bail out signal’, turned the
plane east so it would crash in Germany,
and leaped out. All members of his crew
survived and immediately became POWs.
Losses from that mission were: 13
POWs, 7 KIA, 10 ditched in North Sea
and rescued.
Schuyler wrote a book, Elusive
Horizons, describing his experiences as a
pilot on a B-24. He and his wife Eloise
resided in Berwick, Pennsylvania. Report
of his death came from his son Brad. His
death occurred three weeks after attending the Harrisburg/Carlisle Reunion.
Rosenberg, Edwin H. #21856 506
Squadron 16 April 2008 Lt. Rosenberg
was a Navigator on the Richard Hruby
crew. His first of eighteen missions was
20 April 1944. At that time missions
were dedicated to preventing movement
of troops and knocking out the aircraft
plants, disabling the Nazi war machine.
On D-Day the mission to Caen (Vire), was
to prevent the advance of the German
Army in their effort to support the troops
at Normandy.
The Hruby crew flew in Down De
Hatch, Ole Cock, Sabrina III, Glory Bee,
Passion Pit and many unnamed planes.
Among the crew members were the
famous Bartley twins, Waist Gunners, the
only identical twins in the 44th BG. On
one mission, Capt. Ursel Harvel, 44th BG
Photographer, flew with this crew. On
another mission, Alfred L. Lincoln piloted
the Hruby crew. Rosenberg’s last mission
was 12 July, 1944.
38
�FOLDED WINGS
Smith, Richard E. #22072 68th
Squadron 2 January 2008 1st Lt. Smith
was a Co-Pilot on the Robert Peter crew,
with whom he flew 34 missions. On his
35th mission to Irlaching, Germany on 20
May 1945, he flew First Pilot. Five days
later he flew to Hallein, Austria on the
last 44th BG mission of the war.
Smith flew in T S Tessie/Beck’s Bad
Boys, Flak Magnet, Puritanical
Bitch/Puritanical Witch, Three Kisses
For Luck, Limpin Ole Sadie/San Antonio
Rose, Scotty Mac and Louisiana Belle.
After the war Smith returned to Alfred
University where he studied Ceramic
Engineering. After college he worked for
Pittsburgh Plate Glass and later, Sylvania
Electric. His last occupation was in
Commercial Real Estate. He and his wife
Madge lived in Wolfeboro, New
Hampshire.
39
�WE’RE GOING BACK TO OUR ROOTS
McDILL AIR FORCE BASE, TAMPA, FLORIDA
October 22-26, 2009
On 15 January 1941 the 44th Bombardment Group was activated at McDill Field, Florida. Below are the officers who were given the task of teaching young airmen how to win a war.
Top Row - L-R 2nd.Lt. Marion Morgan, Weather, Nav; 1st. Lt. Jewell Ewing; 1st Lt.G. G. Griffin; Lt. Col. L.
H. Ostjen, Surg;1st.Lt. D. W. MacDonald, Asst. Engr.; 1st.Lt. James Lee, CWF; 2nd.Lt. C.R. Heffner, Morale, A
& R;
Front Row – Capt. Joe Moffitt, Adjutant; Major Curtis Sluman, O.O. 68th Sq.; Major Walter Bryte, Instr. &
Educ; Gp. Commander Hugo P. Rush; Major Edward Timberlake, O.O. 66th Sq.; Capt. James Posey; 1st. Lt.
C. M. W. Ruster, Comm.
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 9 - Issue 1: Winter 2009
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
Date
A point or period of time associated with an event in the lifecycle of the resource
Winter 2009
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Text
44th Bomb Group Veterans Association
44-40158
8 BALL TAILS
Vol. 8 Issue #7
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Summer 2008
EIN # 68-0351397
Tinker Belle’s name
but not her number got
lost from the Database;
Steve Adams and Will
Lundy kept her in their
records. She was first
assigned to the 492nd
Bomb Group, then
transferred to
Shipdham, 506
Squadron, 13 August
1944. Three days later
she went to Kothen,
Germany. Between the
two Bomb Groups, she
flew a total of 53 missions. On 14 January
1945 after a mission to
Hemmingstedt, she
TINKER BELLE
landed in Merville,
France with #1 engine
out, choosing a safer landing than Shipdham where the weather was bad.
By 2 March she was back home; but a month later, was shot down by flak and
crashed near Wipperfurth on a mission to the Marshaling Yards at Plauen,
Germany.
1
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Court, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail mywings@cox.net
Immediate Past President:
(Holding position of the late Paul Kay)
Roy Owen
240 Estates Drive #1
Chico, California 95928
Phone (530) 891-9157
FAX (530 891-9157
E-Mail: Rowen1115@att.net
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail leeaston@elberton.net
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail r_blynch@heartofiowa.net
(first three letters r_b)
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail b24dobbs@yahoo.com
Director: Charles W. Tilton
912 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail s.p.adams@btinternet.com
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: afbas@aol.com
2
�TINKER BELLE
AC # 44-40158 was last seen at 1217 hours, 5 April 1945 at 14,000 feet, 22
miles northeast of Frankfort, accompanied by three P-51’s. Radio Operator Travis
Nash was in contact with formation which was flying at 18,000 feet and approximately three miles ahead of Tinker Belle. The pilot had feathered one engine, and
was trying to reach an airdrome in friendly territory. They were flying at approximately 3,000 feet over the Ruhr pocket when anti-aircraft fire opened up. Both
Nash and George Brown, pilot, sustained head injuries.
Howard Burkhart, Engineer, stated that the plane lost one engine before reaching the target due to mechanical failure. They lost altitude after reaching the target,
then #2 engine caught fire. George Brown, pilot, was wounded; Travis Nash was
KIA; and #3 & #4 engines were smoking. The decision was made to try to land at
Brussels, Belgium, but they couldn’t make it. Flak & small arms fire took its toll.
Burkhart was busy transferring gasoline when the ‘bail out’ bell rang, so he was still
shooting. He looked around and saw the plane empty except for Nash, who was
dead. He jumped out, his chute was caught in a tree, and he hung there until a
German soldier cut him down.
James Barry, Bombardier, had three bullet holes in his chute, shot by a German
soldier; Robert Sampley, Waist Gunner, also was caught in a tree; he managed to
break free, but immediately found himself surrounded by bayoneted rifles. Ernest
McAlpine, Tail Gunner, landed among a group of Hitler’s Youth. They saved his life,
protecting him from a band of angry civilians.
Five airmen from the Brown crew ended up in a large prison camp that had
French and Russians slave laborers in it. Lt. Barry reported that “The French and
Russians were wonderful to us. They couldn’t do enough for us. Some of the
Frenchmen had been there five years, and when we arrived, they broke out food
they had been saving all that time, and gave us a party. They even told the Germans
they wouldn’t work the next day.”
On the morning of the ninth day, the first platoon of American soldiers, members
of the 78th Division, arrived in camp and set them free. Two days later, the men
were in Paris.
Ten days after the crash, Lt. James Barry, Bombardier, telephoned the 44th base, asking for a plane to come and pick up the returnees. Hari Flowers, Co-Pilot, and Robert
Thomas, Navigator, followed soon after. By April 18 they were all back in England.
Nothing is known of the fate of George Brown, Pilot. There is speculation that
perhaps his chute did not open, he was killed by civilians or possibly died from his
head wound.
Tinker Bell is the last recorded combat casualty of the War. Other losses
occurred, but not from combat. Twelve days after Tinker Belle went down,
President Roosevelt died and Harry Truman became President. Thirteen days later
(25 April 1945) the 44th BG flew its last mission of WWII. On that same day the
U.S. & Soviet forces met at the Elbe River; and in California, the San Francisco
Conference on the United Nations began.
3
�PRESIDENT'S MESSAGE
LAST CALL!!! SIGN UP FOR THE
HARRISBURG-CARLISLE REUNION BEFORE IT’S TOO LATE
This is, I believe, the farthest North and East that a 44th
Reunion has ever been held. The 68th Squadron has had three
in past years – Cape Cod –Connecticut and Erie, PA. All were
well attended.
This is not a long journey for those of you from New
England, New York and the rest of the Northeast, so we look
forward to seeing many of you in October. Let’s make this a
big one. Time is marching on. Who knows how many more we will be able to have.
By your attendance, you will also make all who worked so hard organizing this year’s
reunion very happy. So fill out and send those forms that appear elsewhere in this
issue and in the Spring issue.
As I write this on Memorial Day weekend, many of you are not aware that our good
friend Arlo Bartsch is having some health issues. Arlo, although a B-17 Pilot, in recent
years is probably closer to we Libarator guys than to his own. Due to his tireless work
in putting together the CD Data Base Program, we 44thers have a unique program. As
Webmaster, he also does a fine job with our web site. We are all praying for his recovery and looking forward to the time when he is back to his usual activities.
Work on the Memorial Garden at the Shipdham Airfield has started this spring. The
Shipdham Flying Club has a nice Web Site with a good description of the 44th Bomb
Group Museum by Peter Steele, Curator and ex-RAF pilot. It was good to hear in Peter
Bodle’s last “Letter from Shipdham” that their future at the airfield is now quite secure.
Thanks to all our good friends over there for keeping our memories alive.
George
FAMOUS LAST WORDS
“We don’t like their sound, and guitar music is on the way out.”
Decca Recording Co., rejecting the Beatles, 1962
“Airplanes are interesting toys, but of no military value.”
Marechal Ferdinand Foch, Professor of Strategy
Ecole Superieure Guerre. (School of Superior War, France)
4
�TO OUR MEMBERS:
The cut-off date for registering for the Reunion is September 10, 2008, 5:00 PM.
After that the price will be higher. Please register early, as our transportation costs
are based on the number of attendants. If a crisis in your life causes you to cancel,
you will be reimbursed.
If you plan to stay longer in the area than the four days of the Reunion, add an
additional $100 for each additional day and each additional room that you will be
needing.
The Heritage Museum was designed to feature all wars, from Revolutionary Days
on. The Army Air Corps is a unique addition to the complex, and the 44th BG Board is
challenged to draw attention to our contribution to WWII victory.
You will note one change in the registration: We will not be eating lunch in the
Mess Hall. Lee Aston has contacted some prestigious guests to this event, and it was
decided that a more formal setting will be needed. We will be eating in the
Community Center, which is inside the secured Carlisle Barracks.
What else can you do in the area? The Capitol Building is the most beautiful in
the nation. It was designed to emulate St. Peter’s Cathedral in Rome. The William
Penn Museum located close to the Capitol features, nature, history and much more.
The Sheridan Hotel in Harrisburg is close to good shopping areas. If you have a car,
you can tour the Hershey Park and Factory which is 35 miles east. Southeast is
Lancaster, home of the Pennsylvania Dutch and Amish. Amish buggies compete for
space on Route 30 and other highways. Lancaster has good Outlet Stores; and if you
want to drive farther, the greatest outlets are in Reading, PA.
Register now. This Reunion will be unlike all others. You don’t want to
miss it.
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
The Shipdham Flying Club’s Museum is dedicated to the 44th Bomb Group.
Three rooms tell the 44th story.
Room One shows photos, mostly taken by the airmen, the chain of command
of the 8th AF and the history of that great A/C, the B-24 Liberator.
Room Two is the Will Lundy Memorial Library. It is a study area where guests
can sit at the desks and read any of the many books that tell the air war story.
Room 3 houses the audio/visual materials. DVD’s are available, showing early
footage shot at the airfield in the early 1940’s.
Ed. Note: The 44th is so fortunate, that an ocean away and sixty five years
later, the memory of their WWII heroism is still being heralded.
On behalf of every member of the 44th BGVA – Thank you, Thank you,
Thank you Shipdham Flying Club. Thank you Mrs. Paterson.
5
�SCHEDULE OF EVENTS FOR THE
44TH BOMB GROUP VETERANS ASSOCIATION
HARRISBURG/CARLISLE REUNION
SHERATORN HOTEL, HARRISBURG, PENNSYLVANIA
Thursday, October 16, 2008
Registration 1:00-5:00
Dinner on your own
Friday, October 17, 2008
Registration 9:00 AM – 5:00 PM
General Meeting 9:30 AM
Lunch on your own
1:00 Bus Tour to the Civil War Museum
7:00 PM Welcome Reception
Saturday, October 18, 2008
Breakfast
9:00 AM Bus Tour to Army Heritage Museum, Carlisle, PA
Lunch in Community Building inside Carlisle Barracks
7:00 Squadron Dinners
Sunday, October 19, 2008
Breakfast
8:00 AM Bus Tour to Gettysburg
Lunch on your own
5:00 Return to Hotel
7:00 Banquet
Monday, October 20, 2008
Breakfasts & Farewells
If you plan to stay additional days at the hotel, please note that when you register,
in order to get the reduced price. If you decide to leave early, please indicate that to the
hotel upon your arrival. Otherwise you will be charged for extra days.
6
�REGISTRATION FOR REUNION OF THE
44TH BOMB GROUP VETERANS ASSOCIATION
SHERATON HOTEL
4650 Lindle Road, Harrisburg, PA 17111
October 16-20, 2008
Please print or type. All information must be complete.
Last Name ______________________ First Name ________________________
Spouse/guest _______________________ Squadron ______________________
Address ___________________________________________________________
City ___________________________ State ___________ Zip Code __________
PRICING, 4 HOTEL NIGHTS:
Single $632.00 Double $933.00 Triple $1,207.00 Quad $1,482.00
Please indicate bed preference: King _______ Queen _______
Includes Welcome reception, Three Breakfasts, Hospitality Room, Free Parking,
Transportation to Civil War Museum, Carlisle Army Heritage Center, Harrisburg,
Squadron Dinners, Banquet.
SQUADRON DINNER: Please indicate choice of entrée:
____________ Chicken ___________ Cod w/wine & spices
BANQUET: Please indicate choice of entrée:
____________ Delmonico Steak ________ Chicken Wellington
PAYMENT
Number of Registrants (See Prices Above)
Single ________ $ _____________
Double _______ $ _____________
Triple ________ $ _____________
Quad _________ $ _____________
Please send checks to 44th Bomb Group Treasurer:
Jackie Roberts, 11910 SE 44th, Oklahoma City, OK 73150
7
�A VISIT TO
THE MIGHTY EIGHTH MUSEUM
POOLER, GEORGIA
Situated on the right side of Rt. 95 (S), not far from Savannah, is a museum that
tells the WWII story, mostly through the eyes of B-17 lovers, but also in areas that feature the B-24. The Ploesti exhibit is highly visible; but unfortunately, the Voice-over has
not yet been installed. Tragically, much about the Holocaust scene has been removed.
(I think the grim truth of WWII should always be remembered, but I have been told
that the pictures upset certain tourists.)
A new display of the nose of a B-24
(Fightin’ Sam) has not yet been completed.
Walter Mundy of the 2nd Air Division initiated
this exhibit. When completed, a person will
be able to sit in the cockpit and test the
instruments. The Norden Bombsight will be
available, and a visitor can simulate a bomb
drop.
The Memorial Garden is very beautiful, as
is the Chapel of the Fallen Eagles. The Chapel
is dedicated to ‘those who served in the
Eighth AF for the cause of freedom.’ One
window features a B-24 flying among the
clouds, accompanied by a ‘Little Friend’.
Fightin’ Sam
Memorial Garden
Visitors can experience a recently installed new and
awesome version of a combat mission. The Museum Library
Chapel Window
is very complete. Historians, researchers and school children
can learn the details of WWII in this unique facility, created by
the 8th AF Historical Society. The 8th AF originated in Savannah; Roger Freeman, an
English author, named it the ‘Mighty Eighth.’
8
�MEMORIES OF A FINANCE OFFICER
MORTON WEINSTEIN
Lt. Weinstein enlisted in the AC on 22 July 1941, attended Finance O.C.S., and in August 1943, found himself paying
pounds and shillings to airmen at Shipdham. At that time
there was only one Jewish Chaplain for the entire 8th AF.
Weinstein visited him at 8th HQ in High Wyckam, near London,
and was equipped with several Hebrew Prayer Books and two
miniature Torahs, whereupon he started holding Friday night
services each week, Attendance was fantastic.
Soon he became friendly with a Protestant Chaplain,
Wesley Cain, and they played softball together, frequently on
Shipdham’s Squash Courts. Weinstein lost track of Wesley Cain
after the War, but he is eternally grateful for the sermons he
graciously delivered to the Jewish airmen, every Friday night.
One time General Leon Johnson came to the Finance
Maurice Weinstein
Office for his pay. Weinstein had a note on the door, ‘Closed for
At the Shipdham
Lunch 12-1” Johnson said to his driver, “We’ll come back later.”
Finance Office
Luckily Weinstein was nearby, and he said, “No way.” He
opened the door and paid the General. His memory of his
General, “He was the greatest.”
In June 1945, after everybody was paid, he climbed on the Queen Mary and
earned a few bucks, playing poker all the way to New York.
AN ENGLISHMAN REMEMBERS
THE CREW OF
BALDY AND HIS BROOD
Brian Peel of Norfolk, UK remembers
when his friends on Baldy and his Brood
came back from Foggia. A teenager during
WWII, he developed a kinship with several
of the airmen at Shipdham, and has corresponded with them all these years. His
mother did the laundry for a number of
the crews.
After reading about Foggia in the last
issue of the 8 Ball Tails, Brian sent this picture of his friend, Sgt. Oliver R. Germann,
who had received seven awards, the Silver
Star, DFC and Bronze Cluster and Air Medal
with Three Clusters. The picture appeared
in The Eastern Daily Press in 1943.
Germann had been wounded at Foggia.
9
�LT. JAMES TOMBLIN
REMEMBERS A VERY SAD MISSION INTO HOLLAND
A mission I remember very well was a re-supply mission to paratroopers who had
just been dropped near Arnherm, Netherlands. To practice for this mission, we had
flown in formation over the English countryside at an extremely low level. I lay on my
stomach next to the bombsight and looked through the plexiglass nose. We were so
low, I could see the ground between blades of grass. We had to pull up to get over
small picket fences.
On the actual mission, we flew at tree-top level. A 4-engine bomber traveling at 200
mph that low is pretty exciting. German soldiers on the ground were firing at us with
rifles. The bombardier in the nose turret would spot a rifleman and then tell the waist
gunners and the tail turret gunner where the rifleman was (e.g. 10 o’clock, 2 o’clock, 3
o’clock, etc.) but we were traveling too fast for that tactic to be very effective. At that
speed, we traveled the length of a football field in one second.
At the drop site, we cut throttle, pulled up 500 feet, and the jumpmaster (our special
11th crew member) kicked out the supplies. I was looking through the plexiglass nose
and saw a paratrooper crossing the field with his arm around a girl – and they had just
dropped yesterday!!!
A rifle bullet hit the hydraulic reservoir tank, located in the top of the fuselage above
the flight deck, and the red liquid spilled all over the Engineer, Bill Wright. Eddie
Sharp, the Radio Operator thought Bill had been shot. Scared him to death.
When we got back to the base, we had to manually crank-down the landing gear,
and stopping the plane was a little difficult, but we managed OK.
(The story of this immense effort by the paratroopers is in the book “A Bridge Too
Far” by Cornelius Ryan and in the movie of the same name.) A plan by General
Montgomery was to drop 35,000 paratroopers 64 miles behind enemy lines and capture
the bridge across the Rhine River at Arnhem, Netherlands. To accomplish this, 3 bridges
had to be captured intact, by paratroopers, to enable a relief column to advance the 64
miles to Arnhem.
The paratroopers captured all the bridges, including the one at Arnhem, but the
relieving division of tanks stopped 5 miles from Arnhem. The paratroopers there were
captured. They had held the Rhine Bridge 7 days, and Montgomery said only 2 days
was all that was required. In my view, this was the biggest boondoggle of the War, and
certainly the most tragic.
The total 7 day casualties for all the forces involved – killed, wounded and missing
amounted to more than 17,000. (In comparison, the 24 hour period of D-Day had
10,000-12,000 casualties.)
After the mission, our 6th, everyone got an Air Medal.
The date of this mission was 18 September 1944. Lt. Tomblin was the Navigator
(66th Sq). Other members of the crew, unnamed in this narration were: Arthur S.
Ledford, pilot; Harold Arnold, Co-Pilot; Richard Pascal, Bombardier; Fred Wiener, Right
Waist Gunner; Pervis Bertolio, Left Waist Gunner; Harry Starr, Tail Gunner; R. J. Movin,
Jumpmaster. Twelve days later the Ledford crew went to Hamm, Germany and was shot
down. Check the next issue for that story.
The Roll of Honor reports two 44th BG members on other planes were WIA.
10
�SAM CERVERELLA’S SIXTH MISSION
(506 Squadron)
9 May 1944 Target: St. Trobud, Belgium… Visability Poor… 18,000 ft. Temp. minus
20…
We were to hit the night fighter base at St. Ohmar with 100 lbs. GPS…We
encountered the usual flak coming in and it knocked us about quite a bit. We almost
lost the target and had to hunt all over for it because of navigation, and we were late.
We dropped our bombs and did a good job on the field and hangars. It was a visual
bombing. Four of ours were frozen in the shackles, and we could not drop them until
we got to the Channel and let down. Over the target a couple of B-24s blew up. In
one, four chutes opened. Some bombs blew up as they left the racks and knocked the
formation about. We are really giving it to them in earnest now, every day for three
straight. We got up at 2 AM…24 more to go…
This mission to the St. Trond/Brrustrem Airfield in Belgium was to go after the night
fighters that were attacking RAF formations. Cervella was the Radio Operator on the
Fred Stone crew. They were flying in Shack Rat.
The 68th lost one plane on this mission, Northern Lass, when bombs exploded prematurely over of the target. Five members of the crew bailed out and became POW.
Lt. Arnold Larson, pilot, was able to bring the plane to England, crash-landing at
Attleboro.
Did you know that more U.S. Servicemen died in the Air Corps than
the Marine Corps? While completing the required 30 missions,
your chance of being killed was 71%.
Col. D. G. Swinford, USMC
THE 44TH BOMB GROUP PX
Flying 8 Ball Golf Shirts ..................................................................... $25.00 + 3.00 Postage
Flying 8 Ball Caps (Indicate Squadron) ................................................ 15.00 + 2.00 Postage
Flying 8 Ball Felt Patches (about 6” diameter) ..................................... 15.00 + 1.00 Postage
Flying 8 Ball Squadron Pins (Indicate Squadron)..................................... 5.00 + .50 Postage
Blue Liberator Shirts (Light Blue with B-24 designs ........................... 30.00 + 3.00 Postage
44th Bomb Group Stickers....................................................................... 2.00 (Postage Incl.)
Order From
Donald C. Prater
1608 E. Candlestick Drive
Tempe, AZ 85283
(Make check payable to Donald Prater)
11
�LT. STANLEY GERASIMCZYK’S
UNFORGETTABLE MISSION
As Bombardier on the Maurice Steven
crew, 66th Squadron, Lt. Gerasimczyk
remembers the mission to Schwabisch-Hall,
Germany. “We formed to Group – Wing –
Division, but kept losing the formation. Over
Germany the pilot reported the problem to
the Flight Commander. He got back and
advised us to join a B-17 formation flying
over to our left. We did. (Tail End Charlie).
The group went through Frankfort, Manheim
and Weimar. Heavy flak found our A/C. The
Top Turret Gunner, Albert Chisman, was
struck under the flak helmet in the right temple. (He Survived.)
“At the Base we counted over 420 holes.
On this mission we had a replacement A/C.
Pilot Stevens named it King Pin, and we flew
30 missions in it.
Picture L-R Stanley Gerasimczyk,
Maurice Steven, Gino Bisons
with King Pin.
Lt. Gerasimczyk was on the mission to
Best, Holland, as described by Lt. James Tomblin. He remembers seeing the Germans
aiming guns at them as they were
flying at
ground level.
He reported,
“A slug found
the O2 bottle
in the May
West, behind
the ammo
bin, which
had only 75
rounds. The
metal from
the tank
went
through the
Front L-R Maurice Stevens,
Navigator’s
Pilot; Finis Cross, Co-Pilot; Gina Bisons,
Crew Chief for King Pin.
desk and
Navigator; Stanley Gerasimczyk,
Can anyone identify him?
Weems
Bombardier.
Plotter, on
Top L-R Jack Kendle, LW Gunner;
which he had his hand. Right between
Albert Chisman, Engr/Top Turret Gunner;
his forefinger and thumb, a hole 1”
Donald Braman, RW Gunner; no identity
deep.” How’s that for a close shave?
here (transferred to 15th AF);
Robert C. Niles, Tail Gunner.
12
�MY BIRTHDAY GIFT FROM HEAVEN
From the diary of Earl P. Wikle (68th Squadron)
I was new in the ETO, just completed my
ground school before coming into combat
duty, flying the big ones…The B-24 Bomber.
One Tuesday night 15 March 1944 I
looked at the schedule and saw where my
crew was slated to make our first combat
mission. I usually spent the evening in a
poker game, then making the Red Cross
before they closed for a bit to eat and a
cup of tea. This night, after seeing the
schedule, I decided to go to bed early to
try and get all the rest I could, because I
knew I would need it.
After getting undressed in my bunk and
getting warm enough to stop shivering,
they announced on the Loudspeaker
System, ‘an enemy Air Raid, planes within
fifty miles.’ Just a few minutes later came
another announcement, saying the enemy
planes were in the nearby neighborhood.
Up I got, put my clothes on and went out
on top of the Bomb Shelter, which was
opposite my barracks door.
This being my first actual experience of
warfare, naturally I was somewhat nervous
and scared.
Looking Toward Norwich
My base was located west and within
sight of Norwich, England. This seemed to
be one of the German’s targets for the
night.
I never in my life witnessed such a sight.
It seemed just like a movie with sound
effects and all. You could hear the dull
roar of the German’s heavy bombers there,
with a loud fast moaning roar. I could hear
our fighters making attacks on the
bombers. There were thousands of powerful searchlights lighting up the sky, all moving in different directions, searching for the
enemy planes. In the direction of Norwich,
you could see a reddish flare up; then in a
few seconds you could hear a thud of the
exploding bombs. In the sky, along with
the search lights, you could see hundreds
of bursts of flak shells being fired at the
enemy bombers.
Over the base, luckily, the Germans only
dropped flares, which lighted the whole sky
and countryside, as if it were day! No
doubt they were taking pictures of the base
and bases around in this part of the country.
A Jokester
To give you an example of how scared I
really was, one of the boys stood by the
barracks and started to whistle – just like I
thought a bomb would sound when
falling. Some of the boys ran madly into
the bomb shelter; but me, I stood there as
if frozen stiff. I couldn’t move a single
muscle. I could feel cold chills running up
and down my whole body. As that boy’s
wind became exhausted, we were standing
on the bomb shelter.
Then we realized it wasn’t a bomb, but
this boy playing a joke on us newcomers.
It was one hell of a joke; but after it was
over; and those who weren’t still under the
spell of fear, had a good laugh over it. I
did not laugh.
As far as I can remember, the raid lasted
for about one and half hours. That was
one of the experiences I will never forget.
It was nearly one o’clock in the morning
when I got back to bed and try to get
some sleep and rest. What a send-off for
my first combat mission!
Wake Up Call
Three-thirty came, the CQ calling the
ones that were scheduled to fly that day.
Being half asleep, cold, damp, hungry and
very tired from the bombing, everyone was
very disagreeable, and didn’t care much
whether school kept or not. We went up to
the orderly room to check our names off the
flight roster, and waited for the base bus to
take us to the Mess Hall for breakfast.
Here I ate a heavy meal consisting of
eggs, bacon, pancakes, orange juice and
coffee. Finishing my meal, I went outside
to get a bus to take me to the Briefing
Room. The enlisted men went to one
room and the officers to another.
13
…continued on page 14
�MY BIRTHDAY GIFT FROM HEAVEN … continued from page 13
Here they gave us plans of our mission,
such as the name of our target, bomb
load, time of take off, time over the target
and the arrival back to the base, also, all
codes of the day.
Being a radio operator, I had to go to
still another Briefing Room to pick up the
latest codes of the day and find out the
Lead Ship and Deputy Lead. With all of
this completed, I was ready to go to the
drying rooms, where all my flying equipment was kept, such as leather flying
clothes, Mae West, parachute. I stopped in
the parachute room to pick up a bag of Krations to eat on the trip.
Packing up my A-3 bag, which had all
my flying equipment in, I went to the road
to wait for the bus to take me to the plane.
Upon reaching the plane, I set my bag
down and climbed into the plane, started
my radio equipment inspection. When the
check was completed, I helped the engineer put the guns in the upper turret,
which sometimes was a very hard task.
Out of the plane, I gathered up my
heavy flying clothes and began to put
them on; then I was ready for the signal to
start engines. This was quite an exciting
time of the day, many large bombers with
engines running, loaded to the gills with
bombs and gasoline, waiting their turn to
take off down the long runway. The
weather was quite soupy, or in other
words, a bit hazy.
Down the Runway and Up
Our turn came; we lined up with the
runway, with super chargers and gas throttles full on, we started. Faster and faster
we went until we reached the speed of
about 120 mph, to pull the big plane off
the runway into the air, circling the field
until we reached a given altitude, then we
started to form our element and get into
flying formation. This took a long time
because of such a great number of planes,
plus other bombers from nearby bases.
This caused very much difficulty in trying to
get the group assigned to you. We used
flares to identify ourselves. Each squadron
had a different flare signal.
When we were all in our proper position, right time, right altitude and everything working OK, we took our heading,
which took us eastward over eastern
England, Holland and into Germany.
By the time we reached the enemy’s
coast (at this time Holland), we were at our
bombing altitude, wearing oxygen masks
and our flak suits, and with every member
at his proper position, wide awake.
Looking for Trouble
Being the radio operator, I had no given
position. Since we were not flying Lead or
Deputy Lead, I did not have very much
radio work to do. So I stood between the
Pilot and Co-pilot, keeping a sharp eye out
for anything that might happen or go
wrong with the plane.
Some of these tasks were calling out
fighters (ours or enemy), calling flak, and
keeping the pilot informed of the position
of the bombers in our element, as to how
close to the side or top of us.
This is a hell of a place to be in! As the
Old Saying goes, ‘Where you are looking
for trouble, you usually find it’, and we did,
but nothing very serious.
Looking out through the pilots’ windshields, I could see our fighter escorts
scouting all around us, looking for enemy
attackers. Looking down, I could see lower
elements of our formation of many
bombers, and a blanket of solid clouds.
We were flying about seven thousand feet
above those clouds.
While on watch, I could see quite a few
bursts of flak coming up through the clouds,
but they were too low to do us any harm.
Due to the solid overcast, we were flying by instruments, and were forced to
bomb our target by instruments.
Bombs Away
We lined up for our bomb run, everything going well and peacefully, except for
a few bursts of flak. Orders came for
bomb bay doors to be opened. This was
14
…continued on page 15
�MY BIRTHDAY GIFT FROM HEAVEN … continued from page 14
were about fifteen miles out over the
Channel. After getting out of the range of
the enemy anti-aircraft fire, we could let
down to where we could take off our oxygen masks. We were out of danger here of
fighters and flak; what a relief this was.
We soon saw the coast of England and
over our base again. It really was a good
feeling to be back on good old earth again.
I never was so tired in all my life as I
was when we got out of the plane. I could
have laid down on the ground and slept
until morning, but we had to report to the
Intelligence Office and tell them of our trip.
Debriefing
Upon entering the Briefing Rooms, we
were greeted with a cup of coffee. Me,
not liking coffee, took it just the same. It
was warming to me and did taste good.
From here our crew went into the
Intelligence Department where they asked
us a lot of questions regarding our mission.
Here they brought us a quart of Scotch and
some sandwiches. We ate and drank and
answered questions for about a half hour.
After completing all this, it was time for an
early supper, in which all of us took a part.
We ate like we were starved, and how
good it seemed. We left the mess hall and
went to our barracks, shaved, washed up
and hit the sack. The first thing I knew
was the CQ calling us again. I pulled one
arm out from under the covers to look at
my watch, which read three thirty. This
was the morning of 16 March, 1944.
The same procedure we went through as
the day before, only I was more nervous and
jumpy. I think everyone else felt the same as I.
This mission is not recorded on the
Database for Wikle, but it appears it would
have been to Brunswick, Germany. The one
mission for which the Database credits this
airman was to Friedrichshafen, Germany.
He was on the same plane with Sydney
Bolick, whose story has been written in segments in previous issues of the 8 Ball Tails.
In his dissertation about his first mission, Wikle did not add that it was also his
birthday.
one of my duties. I opened the door and
reported ‘Bomb Bay doors open’. We were
carrying a load of 52 bombs. I nervously
waited the call from the Bombardier,
‘Bombs Away’. Finally I heard the call. I
quickly checked the racks to see if all had
cleared, then closed the doors. This, I will
say, is quite a relief to know your bombs
were all clear and on their way down, and
that our plane had taken up that heading
for our return trip to our base.
But just a few minutes after this great
relief, ALL HELL POPPED LOOSE. Flak began
to come up by the thousands, and they
were very close and at our altitude. I, as
well as every other member of our crew,
seemed to hold his breath and pray to God
to guide us safely through this hot bed of
anti-aircraft gunfire. Our prayers were
answered, thanks to God. Although this
lasted only for about twenty minutes, it
seemed like two hours.
Again, after getting out of that mess,
we seemed to automatically relax and
breathe more easily and regularly.
An Enemy Fighter
I was looking out the windows, glanced
to my left and saw a fighter coming in for
attack. Not having seen an enemy fighter all
the way in, and this was out, I never gave it
a thought it was a Jerry fighter after us.
Then I noticed blue puffs of smoke coming from the engine. My brain relapsed. I
became stiff, cold, goose pimply and
shocked, as if I were going to fly apart. I
realized these blue puffs of smoke were not
vapor, which usually comes out of a plane
at high altitude, but was smoke from twenty mm. cannons; and this plainly was a
German fighter attacking us. I couldn’t
move or talk, but just stood there as a
blank. He went by like lightning and
missed us with his guns. No one got a shot
at him. I was very happy he missed us, and
hated it that we didn’t get a shot at him.
We saw a few more bursts of flak on
the way to the coast of Holland, but nothing close. Than at the coast they let us
have it again. They fired at us until we
15
�AN AIRMAN’S SISTER REMEMBERS WWII
AND HER BIG BROTHER
WORLD WAR II HERO
By Jeanette Howeth Crumpler
Copyright 2008
My brother, Glenn W. Howeth, was
only 19 years old when he enlisted in the
USAAC. After training at Harlingen,
Texas, Glenn was assigned to fly as a
Radio Operator in a B-24 Liberator
bomber from RAF Alconbury in England.
He flew 30 missions in the B-24 Bombers,
and was deeply concerned on how essential it was to win the war. My grandmother, mother and I thought he was
winning the war almost single-handed.
We were convinced he was the bravest
hero of WWII. I was nine years old in
1942 when he left, and I faithfully wrote
to him often. We were to remain close
until he died in 1983.
Wichita Falls, Texas, like many other
towns all over the United States, had
young men and women in all of the services. I also had two half brothers serving
as well. They were my dad’s boys from
his first marriage. That generation was
faithful in signing up to stop the awful
Axis of Germany, Italy and Japan from
enslaving the world. Those of us who
were too young to serve did our part by
buying United States Savings Stamps and
Bonds and collecting grease, rubber tires,
tin cans and anything else that could help
the war effort.
My dad and mother had divorced in
1942; and my dad was too old to serve,
but had gone to Alaska to work on the
AlCan Highway. My mother worked as
the head of the legal department of
Panhandle Refining Company, but also
volunteered with the Red Cross. They
were always serving coffee and doughnuts at Sheppard Air Force Base, and also
welcoming troop trains, as well as helping at the USO. I felt I was ‘helping’ too,
by tap dancing in the USO shows in
Freer’s Furniture Building in downtown
Wichita Falls. Of course, our talent shows
sometimes were pretty corny, but we
were enthusiastic, and thought we were
boosting morale. More than one serviceman would comment that “Surely the
front couldn’t be any worse that Wichita
Falls Kickapoo Lake Water and the local
talent.” They had a point.
I had learned to knit, so I felt obliged
to knit my brothers wool scarves. Glenn’s
was bright pink and was four inches wide
and two feet long! He later told me it
almost glowed in the dark, and definitely
didn’t go with their flight suits. They
used it to tie the door of their Quonset
hut shut on windy nights. He said they
used to shoot the rats in the Quonset hut
too, which I thought was awful until he
swore the rats were the size of Terriers.
Once Mother and I scrounged for weeks
to find coupons to purchase cigarettes to
send him, not realizing the Army Air Corps
furnished better brands than we could
find. We had a Victory Garden in our back
yard as part of our war effort, and we also
took in boarders during the War. These
were married couples that needed lodging,
since Sheppard had limited facilities for
married couples at that time.
Glenn told me several stories after the
war about funny things that had occurred
on their base in England. One was about
an accident flag that was flown so long,
it became a pale remnant. The
‘Accidents” were mainly because there
was a long yew hedge separating two
cement sidewalks, and the men used to
race bicycles along each side of the
hedge. Bets were placed on who could
reach the end of the hedge first and
knock the other cyclist off his bike.
Once on a bet, Glenn rode a bicycle
backwards, resulting in a broken rib. He
swore he was not tipsy at the time.
16
…continued on page 17
�AN AIRMAN’S SISTER REMEMBERS … continued from page 16
Another funny story was about the tail
gunner on his bomber who had a ‘snootful’ one night and went ahead and got
into the tail turret, deciding to sleep it off,
since he knew they would have a mission
the next day. Sadly, he woke up the next
morning and didn’t hear any engines. The
fog was so heavy that the mission had
been scrubbed. After trying to talk to
each member, but receiving no answer,
the gunner thought, “My God, they’ve all
bailed out and left me up here all alone.”
He bailed out and broke his collarbone.
He took a lot of ribbing on that occasion.
They flew at high altitudes and wore
heavy suits and gloves that were heated.
Glenn was the radio operator, but also
served as the Medic. They had to wear
oxygen masks of course, and the planes
weren’t pressurized. They talked to each
other through microphones in the masks.
Once Glenn was frantically summoned by
one of the crew who thought his ear had
been shot off. Glenn crawled to him in
the midsection of the plane, took off his
glove and reached up under the man’s
helmet. The guy’s ear had been more or
less folded over and had gone numb, but
thankfully there was no wound.
My brother only told us these funny stories, but never talked about the horrors he
and the others saw. He came home at age
23 much changed. He didn’t laugh as
much, and he seemed depressed and quick
to become angry. We didn’t realize the
depth of his troubles. One lovely thing happened when he took me to the Minute Inn
for cheeseburgers and cherry Cokes, then
we went to the drugstore and he bought
me a Sundae, and we took a long walk all
through our neighborhood. He said that’s
what winning the war was about, being
able to go to the drive-in and drugstore
with his kid sister and the freedom to enjoy
it. I never forgot that, and I told my own
children about his time in the service.
After Glenn’s honorable discharge, he
stayed home about four weeks, getting
back in touch with friends and quietly
enjoying the town. But he was anxious
to return to the University of Texas to finish his education and get on with life.
Marriage and two sons followed. He
became an excellent geologist, but his
deep troubles persisted.
He still laughed at times and was
called ‘Hap’ once again, but there was a
terrible sadness that never left him. The
ties of friendships from high school and
college he kept, but there were many
friends who had died during the war, and
he grieved for them and their families. In
time his own tolls of tragedies and nightmares took even more joy from him. One
of his sons died at age 7; and my oldest
son, Bruce Crumpler, died in 1979. Bruce
had been stationed at RAF Alconbury during his time in the Air Force, and he and
Glenn had corresponded often about
that.
Glenn and I remained close through
those sad times, and a month before he
took his life in 1983, we spent several
days, just talking about the old days
before WWII and some of the happier
times we had had growing up.
After his death, when I cleaned out his
storage place, I found boxes of letters he
had kept for years, letters from me and
Mother, letters from friends and others;
and it made me realize once again, what
a precious and caring person he was. I
found his Air Medal and other decorations, his discharge and some photos
from those war years.
I remembered the last time I saw him;
and while he had laughed, his eyes were
so sad. The World War II hero finally
went home and was at peace.
T/Sgt. Howeth flew five of his 30 missions with the 44th BG. Roger Fenton
believes his other 30 missions were with
the 392nd. In the short time he was with
the 44th, he flew with Donald L. Clark,
M. H. Keilman, J. E. Pennypacker; and
with John Delach as Command Pilot.
17
�THE SICILIAN CAMPAIGN
FROM THE VIEWPOINT OF A NAVY MAN
The 44th ‘stood down’ on the day that
this event took place, but it involved a B24, so here is his story: Bill Elder served
with a USCG crew on LCI (L) 89 in the
Mediterranean and Normandy, so he
looked up and at different times and saw
lots of B-24’s. Here is what he wrote
about an incident in the Sicily Campaign:
About D+1730 (D-Day), Flotilla 4
departed from the transport area with 20
of our vessels, returning to Bizerte to
bring in more troops. We sailed unescorted by naval ships, leaving the Gala Gulf
waters under the cover of darkness.
On our return trip the next morning, I
was on watch again, sighting one of our
bombers, a B-24 Liberator, at 0915, 11
July 1943, flying low over the water. I
reported it to the O.D. on the fly bridge.
They also had spotted the bomber limping home. As we watched the bomber,
escorted by a fighter plane, a Spitfire
with American markings, it finally ditched
into the water several miles from us. The
fighter plane came over to our convoy,
circled around us, and flew back to the
ditched bomber. It kept circling around
us and the ditched bomber.
The Captain and Commander Unger
came to the bridge and directed us to
depart from the convoy to rescue the
downed airmen. We changed course to
our port on the bearing I logged. As we
left the convoy the fighter plane swooped
down over us with a burst of fire from his
guns, dipping his wings, banking around
and then flying off to the south. We were
just off the coast of Tunisia’s Cape Bon.
Approaching the area where the
bomber ditched, we found the airmen
with their yellow rubber raft. They were
waving their hands. Boy, were they
happy to see us! The water was very
choppy, a fresh breeze with two- and-ahalf to three foot waves. This condition
made it hard to maneuver the flat bot-
tomed ship near enough for us to get a
line to the airmen. I said to the Captain,
“Let me swim out to get them”. He gave
me the OK to do it.
Getting down on the main deck, kicking off my shoes and getting out of my
coveralls, I directed Karner, as I tied a heaving line around my waist, to keep tying
heaving lines to my line as I swam out to
the rafts, and told him I’d signal him when
to pull us in. As I got to the first raft, one
of the airmen, injured, lay in the raft. His
legs had the flesh torn up from the shrapnel, bleeding, with the flesh floating with
the movement of the water in the raft. It
made me sick; but I got control of myself,
pulling that raft as I swam over to the
other raft. There was another airman
badly injured in this raft. I got hold of it,
lying on my back, holding the two rafts,
signaling Karner to pull us in.
When I got to the ship, the crew had
the rope ladder over the side. Doc had
the litter ready to pick up the injured
men. The five airmen not injured scrambled up the ladder. Karner jumped into
the water to help me get the injured airmen into the litter. Doc treated the
injured men. The crew got the other airmen out of their wet and into dry clothing. They settled down with hot coffee
and something to eat.
We finally caught up to the LCI’s as
they were entering Port Bizerte. At 1330
we tied up at the dock. The air force
ambulance was waiting, and they took the
airmen up to the base hospital. Our good
deed for the day had been completed.
These men must have been with the
9th Air Force, which was also involved in
the Sicilian Campaign. I hope one of that
crew will read this, and learn who was
their savior that day. Bill Elder is writing
a book about his war experience.
Perhaps more encounters with B-24’s may
surface.
18
�✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
Arlo Bartsch, Webmaster of the 44th Bomb Group’s Web Page, and creator
of the 44th BGVA’s Database, wishes to thank all the members who sent kind
messages to him through his recent illness.
Because of Arlo and the late Will Lundy, the history of the 44th BG has gone
around the world, and will be available for historians centuries from now.
At this late date, other groups are trying to capture the memories of WWII
veterans. Both Will and Arlo were both visionaries who could look into the
future and see a need for their knowledge and skills. We all pray for Arlo’s
return to health.
Remember these signs?
She kissed the hairbrush
By mistake;
She thought it was her
Husband Jake.
Speed was high
Weather was not
Tires were thin
X marks the spot.
BURMA SHAVE
BURMA SHAVE
19
�‘THE LIBERATORS THAT NEVER RETURNED’
Liberators That Never Returned’, encompasses not only the losses of the two
planes from the 44th, but the losses of
every plane from every bomber group
that participated, along with a personal
account of every airman involved.
The 44th lost all members of the
Leonard Crandell crew, flying in K-Bar. In
Max Chandler’s crew, flying in Southern
Comfort IV, seven were KIA; Bob Vance
and Louis DeBlasio were injured and
became POW. Joplin Jalopy lost one crew
member, but returned to Shipdham.
One P-47 pilot, John Delaney, lost his
plane, was injured and became POW. He
was diving at the anti-aircraft guns that
were knocking out the B-24’s.
Loncke is a Belgium airman who began
studying crash sites and contacting the
families of those who were lost. Later he
married the niece of Leonard Crandell,
and has become an American citizen.
Gregory Statler, Registrar at the
Heritage Library in Carlisle, accepted Peter
Loncke’s well-researched book about the
casualties at Wesel on Easter Sunday, 24
March 1945. Loncke’s book, ‘The
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
Peter Bodle, correspondent to the 8 Ball Tails for the Shipdham Flying Club, sent
copies of two signs that have been erected at the 44th BG’s old airfield.
This Garden was created with the kind permission and
participation and participation of
Mrs. Eileen May Paterson.
THIS MEMORIAL GARDEN IS
DEDICATED TO THE MEN WHO
SERVED AT SHIPDHAM (Station 115)
1942 – 1945
20
�From the History of the 68th Squadron by Webb Todd:
2 March 1944 Frankfurt/Main, Germany
It was not a good day…
abandoned the aircraft safely. Since all of
the fuel had been used or lost, the likelihood of a fire was diminished. To my
knowledge, no other aircraft ever successfully made an emergency landing with 4
dead engines and a load of bombs. This
occurred at Thorpes Abbott, England, the
home of the Bloody Hundredth B-17
Bomb Group.
And speaking of ‘close shaves’,
here’s another colorful memory of
James Williams:
Lt. General “Jimmy” Doolittle assumed
command of the 8th Air Force near the
1st of January 1944. Considerable
changes were made in the operating procedures immediately. Some which affected the combat crews were: 1. Bombing
missions would be permitted to make
predawn takeoff. 2. 30 second intervals
between each aircraft taking off. 3
Maintain radio silence.
Each aircraft was permitted to have his
HF radio tuned to the tower frequency.
However, with radio silence, there was no
method to verify that the HF radio was
set on the control tower frequency.
Always there was at least two aircraft
lined up behind the take-off aircraft ready
to go at their 30 second interval.
Such was the case of the aircraft in
front of me. He had added full throttles;
which indicated to me, it would mean a
normal take-off was being made, but
such was not the circumstance. He
decided to abort his take-off, but no
word was forthcoming on either our HF
or VH radios.
Our crew procedures on blackout takeoffs were to have the pilot keep an outside view of the runway and the dimmed
runway lights. The engineer would be
located immediately behind the pilot and
co-pilot to continuously call our airspeed
until the ‘gear-up’ command was given.
The site of a piston ring factory here
was attacked by only a portion of the
planes from the 44th. Bad weather
caused the failure. A Target of
Opportunity could not be located to be
bombed, so many of the A/C came back
with their bomb load; ten had bombed
the briefed target with unobserved
results. Some accurate flak was encountered near the target area, and several
A/C landed away from the base due to
the damage sustained. One aircraft piloted by Lt. Robert E. Rose, crash-landed
with four dead engines, caused by a failure of the fuel transfer system. The crash
was not marred by any injuries, and the
A/C was in repairable condition.
Here is the report from the Co-Pilot
on that mission, Lt. James Williams:
We were on our eleventh mission.
Shortly after passing the French coast on
the way home, the No. 4 engine suddenly
quit, causing us to fall out of the group
formation. After switching to cross feed,
we finally got the engine operation over
England, so it was too risky to dump the
bomb load. We headed for Shipdham,
maintaining 7,000 ft. just under the existing cloud layer. Approximately 30 minutes later, all four engines quit. Three airfields were in sight that an emergency
landing could have been made. Just
about a 1,000 feet from the end of the
runway, a B-17 taxied onto the runway
we were lined up on, so our only alternative was to land on the grassy infield.
Just as we touched down on the grassy
infield, the B-17 broke ground on its
takeoff some 20 feet between wingtips.
Even though the brakes were locked,
there was little, if any, braking action.
We hit a hedgerow on the airfield boundary, then a rock fence which folded the
left landing gear and brought the aircraft
to a stop. All crew members immediately
21
…continued on page 22
�From the History of the 68th Squadron… continued from page 21
the aircraft on the runway, and was sure
we missed it.”
In the final analysis, the third aircraft
behind us nicked the horizontal stabilizer
of that aborting aircraft on the runway.
The tower made no further effort to warn
any other aircraft that was behind us.
There were other incidents during my
50 missions that, other than with the
Grace of God, could we have survived.
The crew that flew through these
events were: Robert E. Rose, Pilot;
James Williams, Co-Pilot; Max
Zuckerman, Navigator; Alfred Shella,
Bombardier; Frank F. Fara, Radio
Operator; William Kustinavage, Engineer
& Top Turret Gunner; Frank Sammarco,
Waist Gunner; George Belsky, Waist
Gunner, Vincent Lopez, Ball Turret
Gunner; Carlos Collins, Tail Gunner. The
Original Navigator George Blumenthal
was killed in a bicycle accident on the
first day of arrival to Shipdham.
In this instance, the engineer had just
called out one hundred when the cockpit
was lit up by a red light from the control
tower. I immediately looked down the
runway, and sure enough, there was a B24 right in the middle of the runway!
The blue lights on the horizontal stabilizer
were so close, there was not room to do
anything other than to haul back on the
control wheel.
Although there was no indication that
we had made contact, there sure was
some doubt in my mind. Our aircraft
reacted immediately and was airborne
instantly; so obviously we were above flying speed. We went on to complete the
mission without further incidence. Upon
our return, and immediately after the
engines had stopped, our engineering
officer was quickly examining each propeller blade for nicks or any other damage. I saw him, poked my head out the
cockpit window and told him, “We saw
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
WAR IS GETTING MORE EXPENSIVE
According to the Wall Street Journal, the Pentagon is considering buying 2,458 of
the F-35 Lightning II aircraft for the Air Force, Navy and Marine Corps from Lockheed.
The cost will be $300 billion plus $650 billion to maintain and operate them well into
this century. The average cost will average $122 million each in current dollars.
Consider this: according to Bob Lehnhausen, the cost of one F-35 would nearly buy
35 B-24’s @$350,000 each. That is exactly the number of B-24’s that made up the
original 35 aircraft of the 44th. The 66th, 67th and 68th each had nine aircraft per
squadron as part of the original air echelon. The 506th joined the group later in early
march, 1943, with eight aircraft.
As Commander of the 68th Squadron, it was Lehnhausen’s duty to ‘sign off’ on each
B-24 that was lost. Small wonder, the cost of a Lightning II astounded him!
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
A BIT OF TRIVIA
When General Eisenhower was planning to invade Sicily, he felt the need to first take
the small island of Pantelleria. Winston Churchill bet there would be only a few Italians
on the island, and said he would pay five centimes each for any over 3,000. Actually,
there were 11,000. Churchill figured out one twentieth of a cent for each of the overage and paid Ike at their next meeting.
22
�23
�24
�25
�26
�MAIL & E-MAIL
Germany left her dazed and confused at
first. As she and her brother were only a
few years apart in age, she still has a lot
of memories of her brother. All these
emotions were suddenly brought back to
her, without any warning, when she got
the news that his bracelet was found.
The bracelet, together with the full
story of her brother’s last mission, was
sent to her by the Crandell family.
Elizabeth got it in the mail, just before
Memorial Day 2008.
Connie and Peter made a short stop in
July at the Ogelvie’s residence in Auburn
New York. It was the first time that the
Ogilvie family met a family member of
one of her brother’s crew. Peter donated
Elizabeth and her husband Earle a copy of
his book “The Liberators Who Never
Returned.”, including the detailed story of
her brother’s final mission. Photographs
were brought to light which had been
stored for years, letters were re-opened
and read. The visit ended with a trip to
the local cemetery where S/Sgt. Ogilvie
was buried. It was an emotional and
warm reunion with the satisfaction of
returning the bracelet home.
Thank you Mario Bollrath…!!!
From Peter Loncke:
The story of B-24 K-Bar from Lt. Leonard
Crandell and his crew is well known within
the 44th family. The whole crew had lost
their lives on Operation Varsity, the low level
supply mission in support of our airborne
troops at Wesel on 24 March 1945.
Last spring, however, a new chapter
was added.
A young German boy called Mario
Bollarth had been searching the crash site
with his metal detector. He had found a
silver bracelet with the name and service
number of S/Sgt. Ogilvie engraved on it.
S/Sgt. R. B. Ogilvie was the engineer of
the crew.
As Joe and Barbara Crandell from
Groveland, Illinois had left a memorial
plate dedicated to the crew at that crash
site, they also had left their home address
on the back of the crew photograph that
was placed next to the memorial plate.
Mario wrote a letter to Joe and
Barbara and included photographs of the
bracelet, and asked if they had an
address of the Ogilvie family, so he could
return the bracelet to them.
Unfortunately, the Crandells never had
the pleasure of meeting the Ogilvie family, but that was soon to change…
Peter and Connie, Joe and Barbara’s
daughter and their son-in-law went back
to Germany in March 2008 to visit Mario
and bring the bracelet back to the USA.
Once home, they put all their
efforts in tracing back any relative of
S/Sgt. Ogilvie. With the help of the historical society of Auburn, NY they were
able to locate his only sister Elizabeth,
who still lived, well in her 80’s now, at
the same village for all those years.
The reactions of Elizabeth hearing that
her brother’s bracelet was found in
From Forrest S. Clark: A new book
about WWII is sweeping the nation as a best
seller, based on research by British author
Martin W. Bowman. Clash of Eagles tells the
story of the US 8th AF in the battles with
the German Luftwaffe in WWII.
Bowman’s research included interviews with German and American fliers in
the Orlando and Kissimee area. He flew
in a WWII A/C and attended air shows in
the area. Clark’s recollections are included in the book.
The book is available from
Amazon.com for discount $19.65
27
�FOLDED WINGS
Long I’ve been tossed like the driven foam;
But now, proud world! I’m going home.
Ralph Waldo Emerson
Dregne, Bernard C. Lt. Dregne does not
appear in the 44th Database. Frank
Schaeffer found his obituary in the
Wisconsin State Journal. The article says
that he was a Flight Control Officer with
the 44th BG, so he must have told his
family of his wartime record. Does anybody remember him?
Delaney, John 406 Fighter Group 513
Sq. 25 April 2008 Lt. Delaney became a
member of the 44th BG after being introduced to the membership as a defender
of B-24’s on Operation Varsity. At that
time bombers were dropping supplies to
British Paratroopers who had just crossed
the Rhine River on 24 March 1945.
Delaney was a P-47 Fighter Pilot. His
leader had been shot down and was murdered by German civilians. Although
other members of his group had turned
back, Delaney decided to make one more
strafing pass at the anti-aircraft guns that
were bringing down the B-24s. The flak
gunners hit his A/C, he was flown from
the plane, was caught in the slipstream,
then thrown back into the cockpit head
first. He struggled free from the rolling
plane, but his leg was broken when
struck by the tail. Immediately he was
captured by the German infantry.
Delaney was joined by two gunners
from Southern Comfort III, Robert Vance
and Louis DeBlasio. They were POWs for
ten days until Patton’s Army came
through Achmer and liberated them.
After being freed, Vance and DeBlasio
had no knowledge of their fellow prisoner until a Belgium airman, Peter Loncke,
began studying the crashes of Operation
Varsity. He located the three participants,
and they met for the first time at the
44th BG Reunion in Washington, D.C.
Delaney and his wife Margaret resided
in Asbury, New Jersey. They have two
daughters and one son who is in the Air
National guard.
On the mission to Wesel, two 44th
planes were lost, seventeen men were
KIA; 3 became POW, counting Delaney.
Dunkle, Ernest J. #20078 67th
Squadron 23 June 2007 T/Sgt. Dunkle
served as a Waist Gunner, Ball Turret
Gunner and Nose Gunner/Togglier in his
28 missions beginning 27 April 1944. In
most of his missions, he was reported as
‘Other’ in the Database.
Most of his missions he flew in Old
Iron Corset; a few in Sabrina III. He
flew with a total of fifteen different
pilots: Charles Arnold, Lewis Vance,
James Struthers, Clarence Inman,
Joseph Kuklewicz, R. W. Bethel, Louis
Confer, Christopher Spagnola, O.
Collins, Ernest Kyle, Robert Chaille,
Leslie W. Lee, Jr., Raymond Zamoni,
Leonard Louik and Milton Mauro.
Dunkle flew on the last mission of the
44th BG to Hallein, Austria, 25 April
1945. His death was reported by his wife
and son.
Fisgus, Fred #20488 68th Squadron 27
January 2008 Sgt. Figus was a Gunner.
He flew a total of three missions, the first
on 15 September 1943, the last on the
awesome mission to Wiener-Neustadt, 1
October 1943. He flew in Avenger and
Margaret Ann with the crews of Ben H.
Gildart and W. D. Hughes.
28
�FOLDED WINGS
of George Jansen. That must have been
a very good relationship. George was a
superb pilot and very demanding of his
crew members. Guilford remained
Jansen’s bombardier until Jansen became
the Squadron Operations Officer and no
longer had a crew.
“Guilford, as a member of the Jansen
crew, flew both of the brutal missions,
Kiel and Ploesti, for which the 44th was
awarded a Presidential Unit Citation. This
significant honor was only awarded 27
times in the 8th’s WWII European history.
“Coleman Whitaker had become
Jansen’s co-pilot. After Jansen ascended
within the Squadron, a few more of the
senior pilots flew as pilot of that crew.
The real purpose was to ‘check out’
Coleman. After two such check rides,
there was agreement that Whitaker
should succeed Jansen as the pilot of that
fine unit. They were on their third mission under Whitaker’s leadership when
they flew the 1 October 1943 to WeinerNeustadt.
“Coleman Whitaker and the fine
young crew took a direct burst of
German flak over the target. The famed
Black Jack which they were flying exploded. This tragic end resulted in five of the
young Yanks being KIA. Guilford and
four others survived and became POW’s.
“I salute the uncommon courage of
George Guilford. In my eagerness to
relate the above, I almost overlooked that
on 27 January 1943 mission to
Wilhelmshaven, while flying as a gunner
on the crew of Jim O’Brien, Guilford was
wounded. Here I would like to stress that
he continued to fly when scheduled in
whatever role his superiors deemed necessary, never complaining.
“We bid farewell to an heroic patriot.”
According to the Database, T/Sgt.
Guilford flew in Bat Outa Hell, Rugged
Guilford, George W. #20488 68th
Squadron 28 May 2008 Robert
Lehnhausen remembers George as one
who had an unusual term of distinguished service with the 68th Squadron.
“He joined the 44th while they were stationed at Barksdale Field, LA. While in
training mode there, they were also
assigned submarine patrol over the Gulf
of Mexico. On one of these patrols on 10
July 1942 the crew of Robert Norsen,
with Guilford as the bombardier, spotted
the wake of a sub periscope. They
responded immediately and Sergeant
Guilford delivered a stick of bombs that
resulted in their claim of success. This
attack is described on Page 10 of Webb
Todd’s History of the 68th.
“George was one of the five enlisted
bombardiers that served in the early
months of the war with the 68th. All of
the nine original crews of the 68th had a
commissioned officer as a bombardier.
When I arrived in mid March 1943, only
three of those nine were still on combat
status. (La Fleur, Klekar and Light). Of
the other six, three had been KIA,
Crawford, Grant and Keilman. Glass
was a POW, while Flynn and Gavin had
been WIA and never returned to combat.
Bob LaFleur was later KIA on 2 July 1943.
You might ask, ‘Does anyone want to be
a bombardier/’
“I relate this sad tale to emphasize
that the five enlisted bombardiers
became very valuable to the effort. All
served with distinction. None came with
the air echelon. While I have not
researched the others, Guilford came to
the UK with the ground echelon on the
Queen Mary.
“George flew his first four missions as
a gunner. On the Diversionary Mission of
1 May 1943 he flew his first mission as a
bombardier. He was assigned to the crew
29
�FOLDED WINGS
Buggy, Victory Ship, Margaret Ann,
Lemon Drop, Margaret Ann II/Satan’s
Hellcats, Calaban and Black Jack. The
crews with him he flew on his 24 missions were: Roy Erwin, James O’Brien,
Robert Norsen, Walter Holmes, James
Jansen, Baxter Weant and Coleman
Whitaker.
Guilford resided in Ocala, Florida.
He eventually went into the oil and gas
business.
He and his wife, Jean Gathright, had
three sons, eight grandchildren and ten
great grandchildren. They resided in
Dallas, Texas.
Hunn, Spencer Simmons #23237 66th
Squadron 27 June 2008 Captain Hunn’s
first mission was January 5 1943, flying
with the Robert Abernathy crew in
Forky II. That crew, with Leon Johnson
as Command Pilot, went to Kiel; later he
flew with Dexter Hodge as CP, to the
submarine base at Bordeaux. On his fifth
mission he became Co-Pilot on the
Charles Hughes crew. Among his many
missions with Hughes was Ploesti. After
leaving the target, enemy fighters and
small ground fire damaged the left stabilizer of Flossie Flirt; fuel was low, and
the pilot was forced to opt for Turkey and
captivity. Six weeks later they were able
to escape and return to flying status.
Upon returning to Shipdham, Hunn
flew with Kenneth Jewel and John H.
Diehl as CP, after which he became a
Command Pilot. On D-Day he flew as CP
to Colleville/St. Laurent with Captain
Paulino Urgarte.
In all, Hunn flew in eight different A/C:
Forky II, Queen Anne, Flossie Flirt,
Pistol Packin’ Mama, Big Fat Butterfly,
Chief & Sack Artists, M’Darling and
Phyllis.
He remained in the Air Force, retiring
with the rank of Brigadier General. He
graduated from the University of Utah,
later earned a Master’s degree at Purdue
University. After retirement, he worked
for the Federal Aviation System, and was
in charge of Air Traffic Control Systems.
Hunn and his wife Mary have two living
children. They resided in Orem, Utah.
Hansen, Joseph L. #20539 506
Squadron 15 February 2008 Sgt.
Hansen was a gunner on the Thomas
McGuire crew. His first of eight missions
was 1 August 1944. The crew flew in
Flying Log/Pregnant Peg, My Gal Sal
and Ole Cock. On a mission to
Juvencourt, France 12 August 1944 the
plane was hit by flak, causing #3 engine
to fail. Loss of fuel forced the plane to
crash. Three members of the crew were
KIA; five, including Hansen, were POW,
two were able to successfully evade.
Holman, Frank Gormley #20703 68th
Squadron 12 March 2008 T/Sgt Holman
was the Radio Operator on a number of
crews. He flew with Joseph V. Principe,
James R. Collins, Jack R. Liebrich,
Wyman M. Bridges, Ray Suddreth and
Herman J. Eckstein. He flew in Battlin’
Baby, Patsy Ann II, Fearless Fosdick,
Channel Hopper, V for Victory, T. S.
Tessie/Beck’s Bad Boys, Flak Magnet,
Lone Ranger and Puritanical
Bitch/Puritanical Witch. On D-Day
Holman went on two missions;
Colleville/St. Laurent and Caen/Vire. His
last of 32 missions was 29 November
1944.
After WWII he attended the University
of Texas at Austin. After completing his
education, he and his brother opened the
Holman Airport (now Kickapoo) and
Holman Aviation in Wichita Falls, Texas.
30
�FOLDED WINGS
Kelly, Absolam Harrison #20901 68th
Squadron 31 March 2008 T/Sgt. Kelly
was a Radio Operator/Gunner on the
Arnold Larson crew. His first of nine
flights was 11 April 1944. The Larson
crew flew on Mary Harriet, Patsy Ann II
and Northern Lass.
On 9 May 1944, on a mission to St.
Trond/Brustrem Airfield in Belgium,
bombs exploded prematurely over the
target, setting the bomb bay on fire. Five
members of the crew bailed out, Kelly
included. Along with four others, he
became POW. (The Engineer was able to
evade capture, and returned to duty.)
The remaining crew managed to put
the flames out. 1st Lt. Larson was able to
bring the plane back to England. Some of
the crew bailed out over England. Larson
crash-landed Northern Lass at Attelboro.
May 1945. The norm ws that the flying
officers mess, at the Colonel’s table. In the
evening those same officers were expected
to eat at the Colonel’s table in the ground
officers mess, in class A uniform.
“The exception there was if you had
flying duty at that time of the evening
meal, you were excused.
“It was only then that I got to know
Barrett Taylor. I had occasion to visit with
him. I found him to be dedicated to his
task, and that he exhibited admirable loyalty to General Johnson. I had to assume
that the General was pleased and
impressed with his abilities.
I was aware that Barrett had chosen to
remain in the Air Force and assumed that
he spent a great deal of that time with
General Johnson. I believe this relationship was beneficial for both and also for
the Air Force. We did have a chance to
visit during the times that he attended
the 44th reunions in recent years. His
striking appearance and military carriage
had not declined. Barrett Taylor was a
very impressive person.”
Colonel Taylor became Assistant Chief of
Staff at the Air Force Academy, having
been very involved in the legislation which
led to the separation of the Air Force from
the Army. Later assignments involved work
in Washington DC, Spain and the Middle
East. After retirement he was employed by
Douglas Aircraft, retiring in 1975.
Taylor graduated from the University
of Tennessee in 1941; later the University
of Florida College of Law; he also attended Oxford University.
While in Europe he married
Gwendoline Madge Abbott who expired
18 January 1991. The couple resided in
Tampa, Florida. They had one daughter
and three sons, one of whom is a Marine
Corps Captain. He left ten grandchildren
and three great-grandchildren. He will be
buried at Arlington.
Taylor, William Barrett #22275 Group
Adjutant 21 March 2008 Major (later
Colonel) Taylor served first with the 93rd
Bomb Group, later was transferred to the
44th BG and the 14th Combat Wing.
Taylor’s history is not on the Database.
Bob Lehnhausen remembers him as
being extremely well groomed and with
exceptional military bearing. He came to
the 44th as a Captain, but when the
group returned from Africa, he had
moved up to Major.
Lehnhausen stated that when Leon
Johnson was made commander of the
14th Wing, and he established that command headquarters on a living site at
Shipdham, Barrett became the Adjutant
for that unit, presumably until the end of
the ETO conflict.
“In January 1944, I was sent to 44th
Group Operations and a few months later
was named to lead the 68th Squadron,” he
explained. “The transfer to headquarters
changed my mess assignment for the balance of my stay in Shipdham, or through
31
�A MONUMENT IN SEARCH OF A HOME
Lee Aston designed this monument of General Leon Johnson, only to learn that at Carlisle, only groups are
permitted to display monuments………….
So, perhaps another home can be found for this unique piece of granite, honoring the greatest of all leaders.
Give us your ideas.
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 8 - Issue 7: Summer 2008
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Summer 2008
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1bac3e48b36f90e0453ff2025e2e2c24
PDF Text
Text
44th Bomb Group Veterans Association
41-23813
8 BALL TAILS
Vol. 8 Issue #6
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Spring 2008
EIN # 68-0351397
Victory Ship arrived at Shipdham
on 20 September 1942, and the
Walter ‘Tommie’ Holmes crew
climbed aboard for its Maiden
Flight on 7 November 1942. Two
months later, when the 68th
Squadron was leading the 66th &
67th Squadrons on a raid to an
Airdrome in Abbeville, France, the
mission was recalled, whereupon
the 66th & 67th turned back. The
VICTORY SHIP NOSE ART
68th did not receive the message,
so they plunged onward and hit
their target.
On the return flight, off the
coast of France, an FW 190
attacked. A shell burst about a foot
above the pilot’s head, knocking out
FIGHTER DAMAGE
both pilot and co-pilot; a second burst
knocked out the #3 engine and a third
exploded into oxygen bottles just aft of the main cabin.
Victory Ship barrel rolled to the left and was diving steeply. Centrifugal force
kept the crew from bailing out, and despite the roll, they kept firing. Minutes
later when Holmes woke up, he looked through a hole on the top of the plane.
He was staring at water…Victory Ship was upside down!!!
1
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Court, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail mywings@cox.net
Immediate Past President:
(Holding position of the late Paul Kay)
Roy Owen
240 Estates Drive #1
Chico, California 95928
Phone (530) 891-9157
FAX (530 891-9157
E-Mail: Rowen1115@att.net
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail leeaston@elberton.net
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail r_blynch@heartofiowa.net
(first three letters r_b)
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail b24dobbs@yahoo.com
Director: Charles W. Tilton
912 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail s.p.adams@btinternet.com
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: afbas@aol.com
2
�VICTORY SHIP
Lt. Howard Klekar, Bombardier, gave his pilot, ‘Tommie’ Holmes a breath of oxygen,
and he recovered sufficiently to bring the plane back to Shipdham., his head aching all the
way. For this raid he was awarded the Distinguished Flying Cross, Purple Heart, British DEC
and French Croix de Guerre.
On that same mission James D. Du Bard was flying on Victory Ship’s right wing. The
German fighters brought #41-23786 B down, and it entered the water with guns still blazing. Ten men were lost.
Twenty two different crews flew on Victory Ship’s 50 missions. It was part of the formation that hit Kiel on the Baltic Sea. When the 44th BG went to Africa, this plane joined the
bombings in Sicily and Italy; and when the 44th went to Ploesti, it was flown by Lt. Col.
James Posey, leader of the group that hit Target Blue (later recognized as the source of
Nazi air fuel.)
Disaster struck this trusty plane on its 50th mission to Escalles sur Buchy, 21 January
1944. Piloted by Alfred A. Starring, the plane was hit by enemy A/C, setting # 1 & 2
engines ablaze. The fighters persisted and the plane went down in flames. Five members of
the crew were KIA; 1 evaded, 4 were POW.
This mission was very costly for the 44th BG: five planes were lost; twenty eight men
were KIA, fourteen became POW, nine succeeded in evading.
Tommie attached that piece of flak onto his key ring, a reminder of the Abbeville mission. It’s a reminder of what he survived.
Holmes was awarded the Purple Heart in a
hangar in Shipdham.
‘Tommie’ was visited in the hospital by
Kay Francis.
3
�PRESIDENT'S MESSAGE
Organizations such as ours always have a few people who do
most of the work required to keep the organization going. The
two things that accomplish this are the 8 Ball Tails and our
annual reunions. Neither of these would happen except for dedicated people like Perry and Ruth Morse and Jackie and Lowell
Roberts. Ruth and Perry have spent countless hours dealing with
the folks at the Army Heritage Center in Carlisle which we will
be visiting during our reunion in October. As part of that visit
there will be a ceremony honoring our esteemed commander, General Leon Johnson.
Jackie and Lowell, although living far away from Harrisburg in Oklahoma City, have
travelled there to make arrangements. This should be an outstanding event and I urge
all that can possibly make it to do so.
We still have about seven hundred members in our group. We have almost 300 life
members and so far about 300 others have renewed their membership for 2008.
I’m looking forward to seeing many of you in October.
George
4
�WALTER ‘TOMMIE’ HOLMES’ MEMORY OF PLOESTI
This raid – 187 B 24’s – took place on
Sunday, 1 August 1943. The target of this
raid – one of the most important air raids
of WWII – was the destruction of the
Rumanian oil refineries, which furnished
Germany’s supplies for the Russian front.
Even before we left England in June
1943, we knew something big was going
to happen that would involve low level
flying. Since everything was top secret,
we were told only that we were going to
Libya, but we had no idea what a contrast in climate we would encounter, and
how very hot and desolate this land
would be. The temperature would rise to
130 degrees, and we would be assaulted
by lots of hot wind, dirt, grasshoppers
and scorpions.
While practicing in the desert we flew
very low, which we enjoyed, but I am
sure some of the crew were somewhat
upset or nervous about flying into the
ground. We did hit two hawks, one hitting the #2 engine prop governor, and a
second hawk coming through the
Plexiglas window in the nose, leaving
blood, guts and feathers through the
entire airplane, even to the tail. Luckily,
no one in the nose was injured.
Benina – name of our airfield – was a
large base about 15 miles east of
Benghazi, where the remains of previous
battles fought there were scattered all
about – abandoned German planes,
trucks and armoured vehicles along with
thousands of oil drums everywhere from
Cairo west across the desert. We lived in
tents and were introduced to rations that
we had not previously experienced –
dehydrated foods – which were not particularly tasty.
We continued to practice low level fly-
PLOESTI
ing; and in between, flew about 14 missions over Sicily and Italy. We had no ice
in the desert, so we took great pleasure
in returning from these missions, drinking
ice water frozen at altitude, eating K or C
rations and listening to Axis Sally on the
radio. To keep from perspiring so much,
and to keep our clothes dry, we would
remove them for takeoff and dress as we
ascended. This may not have been
Standard Operating Procedure, but it kept
us dry.
To keep the sand from being drawn
into the air scoops, we always had to be
careful before takeoff to keep our
engines at low RPM or turned sideways
to the wind.
We lost our third squadron CO –
Tommy Cramer – on 2 July 1943 – over
Lecce Airdrome, Italy. John Diehl was
promoted to CO and I became operations
officer. I had finished my missions and
hence did not fly many of the missions
while at Benina. I did fly a mission to
Rome where we bombed the railroad
marshalling yards with strict orders to
bomb only our target.
During the invasion of Sicily in mid5
…continued on page 6
�WALTER ‘TOMMIE’ HOLMES’ MEMORY OF PLOESTI… continued from page 5
July 1943 we were assigned to bomb the
communication center in Catania. As we
flew over Sicily we saw the largest armada of naval vessels assembled just off
shore that we had ever seen.
When we were ordered to go to
Ploesti, the mission was of such importance that we needed every available
plane and crew, even though several
crews had finished at least 25 missions.
Capt. Roland B. Houston and crew
would be doing #32.
Even though he was recuperating from
a traumatic crash at sea a few weeks earlier, we needed pilots so badly that I had
to ask Robert J. “Bob” Lehnhausen if he
would fill out a crew. He graciously consented.
On the morning of the raid on Ploesti
we were up very early for breakfast and
briefing; and then to the planes for takeoff at 7:00 A.M. We were eager to get
started on this exciting low level raid after
three months of practice and getting
ready. All the planes got off okay and
headed over the Mediterranean Sea
toward the Adriatic Sea just eat of Italy
and west of Yugoslavia.
I observed a very strange event as we
were flying at 8000 to 10,000 feet, just
south of Italy over the Ionian Sea. A B-24
suddenly dived straight down into the
sea. Later we learned it was our lead
plane. I could not imagine what could
have gone wrong. As usual, we were too
busy to dwell very long on the unusual
event and proceeded on with our mission. For various reasons we had 20 to 30
planes turn back. Most were attributed to
mechanical failures caused by the desert
sand.
We flew a loose formation over the
water, gradually climbing to about
11,000 or 12,000 feet, and then turning
on a heading of about 70 degrees across
the mountains of Yugoslavia and clouds
which gave us trouble, but didn’t stop us.
Later, we began a slow descent down the
east slope to the Blue Danube River –
which was a muddy brown, I suppose
from rains. As we flew lower, we could
see the countryside cities, animals, people
dressed in bright colors, as if we were out
for a pleasant Sunday afternoon drive.
Before we knew it, we arrived at the IP
(initial point) where we changed course
and flew southeast for approximately 2530 miles to the target. At this time we
were flying very low, passing a downed
B-24 on my right. It appeared to have
landed wheels up, but fairly well intact.
The crew was standing beside the plane,
waving as we flew by. How I did wish we
could land and pick them up.
Next we came upon a power line, and
I remember pulling up to get over it,
thinking of the planes on my wings. By
this time the anti aircraft guns were in
full swing and many shells were exploding all around us. This was the first time
we had ever been this close to 88 MM
guns, and the impressive thing was the
rapid rate of fire and the flames and
bright flashes which seemed to be 30-40
feel long out of the muzzle.
We were now able to see many of the
other targets burning – B-24s were coming back, over and through us. One plane
– Bar D – flew directly over the top of our
planes. I looked up about 100 feet and
saw a hole about six feet across between
#1 and #2 engines burning fiercely with
the metal burning brilliantly around the
outer edges. I’m sure he did not go far
6
…continued on page 7
�WALTER ‘TOMMIE’ HOLMES’ MEMORY OF PLOESTI… continued from page 6
before crashing. The sky was full of B-24s
returning from the other targets. They
flew over the top of our planes as we
were approaching the target, flying
extremely low. Our target was less than a
mile straight ahead. There were numerous guns around the refinery and they
were all firing. We had one or two fixed
50 calibre guns in the nose for the pilot
to fire, but I do not recall firing them. I
was too busy flying toward the target to
concentrate on a target for the nose
guns. I remember seeing a ground soldier
literally explode when hit by some of our
50 calibre guns. He was less than 400
feet away.
We had the target in sight from about
10-15 miles away, and now we were rapidly approaching at a very low level – less
than 50 feet high. I remember very clearly
pulling up to get over the smokestacks on
the power house, which was my assigned
target, and I feel sure we put our bombs
directly over target. The bombs were
delayed action bombs, and they exploded
at intervals of 30 seconds to 72 hours.
This was to keep fire fighters away from
the refineries.
After releasing our bombs we continued on a course which led us to the
southwest and toward home. The fighters
jumped on us on the retreat, and several
of them flew into the ground, as we were
still at a very low level. Our gunners were
well trained and experienced at shooting
enemy planes, and they did an excellent
job.
I noticed one B-24 trailing heavy black
smoke from the tanks in the bomb bay.
He was flying very low and about 200300 yards in front of me. The smoke got
bigger, and I knew he could not last
much longer. I never did understand why
he did not gain some altitude in order to
bail the crew out. After about 20 miles he
pulled into a steep climb to about 700800 feet. I was so close behind, I had to
observe the direction of his nose, in order
to dodge his plane. I turned to the right
as he veered off to the left. When he
stalled, the nose fell abruptly and three
chutes opened as the men in the tail were
thrown 15-20 feet above the tail section.
I felt sure they landed okay and probably
made their way to the wreckage. The
plane passed under our left wing and
exploded, which I believe ended in the
deaths of all the men at the front – six,
probably. I never heard anymore about
this plane or crew.
We lost #3 engine as our fuel ran out
because of a faulty pump. We were not
far from the target when this happened,
so we transferred fuel and restarted the
engine until we were off the coast. In the
meantime I ordered the crew to throw
everything overboard – guns, ammunition
etc. I remember the long strings of 50
calibre ammo snaking through the air
and into the mountains of Yugoslavia. We
saved 100 rounds for the top and tail turrets, in case we ran into enemy planes.
We dropped behind after crossing the
coast, in order to save fuel. All engines
were reduced – both RPMs and manifold
pressure. Our flight across the
Mediterranean was uneventful. We
encountered a number of low cloud
banks and felt that each one would be
over landfall, but was not to be until
about the fourth or fifth cloud bank. It
was nearing dark as we finally crossed
the coast and our field was now only
about 20 miles ahead. We proceeded
7
…continued on page 8
�WALTER ‘TOMMIE’ HOLMES’ MEMORY OF PLOESTI… continued from page 7
directly to the field and landed promptly,
as we knew we were extremely low on
fuel.
I thought we flew about 14 hours, but
later records showed 13 hours and 26
minutes. The next day I was told by the
crew chief on our ship Wing and a Prayer
that we had less than ten minutes of fuel.
He drained the tanks to be sure.
We were very tired but elated at the
excellent results of our mission – ‘Blue
Target’ which was the Brazi refinery – the
largest and latest American built refinery
in Rumania – 100 percent destroyed.
We were all saddened by the loss of
fifty or more planes in the five groups
making the raid, but especially touched
by the loss of one of our squadron piloted by Roland B. ‘Sam” Houston. He and
his entire crew were lost. This plane was
shot down by German Fighter Pilot Willie
Steinman in an ME-109, whose story has
been recorded. This was his second B-24,
but he paid a high price for his victory.
to wingtip. I could see tracers walking
across the width of the plane and flames
coming out everywhere. The top turret
and tail turret were shooting me up. I
closed to within 70 feet. My engine
caught fire and there was a tremendous
quivering. My speed carried me under the
left wing as the Liberator went out of
control. I was caught between the
ground and Liberator with no control. I
slid open the canopy and loosened the
harness. I don’t remember crashing. First
thing I knew, I was seated on the ground,
pants torn and cuts on my legs. Near me
the two planes burned. I got up and
walked away. No one walked away from
Houston’s ship.”
Houston and his crew were on their
32nd mission.
All of us felt the importance of this
raid and had practiced long and hard to
make it. Patriotism was very much alive in
America on August 1, 1943, and most
certainly in our crews as well.
To this day I am thankful I do not have
to rise and make another mission. The
experience was something we endured
with hope and gratitude, but never
desired to repeat.
German’s story: “The American
machine guns were spatting all around,”
Steinman said, picking up Houston’s ship
at about 150 feet from the ground,
attacking from the rear.
“I cut back on the throttle and gave
the Liberator a good raking from wingtip
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
8
�THE ESCAPE OF SIDNEY BOLICK
After crossing the narrow stream that
flowed between Switzerland and France,
Bolick lay face down at the top of the
bank for a few minutes to catch his
breath.
When I raised my head and looked at
the scene in front of me, I knew that I
was in France. Directly in front of me was
a mound of rubble that had once been a
building. Although there was very little
light, from my position on the ground,
the empty shells of burned out and half
standing buildings were silhouetted
against the night sky. At first it appeared
that there wasn’t a complete building
standing anywhere, but as I stood up and
looked around, I could see a house here
and there that seemed to have escaped
destruction. However, in the light of the
next day I later saw that most of them
were pockmarked and riddled with shell
holes and bullet holes.
Emile told me to follow him, and we
set off down the hill toward what we
thought would be the center of town. We
hadn’t gone very far when the muted
beam from a flashlight struck us, and a
voice called out in French for us to halt.
We stopped in our tracks with our hands
slightly raised in front of us, and Emile
replied that he was French and I,
American, and that we had just crossed
over from Switzerland.
The figure holding the light walked up
to us, and we could see by its dim glow
that he was dressed in a patched up uniform, and that he carried a British Sten
gun in his hand. He and Emile engaged in
a rapid fire conversation in French, and
while I couldn’t follow it all, I did catch
enough to tell that his name was Andre,
and that he was a member of the Maquis
band that had attacked and killed or captured the German garrison that had been
occupying the town. It had been a bitter
fight, as the devastation around us
showed.
We followed him down the hill to the
center of the town and into a three story
building (one of the few left intact on the
street) that was the Headquarters of the
Maquis Unit. After we were interrogated
by their Commanding Officer, a Captain
with the Cross of Lorraine insignia of De
Gaulle’s Free French Forces on his shoulder, we were given a supper of watery
soup and bread, and were taken to a
room on the second floor, which was to
be our billet for the night.
The next morning two U.S. Army sergeants arrived in a Jeep. They were couriers, running the loosely held German lines
along the Franco-Swiss border, and carrying dispatches between the liberated
French towns. They put Emile and me in
the back seat of the Jeep, with a fifty calibre machine gun mounted on a post
between us, and set off in the direction
of Annemasse, a liberated town just
across the border from Geneva,
Switzerland.
These sergeants had obviously done
this before. They kept close to the safety
of Lake Leman on our right, and on two
occasions pulled the Jeep off the road
into the woods and hid while a truckload
of German soldiers passed by, heading
eastward back toward Germany. With
these delays and numerous detours along
the back roads and country lanes, we
reached Annemasse in the late afternoon.
Annemasse seemed to be a fairly large
town, and was the headquarters of the
French resistance forces for the entire
9
…continued on page 10
�THE ESCAPE OF SIDNEY BOLICK… continued from page 9
Haute Savoie sector. We were dropped off
by the American sergeants at a building
on one side of the central square that
was the Command Center for these
forces. Here Emile and I were separated
and taken into different rooms. This time
I was put through a very intense interrogation, which seemed to be more about
Emile than about me. The only identification that I had was my dog tags, but this
seemed to satisfy them, and they told me
I would be sent to Annecy, where I would
be put in touch with an American liaison
officer. I asked about Emile, but they
would only say that he was being sent to
a Free French unit, and that he had
already left.
I never saw Emile again. After the war
I wrote to him at the address in Paris that
he had given me, but the letter came
back about a month later marked,
“Inconnu” – (Unknown).
I spent that night in a barracks in the
headquarters building, along with five
other Americans who had either escaped
from Switzerland, or had been evading
capture by hiding out with the French
Underground. The next morning we were
put in the back of a truck and driven to
an old villa outside the city of Annecy,
that was the headquarters of an
American OSS Captain. He had been
dropped into France by parachute to
coordinate the activities of the French
Resistance forces with the American
Seventh Army that was advancing from
the South, and he had radio contact with
General Patch’s headquarters in Lyon.
Annecy was a beautiful city built along
the edge of a clear blue lake, with a
breathtaking view of Mont Blanc to the
east. Although the town itself was in the
hands of French, the Germans were still
all around us, making a fighting retreat
out of France back into Germany. Three
or four times during my ten day stay
there, the Germans came within a few
miles of the town. When that happened,
the French trucks would roll out of town,
loaded down with a motley looking
group of fighters, and a little later we
would hear gunfire in the distance, which
might go on for several minutes or several hours. Soon after it stopped, the trucks
would come roaring back with the French
firing their rifles into the air and waving
captured German flags or banners. Each
time this happened, our waiting got a little more nerve wracking.
Within a few days our ranks had
grown to more than twenty Americans,
as escapees and evadees who had been
hiding out in that part of France were
funnelled into Annecy. The OSS Captain
told us that he had contacted Lyons, and
that a plane would be flown in to pick us
up. For three days in a row we were
taken to a farmer’s field outside town to
wait for the plane, since Annecy had no
serviceable airport. And for three days we
sat on the ground and listened to the
sound of engines circling overhead, then
fading into the distance because the
weather was too bad for landing.
Finally, on the morning of the fourth
day, there was a break in the clouds, and
we saw one of the most beautiful sights
in the world, an old twin engine C-47
Goony Bird dropping through an opening
in the clouds and making a bumpy landing in the field. It had barely rolled to a
stop and the cabin door opened, when
twenty of the most unmilitary looking
Americans that the crew had ever seen,
charged across the field and boarded it.
Within minutes it was airborne again, and
we were on our way.
We stopped at Lyons for refuelling,
10
…continued on page 11
�THE ESCAPE OF SIDNEY BOLICK… continued from page 10
Transport Command flight that stopped
at Iceland, Greenland and Newfoundland
before landing a Langley Field, Virginia, I
was back in the USA!!
Bolick had the experience of serving in
the RCAF, RAF, AAC in the 44thBomb
Group. His POW and Escapee escapade
was one of many unique experiences of
our men in WWII.
Every time I find a story about the
help that our men received from the
Marquis, I want to go over and thank
them. They risked death daily, as did
our men. They are now in their 80’s or
90’s now, and they can always be
proud that they helped liberate their
country. Thanking them is part of the
unfinished business of WWII.
and about three hours later we landed at
the U.S. Eighth Air Force Base at
Bovingdon, England. It had taken me just
ten days less than seven months to complete the Mission that I had started on
March 18.
I was at Bovingdon four days, going
through debriefing and being provided
with new uniforms. On October 12th I
reported back to the 44th Bomb Group at
Shipdham. Since I had been behind
German lines in civilian clothes, I could
technically be considered a spy if I was
ever caught by the Germans, so I was not
allowed to fly combat in Europe again.
I received my orders for transfer to the
Zone of the Interior, cleared the base and
took a train to Preswick, Scotland. Twenty
hours later, after a twelve hour Air
Among the members of the DFC Society is President George Herbert Walker
Bush. It is believed that he will be our last President with combat service in
WWII. He was shot down while flying an Avenger off the USS San Jacenta;
the target was radar installations on Chichi Jima, part of the island chain
that includes Iwo Jima .
When you think about it, old age is a very high price to pay for maturity!!!
According to an unnamed history researcher, the expression
‘the whole nine yards’ came from the ammo belts of the air corps gunners.
They were 27 feet long. Is that true?
At the time of Pearl Harbor the top USNavy command was called CINCUS
(pronounced “sink us”), the shoulder patch of the US Army’s 45th Infantry
Division was the Swastika, and Hitler’s private train was named “Amerika.”
All three were changed for PR Purposes.
Source: Col. D. G. Swinford, USMC, Ret.—a history buff
11
�LETTER FROM SHIPDHAM
For the first time in the years I have been updating you on what is happening at your
old station, I have to start on a really serious note. Over the past two to three years the airfield and club at your old station have been under threat by an ex-director of the club who
wanted to take over the club and flying activities at the airfield for his own ends.
Fortunately I can now advise that his efforts have failed following legal action by our landlady Mrs Paterson, and that the club, museum and all that it stands for, now have a bright
long-term future; but it had seemed touch and go on several occasions. The club members,
three of its directors and Mrs Paterson and her family have worked long and hard to
achieve this outcome and we are indebted to each and every one of them and delighted
that it has brought the three factions that make Shipdham work, even closer together than
before. So much so that Mrs Paterson’s son-in-law, Ken, will now be part of the senior management team of the club itself.
For legal reasons we will now be called Shipdham Flying Club.
On to brighter things, weather permitting, the ground works of the memorial garden
get underway January or early February. Club director Mike Artherton and Museum Curator,
Peter Steele have recently been seen in a huddle in front of the club buildings studying the
Memorial garden layout plan in great detail, so …Watch This Space!
We welcomed our first American visitor to the airfield in 2008, during the second week
in January. The Children’s author Derek Benz dropped by to see the place where his wife’s
grandfather served during WWII. Her grandfather was William C Doughton. (506 Squadron)
He arrived at Shipdham in Oct ’43 as ground crew and stayed through the duration of hostilities until after VE day ’45. At some stage he became Adjutant of the 506 Squadron. He
folded his wings in the late ‘70’s.
His widow is still alive and well, and Derek was able to phone home and talk to her as
he left Norwich station to get the plane home. As it happened it would have been William
Doughton’s birthday, the day Derek visited Shipdham. As always the Museum team were
delighted to be of service.
Literally as I write this I have just received an e-mail from the daughter in law of Lt Richard
Hruby, also of the 506th Squadron, who is planning a visit to Shipdham later this spring.
We greatly look forward to their visit.
Obviously the British winter weather is not the greatest on the planet (you may well
remember that…it hasn’t improved any!) and we get some good flying days and some that
are total rubbish. Today as I write this, we have a total rubbish day with low cloud, occasional light rain and winds with a mean speed of 18 knots and gusts up to 30 knots! As the
old Shipdham saying goes…even the pigeons are walking today.
All our best wishes from the Shipdham team.
Peter
12
�THE LIFE AND TIMES OF CAPTAIN MILTON FEINSTEIN
AS REMEMBERED BY HIS SON
Milton
Feinstein
was born in
1920, the
only boy in
the family. At
age 6 he
contracted
polio, and for
nearly six
years he was
bedfast,
Captain Milton Feinstein
recovering
from this crippling disease. When his parents split, tragic circumstances arose, and
at age 12, in the middle of the Great
Depression, he was living on the street.
Milton found his way to New Jersey,
looking for his father, but found him to be
a tragic soul, barely able to care for himself. Again, Milton was forced to live on the
streets. He was able to earn 25 cents/day
selling papers; and despite his unfortunate
circumstances, he faithfully attended
school. He graduated from high school
with honors, and also excelled as a basketball player, even though one leg was three
inches shorter than the other. Aside from
the fact that he walked with a distinct
limp, he was in good physical shape.
Feinstein became a Machinist
Apprentice and worked in a factory, wearing clothes wherever he could get them.
Pearl Harbor changed his life. He joined
and received new clothes and three square
meals a day. His son believes he chose the
Air Corps because he knew he could not
march in Europe or the Pacific on a bum
leg. He started pilot training. finished primary, but washed out in advanced training,
probably because of the limitations of his
short leg.
This gentleman was extremely bright.
He was a member of Mensa, and could do
the New York Times crosswords in minutes.
He could have been sent home after wash-
ing out in pilot training, and being the only
boy in the family, but he insisted on serving. He was sent to Navigator School and
passed with flying colors. Next he went to
Bombardier School, earning a double rating. From there he was assigned to the
George Insley crew, and along with Insley,
signed up for a second tour, flying a total
of 50 tours. (The records of three are in the
lost April files.) He flew in the Bomb
Group’s last tour, April 25, 1945.
After the War, Feinstein stayed in the
reserves, married Juliet Scheanblum, and
attended Boston University where he
received a degree in accounting. Then
came the Korean War. He was called back
to the service, served through the Vietnam
conflict, earned a Bronze Star and retired
as a Lt. Colonel. At some point he changed
his name to avoid Jewish prejudice in the
area where the family lived.
His next venture was to become Vice
President of First National Bank of Arizona,
now Wells Fargo, where he worked for
about 10 years. He passed away 7 January
1991, leaving four sons.
Who is the son who shared this story of
a man who rose from a tragic start in life
to make a major contribution for his country? It is Roger Fenton, 44th BG Vice
President and Historian. Roger is in his 35th
year in Law Enforcement. He spent 27
years with the city of Tempe Police
Dept.(Home of Arizona State University).
He and his wife Lori have two children, a
son and a daughter.
Roger worked with Will Lundy to accumulate knowledge about the 44th BG
which he makes available to family
inquiries which come via the Internet. He
mails out copies of the 8 Ball Tails to
prospective members, and jumps into
Board projects with enthusiasm and expertise – all this out of devotion and respect to
a father who was truly an outstanding
member of The Greatest Generation.
13
�GEORGE TEMPLE MADE IT THROUGH PLOESTI,
AND WIENER-NEUSTADT,
BUT FOGGIA WAS A DIFFERENT STORY
Ploesti: When George Temple got to
Shipdham, his crew immediately joined
the group that headed to Africa. Three
missions to Sicily, three to Italy, then flying with Eunice Shannon as pilot,
Robert Lehnhausen as Co-Pilot, they
made the 13 hour trip to Ploesti.
Both Temple and Lehnhausen saw Lt.
Flavelle’s B-24 inexplicably dive into the
sea; but the formation continued onward
to Target Blue. Following Suzy Q, and seeing planes exploding and tumbling downward, and with flak, ME 109s and ME
110s creating havoc all around them,
Natchez Belle made it through unscathed.
They landed at Benina at 1800.
we were under attack; the waist and belly
gunners were killed by enemy fire.
“At 18,000 feet the pilot gave the signal to bail out. He did a good job of trimming the ship and giving everyone a
chance to clear before abandoning his
post. We all jumped except the two dead
men and the Co-Pilot. (Temple learned
later that George Hersh, Co-pilot, had
forgotten his chute. He refused the offer
to share a chute with his pilot.)
“I opened the nose wheel and bailed
out. I figured I needed a minute before
opening my chute, and I was afraid that I
would get excited and open up too soon.
As I fell, I followed the second hand on
my watch with my finger. When it had
been around once, I pulled the cord and
she opened up nicely.
“I was coming down in a valley with
mountains all around me, but the last
fifty feet seemed to come up in a rush,
and I miscalculated the slope on which I
landed, so I broke my left ankle. It
seemed only a moment until an Italian
farmer with a shotgun appeared over the
top of the hill. He got me on a mule and
took me to a main road where a truck
was waiting. The truck took me to the
local police station in the town of Atella.”
A doctor took care of the wounded,
then all were moved to the Provincial
Hospital in Saint Carlo, a mile north of
Patenza. Then…….. on September 10
American forces were targeting the road
lines and rail junction in town, and one
bomb hit the room and stairway next to
Temple. The prisoners escaped the hospital, spent the night in the mountains,
watching the bombings. When they
Wiener-Neustadt: The defences at the
Messerschmidt plant at Wiener-Neustadt
could not prevent a successful bomb run.
Temple was flying with David W.
Alexander in Flak Alley. The twelve hour
trip ended happily at Benina.
Foggia: While those missions were going
on, General Eisenhower was working on
the goal of capturing Rome, which would
be the first capital city to be taken on
Europe’s mainland. Troops had already
taken Salerno, but he needed an airfield
close to the port of Naples. Foggia, a
German-held airbase, was the best
solution.
George Temple, Navigator on Natchez
Belle, recalled the attacks of 24 yellow
nose Me 109s. “The first 20 mm shell hit
the flight deck near the radio, setting the
upholstery and other flammable materials
on fire. The next thing I knew, two
engines were burning and we started
down on a long glide. All the way down
14
…continued on page 15
�GEORGE TEMPLE MADE IT THROUGH … continued from page 14
American. So they spent another night in
the hills.
The next morning a farmer
approached them, along with a tall blond
fellow in an unrecognizable uniform. Just
as Temple was ready to shoot, the man
addressed them in English. He was a
Canadian.
Nine days after parachuting from
Natchez Belle, he found transportation to
Tunis, and then was able to get back to
the 68th.
The events of those who flew to
Foggia and went down were directly
related to the politics of the War. It was a
costly mission for the 44th. The 66th lost
Lady Luck; the 67th lost Suzy Q, Black
Sheep and Buzzin’ Bear; The 68th lost
Natchez Belle; and the 506 lost Southern
Comfort and Timba-A-Ah. Three members
of Baldy & His Brood were wounded. The
pilot brought that plane in to Malta so
the wounded could rapidly get medical
attention.
In all, 33 men were KIA; six became POW;
25 were POW but escaped; 1 managed to
escape and return to Shipdham.
returned to town, they were promptly
arrested and spent the night in jail.
Two days before that, with Mussolini
out of power, the new Italian government
signed a peace treaty with the Allies.
Italian officers gave the prisoners the
opportunity to leave, but cautioned them
that Germans were everywhere, and
escaping would entail great risks. So they
waited, engaging in a cat and mouse
game with suspicious Germans.
On September 18 British planes dive
bombed the prison, whereupon
Americans and Italians alike set forth. The
Italians gave the Americans guns, food
and clothing and a safe conduct letter.
Temple travelled with another wounded
American, (Ralph Knox, Well Gunner on
Timbah-A-Ah), scrambling into the hills to
avoid the bombings. A friendly farmer fed
them, an Italian officer directed them
toward the safety of British troops. Just
when his travelling companion could go
no further, five twenty-five pound shells
went over, so they shoved off again.
Traffic moved past them, but they were
not certain whether it was British or
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
George Washburn recognized Lou Rabesa
in this picture. He was Crew Chief on Cape
Cod Special, in the 506 Squadron, later
transferred to the 68th. Rabesa came from
Cape Cod and still lives there, but spends
winters in Florida. Once, while visiting the
Cape, Washburn went to play golf and
found the flying 8-Ball in the clubhouse. He
learned that Rabesa had built and owned
the course for many years. The 68th
Squadron once held a reunion there.
CAPE COD SPECIAL
15
�44th BOMB GROUP VETERANS ASSOCIATION
HARRISBURG/CARLISLE REUNION
SHERATON HOTEL, HARRISBURG, PENNSYLVANIA
Lodging at Sheraton for three or four nights
Thursday, October 16, 2008
Optional Arrival
Registration 1:00-5:00
Friday, October 17, 2008
9:00 AM-5:00 PM Registration
9:30 AM General Meeting
Lunch on your own
2:00 Bus Tour to Civil War Museum
7:00 PM Welcome Reception
Saturday: October 18, 2008
Breakfast
9:00 AM Bus Tour to Army Heritage Museum, Carlisle, PA
Box Lunch in Mess Hall
7:00 Squadron Dinners
Sunday, October 19, 2008
Breakfast
8:00 AM Bus Tour to Gettysburg
Lunch on your own
5:00 Return to Hotel
7:00 Banquet
Monday, October 20, 2008
Breakfast & Farewells
If you wish to stay in the area for a few days, notify the hotel on arrival,
and you will receive the reduced price. If you decide to leave early,
notify the hotel of your departure date when you first arrive.
Otherwise, you will be charged for the extra day.
16
�REGISTRATION FOR REUNION OF THE
44TH BOMB GROUP VETERANS ASSOCIATION
SHERATON HOTEL
4650 Lindle Road, Harrisburg, PA 17111
October 16-20, 2008
Please fill out a form for each registrant.
Please print or type. All information must be complete.
Last Name ______________________ First Name ________________________
Spouse/guest _______________________ Squadron ______________________
Address ___________________________________________________________
City ___________________________ State ___________ Zip Code __________
PRICING, 4 HOTEL NIGHTS:
Single $682.00 Double $933.00 Triple $1,207.00 Quad $1,482.00
Please indicate bed preference: King _______ Queen _______
Includes Welcome reception, Three Breakfasts, Hospitality Room, Free Parking,
Transportation to Civil War Museum, Carlisle Army Heritage Center, Gettysburg,
Squadron Dinners, Banquet.
SQUADRON DINNER: Please indicate choice of entrée:
____________ Chicken ___________ Cod w/wine & spices
BANQUET: Please indicate choice of entrée:
____________ Delmonico Steak ________ Chicken Wellington
PAYMENT
Number of Registrants (See Prices Above)
Single ________ $ _____________
Double _______ $ _____________
Triple ________ $ _____________
Quad _________ $ _____________
Please send checks to 44th Bomb Group Treasurer:
Jackie Roberts, 11910 SE 44th, Oklahoma City, OK 73150
17
�TO OUR MEMBERS:
Once again, it was to our financial advantage to pay the hotel bill through our
Registration Fee. We are staying in a Harrisburg hotel because of its easy access to the
Harrisburg airport. Also, the fact that Carlisle is a Truck Terminal presents a problem
for drivers.
The employees of the Army Heritage Center are eager to show their delight, that we
have chosen this facility to store our history. Their current displays represent the Army,
starting with our nation’s early wars. The 44th Board has taken on the task of placing
the imprint of the Army Air Corps into the fabric of the Education Center.
Our late president, Paul Kay, planned the Gettysburg part of the Reunion. It is so
unfortunate that neither he nor Will Lundy will be among us. In their memory, we are
determined that this Reunion will be a great success.
AN APPEAL FOR HELP
Before the 44th BGVA arrives at the Army
Heritage Museum in Carlisle in October, the
Board is planning to create a highly visible symbol of our great leader, General Leon Johnson.
Many of the additions to the Museum must be
by private donation. (The Center is under the
jurisdiction of the Undersecretary of the Army)
If you care to make a contribution to the Leon
Johnson Memorial Fund, please send it c/o our
Treasurer, Jackie Roberts, 11910 S. E. 44th,
Oklahoma City, OK 73150.
THE MEMORIAL GARDEN
Among the plans that are unfolding at the Heritage
Museum is a Memorial Garden, which will include a
‘Soldier’s Walk’. Identifying bricks can be purchased.
Each has space for three lines, fourteen characters for a
price of $100. For an additional $50, you may have the
44th BG logo above the name.
If you would like to have your name or that of a family member placed on the Walk, contact me and I will
send you an application. My phone number and e-mail
address are on the inside cover of the 8 BTs.
Ruth W. Davis-Morse
18
�19
�S/SGT. WARREN MCPHERSON’S THIRD MISSION
KIEL, GERMANY: 4 AUGUST 1944
GUNNER, 66TH SQ., JAMES M. WILLIAMS CREW
The briefing began earlier – at 6:15
AM today. We took off in Bar M again,
just one heavy bomber among 1,200, and
headed on course over the North Sea. As
I did on every mission, I studied everything below us. Often I saw the shadow
of our airplane on the clouds, and if
weather conditions were right, there
would be a halo around it. That was
always encouraging.
On every mission I prayed all the way
and asked God to be with us. I sang the
Doxology over and over. Behind my oxygen mask and the noise of the engines, I
could sing as loud or as much as I wanted, and no one could hear me. I revised it
a little and sang, “Praise God from whom
all blessings flow. Praise Him all creatures
there below. Praise Him above ye heavenly hosts. Praise Father, Son and Holy
Ghost.” The more dangerous things got,
the louder and faster I sang and prayed!
We noticed many planes from groups
ahead of us turning back before we got
to enemy shores. We passed over
Helogoland, a small island in the North
Sea where the Nazis had a submarine
base. Everything seemed to be going OK
for us when we passed over the enemy
coast. As we began shoving out chaff, we
ran into lots of flak. We went right up the
Kiel Canal, and just as we started the
bomb run, Willie told Copilot Everett
(Wellman) to handle her easy, as No. 1
engine was going out! Willie also alerted
Flight Engineer Len (Leonard
Schiavonne) about the ailing engine. My
heart skipped several beats before the
engine regained itself.
At last Mike (Salvatore) called,
“Bombs away!” Hal (Woodson) was to
close the Bombay doors, but he got so
fascinated watching the bombs fall and
the flak, he forgot to close them. In fact,
we were all watching the flak like a
bunch of ninnies. It was ferocious! Finally
someone yelled, “Let’s get out of here
and go home.” Our twelve 500 pound
bombs were delivered right on one of
Hitler’s submarine manufacturing plants.
Woodson finally got the Bombay doors
closed, and we were on our way out. In
spite of the flak, we only found one flak
hole in the nose turret. This was a 7 hour,
15 minute raid with minus 21 degrees
and a terrifying blue yonder!
It was always a tense moment when
we saw fighter planes in the distance
coming toward us. Were they our? Were
they theirs? We constantly studied silhouettes of the fighters, both ours and theirs,
so we could recognize them as far off as
possible. It was a thrill, the moment we
could tell they were our P-38s, P-47s or P51s. Man how we loved those guys!
Today P-38s escorted us. At times a crippled fighter joined us and flew close up
under our wing, so we could protect him.
Ed. Note: McPherson’s Doxology and
prayers reached the Highest Level.
According to the Roll of Honor, no planes
were lost on that mission. When the War
was over, McPherson fulfilled a lifelong
dream. He became a minister.
20
�MARVIN W. COX HONORED IN PORT GIBSON, MS
The memory of Marvin Cox has
become a part of the prestigious
Chamberlain Hunt Military Academy in
Port Gibson, MS, one of the few
Christian military academies left in the
U.S. Donna Cox Bozarth, daughter of
Marvin Cox, and her husband helped a
young man in need of structure in his
life, so they sent him to this Academy.
Their goal of helping this young man
was so successful, he has been accepted
at two Mississippi colleges, and is anticipating acceptance at the Citadel.
Next this benevolent couple provided
the funds to build a new cafeteria on
the campus, and the cafeteria will be
named for Donna’s father; it will be
called the Cox Cafeteria.
Inside this beautiful facility will be a
meeting area for small groups. The plan
is for the room to resemble a man’s
study…with bookcases, leather chairs,
desk, etc. The room will also be used to
tell the story of Marvin Cox’s service in
WWII. On display will be his dress uniform and pictures of his experiences in
England.
In addition, the building will house a
mini-museum about WWII. Of course,
The Flying Eight Balls will be highlighted.
Bob Lehnhausen had a warm relationship with Marvin Cox, remembering
him as the flight engineer on the Jim
O’Brien crew, one of the 68th original
nine crews that constituted the
Squadron as it began operations.
“Cox’s combat career was ended
when he had the misfortune of ruptured
ear drums. He flew one more mission
after that, then asked to be assigned to
the Squadron Engineering Section where
he became a valuable aircraft mechanic.
Like the rest of that wonderful group of
‘grease monkeys’, he spent the duration
nursing those big ugly birds for those of
us who depended upon their talent and
skills for our survival.”
“In my conversation with Mrs. Bozarth,
I was in awe of what she and her husband have chosen to do to honor the
memory and patriotism of her father. In
our conversation she sounded just like
Will Lundy in her desire to let succeeding
generations know what sacrifices were
made in those days, to insure the liberty
that most of the rest of the world enjoys
because of those frightful years of youthful dedication.”
REMEMBERING THE O’BRIEN CREW
Every story has an addendum, and the
Marvin Cox story aroused this memory
with Lehnhausen.
“Looking at the record causes me to
reflect, once again, upon the rigors of
those early days at Shipdham. Jim O’Brien
was a superb airman, he had a very fine
crew. This crew had a terrible experience
on the Wilhelmshaven mission of 27
January 1943. They survived a vicious
fighter attack upon their plane, although
two of the crew were KIA and two were
WIA. The 68th also lost the crews and airplanes of Lt. Nolan Cargile and Lt.
Maxwell Sullivan on that mission. One of
the Sullivan crew managed to parachute
to safety, but was so badly wounded that
he was later repatriated by the Germans.”
“Major Francis MacDuff, the 68th CO
returned to the States on April 12, 1943
and Jim O’Brien became the new CO.”
On 14 May 1943 the 44th flew the
famous Kiel mission. Malcolm Howell,
O’Brien’s original co-pilot, had been
checked out as a first pilot and had taken
21
…continued on page 22
�MARVIN W. COX HONORED IN PORT GIBSON, MS… continued from page 21
over the O’Brien crew. This was to be his
first mission as the pilot. Jim O’Brien
opted to fly as Howell’s co-pilot. In the
course of battle, the Germans shot down
this very fine crew. Howell was KIA,
O’Brien became a POW. Because of his
ear problem, Marvin Cox was not with his
crew on these two fateful missions.
“Consider this though: Of these nine
men on the O’Brien crew, who left the
States with such high hopes in their combined airmanship and skills, only two
completed a combat tour. Three were
killed in action, two were shot down and
became prisoners of war. One was
wounded in action, so severely that he
never flew again, and Marvin suffered a
disability that ended his combat career. It
took a lot of pluck to enjoy high morale
when one gave thought to such odds,
but that was Shipdham in the Spring of
1943. Better yet, this was the situation in
the whole of the 8th Air Force at that
time.”
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
FROM THE EDITOR TO THE SECOND GENERATION:
In this issue I have received two powerful stories from sons, told about their
fathers, Roger Fenton; and in the Folded Wings, Leon Lowenthal. At Branson,
Coleman Vickery brought a book, written and cartooned by his father, Eugene
Vickery.
Ken Burns, the famous video producer of “The War”, has expressed sincere
regrets that he never talked to his father about his WWII experiences. As he
expressed, “When a veteran dies without his story being told, it is like a library
burning down.” (How true)
Did your father keep a record of his war experiences? If he is still with you, talk
him into recording it on a tape. If he is gone, write the things he told you. WWII
was unique in our country’s history. 44th Bomb Group members are a part of the
path that led to victory. Put it in writing.
✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲✲
FROM THE DISTINGUISHED FLYING CROSS NEWS:
BASIC FLYING RULES:
“Try to stay in the middle of the air. Do not go near the edges of it. The edges of
the air can be recognized by the appearance of ground, buildings, sea, trees and
interstellar space. It is much more difficult to fly there.”
22
�MISSIONS IN POETRY
As remembered by Douglas D. McPhee
In honor of his Navigator, Jim Richardson
On his 50th Wedding Anniversary
After a long and weaving voyage across the deep blue sea
We finally landed in England, our whole crew and me.
Then with our former lives to ponder,
Off we flew into the “Wild Blue Yonder
To give those Nazis their come-up-ance,
Once they shot flak, trying to stun us.
As we cruised to 22,000 feet in the sky
Jim Flaherty saw the Plexiglas fly,
As the flak shot all around in his turret
And at 53 below, a strong wind current,
But we kept flying high in the air,
The cold cold wind a hardship to bear
Luckily Dick, who was gunning the tail
Just as the flak from those Germans did sail.
Right over his head, just passed his ear,
Had just bent down to adjust some of this gear.
Surely God was with him where he had been sitting;
We had to agree the situation was fitting.
Whitey and Mac each losing his mask,
Each saving the other, as that was his task.
Trying to fly back with the engines on fire,
We landed in Paris and had to inquire,
Who will be stuck guarding the plane on the ground
While the rest of the crew made the rounds of the town?
Well, Mac did, of course, while the others had fun,
Mac guarded the plane with his life and his gun.
After 25 missions and four Oak Leaf Clusters,
The Germans are finished, and now we find
We can go back to our homes that we left behind.
As in the Battle of the Bulge when the weather was bad,
We are now stuck in England. How sad!
Again Iceland and Newfoundland
More delay- Will we get back to the USA?
To all of our officers and all our crew
For getting us home safely, we all
Thank you!
23
S/SGT. DOUGLAS D.
MCPHEE
Ed. Note: The trip to Orly
Air Field in France after a
mission to Dresden. The
Bombardier who saw
Plexiglas fly was Jim
Flaherty. The Tail Gunner
was Diego Indelicatto.
�8TH AIR FORCE HISTORICAL SOCIETY
Two members of the 44th BGVA
attended the 8th AFHS Reunion in
Kalamazoo, Michigan, in July 2008. Tom
Parsons, formerly a Board Member, and
Frank Scheaffer have been diligent members of this organization. The AFHS are
strong supporters of the Mighty Eighth
Museum in Pooler, Georgia, the area in
which the Eighth Air Force began in
1942. The renowned author, Roger
Freeman, named it the “Mighty Eighth”.
Membership in this organization
includes those who flew in B-24s, B-17s,
P-38s, P-47s and P-51s.
Half of the U.S. Army Air Force’s casualties were suffered by the 8th AF—more
than 47,000 casualties, more than 26,000
dead. 17 Medals of Honor were awarded
to 8th AF flyers; plus 220 Distinguished
Service Crosses and 442,000 Air Medals.
Thanks to the diligence of Lee Aston, the
number of awards are still growing.
Frank Schaeffer and Tom Parsons
THERE WAS A V-3 ROCKET
The 9th Army found this awesome
weapon near Danberg, Germany—a
piloted ‘Buzz Bomb”. In fact there
were nearly 1,000 of them in a well
camouflaged factory which workers
unsuccessfully tried to destroy before
evacuating. It is assumed that the
pilot bails out when approaching his
target.
V-3 Rocket
For Sale: 8th Air Force Suncatcher, a fundraiser for the
44th BGVA. Here’s a decorative item for your window
or your local VFW, a great reminder of the most powerful aerial group in history—The Mighty Eighth Air
Force. Diameter: 11.5 inches. Price: $100 + $20 shipping. Call Lee Aston: (706) 283-1337.
E-Mail leeaston@elberton.net
24
�THE 44TH BOMB GROUP PX
When we lost Sam Miceli, the PX was boxed and dropped into the hands of Dick & Betty
Lynch. An appeal in the 8 Ball Tails brought a wonderful phone call from Don Prater,
volunteering to help. Here is what is available:
Blue Liberator Shirts
$30 + $4 postage
List size
Flying 8 Ball Shirts
$25 + $4 postage
List size
Flying 8 Ball Golf Caps
$15 + $3 postage
Indicate Squadron
Flying 8 Ball Pins
$ 5 + $1 postage
Indicate Squadron
44th Bumper Stickers
$ 2 + $0.50 postage
Contact Don Prater, 1608 E. Candlestick Drive, Tempe, AZ 85283.
Phone 480 820-3838 E-Mail donprater@msn.com
Make checks payable to the 44th Bomb Group Veterans Association
DON PRATER, MANAGER OF THE PX
When we lost our devoted shopkeeper, Sam Miceli, we requested someone to
step up and become our new salesman. Don Prater, a member of the 44th Bomb
Wing, called and offered his services.
The 44th Bomb Wing evolved from the Bomb Group, and was active in the
Korean War. Through the influence of Will Lundy, Prater joined the 44th BGVA and
attended the Reunion in St. Louis. He has fond memories of dining with Bob
Lehnhausen, Bill Cameron and Roy Owen.
Since then he has organized his own group, the Air Police Unit, and arranges
reunions with them.
Prater sells 44th BG products from his own home; his wife Phyllis runs a home
jewelry business. The couple have adopted a little boy, so they keep busy with their
many chores.
His decision to volunteer for PX salesmanship is based on his true admiration and
appreciation for those who flew the dangerous skies during WWII. The 44th is truly
grateful for his service.
TO ALL MEMBERS:
One of the biggest chores that the Board has undertaken is to place the 44th
Bomb Group History in every historical museum and library that can be
reached. As the Folded Wings list grows, more great heroes are lost. Their
wartime experiences should never be forgotten. If you have a contact with
any historical library, ask the librarian whether they will accept copies of the
8 Ball Tails. Let me know, and I will promptly send them a bundle. My phone
number and address are on the inside cover.
Ruth Davis-Morse, Editor
25
�FOLDED WINGS
Remember all the best of our past moments…
And so to where I wait come gently on.
Ellen Terry
BALLES, LLOYD R. Date of Death 28
September 2007. The family reported that
Balles served as a Bombardier with the 44th
BG. For unknown reasons, he is not in the
Database.
William became a Master Chief Petty Officer in
the Navy.
Boench passed away in the Tennessee State
Veteran Home in Humboldt, Tennessee.
.
BOENSCH, PAUL A. #19440 506 Squadron
25 January 2008 1st Lt. (later Major) Boensch
was a Bombardier on the George M. Beiber
crew. His first of 35 missions was 7th July
1944. The crew learned of D-Day when they
were enroute to England, and had stopped in
Greenland for refueling.
The Beiber crew flew in eight different
A/C: Consolidated Mess, My Peach, My Gal
Sal, Down De Hatch, Lakanookie, Clean
Sweep/Dragon Nose, Joplin Jalopy and
Sabrina III.
While stationed in Shipdham, Boench
joined Major Larry Linck in establishing the
44th Bomb Group Band, into which they
enlisted any GI with musical skills to join in
entertaining various groups—American and
British. Among the areas where they performed was the prestigious Black Friars Castle.
Boench fondly remembered taking off his
flight outfit and immediately dressing for a
musical performance.
After the War he became a teacher of
Instrumental Music in the Memphis City
Schools. He remained in the Air Force
Reserves, and during the Korean Conflict he
became Civilian Recreation Leader for the
516th/463rd TCW of the USAF in Memphis. He
organized and directed a Voluntary Military
Band and Orchestra; through his musical service he rose to the rank of Major.
Boensch and his late wife Helen had five
boys and one girl; two boys are deceased.
Their son Paul rose to Lt. Col in the Army,
James became a Major in the Air Force,
BOYKIN SR., RICHARD A. #19487 506
Squadron 3 December 2006 Captain Boykin
was a Navigator on many crews, most frequently with James Clement. He also flew
with Earl Johnson, James Bunce, Jr., Lyle S.
Davenport and Sylvester Hunn, and with
ten different Command Pilots: David Sayler,
Addison C. Davis, Eugene Snavely, Marion
Tiemenier, A. T. Reed, Charles Hughes, J. G.
Merrell, Dale Benadom, James Stevens and
Joy Smith.
Boykin flew in many unnamed planes, also
in Sad Sack II, M’Darling and Prince/PrincAss/Princess. His first mission 1 October 1943
was part of the 8th Air Force’s preparation for
D-Day. The importance of these missions is
exemplified by the number of Command Pilots
that led the formations. Frequently flying in
the lead plane, Boykin’s navigational skills
were invaluable through 8 April 1945 when he
flew his last mission, his thirty third.
Upon his return to the States he married to
Margaret Lillian Rumble, then attended
Washington Lee University, graduating with a
degree in history. After graduation he worked
for International Paper Company; later he
established a custom furniture company in
Matthews, Virginia. The couple had four children, many grandchildren and many greatgrandchildren.
BROWNING, FREDRICH #19556 67th
Squadron 26 August 2007 The Database has
no information on this 44th BG member.
26
�FOLDED WINGS
BURLINGAME, WILLIAM A. #19595 68th
Squadron 19 February 2007 1st Lt. Burlingame
was the Co-Pilot on the Walter Franks crew.
He started as a Flight Officer, later rising to 1st
Lt. His first of 32 missions was on
9 September 1944.
Burlingame flew with four different crews,
including that of Jack Liebrich, William
Ritter and John Vaughn. He flew in many
unnamed planes, also in Flak Magnet,
Puritanical Bitch/Puritanical Witch, Gipsy
Queen, Lili Marlene, Lady Geraldine, T. S.
Tessie/Beck’s Bad Boys, Helllza Droppin and
Louisiana Belle. His last mission was 21 March
1945.
Previous to his death, Burlingame and his
wife Elna resided in Canon, Colorado.
COX, MARVIN W. #19855 68th Squadron 11
September 2004. T/Sgt. Cox was an
Engineer/Top Turret Gunner on the James
O’Brien crew. His first mission was 7
November 1942, flying with James Hodges
as Command Pilot. He flew a total of eight
missions, but was grounded because of ruptured ear drums, whereupon he was transferred to the Squadron Engineering Section
where he became a skilled A/C Mechanic. All
of his missions were in Rugged Buggy, except
the last which was on the Miss Virginia, piloted by Wilmer Garrett on 29 May 1943.
Cox and his wife Grace lived in Mississippi
until his death. They are fondly remembered
for hosting a reunion in Biloxi, MS. Grace is
currently living in a retirement facility in
Ridgeland, MS. Their daughter, Donna Bozarth
lives in Orlando, Florida.
COLLINS, ELWOOD #233251 68th Squadron
Passed away Summer 2006 Lt. Collins was the
Bombardier on the Eustice Shannon crew. He
flew all missions with Shannon; the Navigator
on that crew was George Temple. On the
mission to Ploesti, Co-pilot was Robert
Lehnhausen.
Upon arrival to Shipdham, the Shannon
crew was immediately assigned to North
Africa. Collins’s first mission was 6 July 1943
to Sicily. The crew flew several missions to
Sicily, then to Italy, Romania, Weiner-Neustadt
and Foggia. His first flight to Foggia was
uneventful; on a return trip on 16 August
1943, Natchez Belle was brought down by
enemy fighters. He spent 18 months in Stalag
17A.
All of Collins’s ten missions were flown on
the Natchez Belle, except for one on Eager
Eve/Hag Mag/The Moth Ball Queen.
Information about Collins demise came
from his niece.
DELANEY, WILLIAM J. 13 June 2002 Name
from Social Security Records. No information
available.
DELLAFAVE, CARMEN R. 6 June 1999 No
information available
DEUTSCH, ALAN S. #32968 66th Squadron
Date Unknown. S/Sgt. Deutsch was a gunner
on the George R. Insley crew. In his two
tours, 48 missions, which began 27
September 1943, he served in all gun positions. The Database credits Deutsch with having flown in no less than thirteen A/C: Nice &
Naughty, Big Banner, The Banshee, Avenger,
Lemon Drop, Scourge of the Skies, Myrtle the
Fertile Turtle, Patsy Ann II, My Ass’Am Dragon,
Shoo Shoo Baby, M’Darling, Southern Comfort
III and Joplin Jalopy. All missions were flown
with Insley, but also with three different
Command Pilots: Sylvester Hunn, Devon
Davis and Joy Smith. Deutsch’s last mission
was 15 February 1945. When he became a
member of the 44th BG, he listed his home
state as New York.
27
�FOLDED WINGS
DWELLE, LEONARD #22965 66th Squadron
Date of Death Unknown 2nd Lt. Dwell was a
Bombardier, flying most of his missions on the
George Insley crew. His first mission was 27
September 1943. He was Wounded in Action
on 8 April 1943, separating him from his crew
for a period of time. He flew with the following crews: H. K. Landahl, Saul Fineman, J. I.
Kearney, M. D. Mendenhall and Conrad
Menzel; also with two Command Pilots,
Sylvester Hunn and James Kahl. When Insley
was on his second tour, Dwelle returned to
that crew.
In his twenty seven missions, he flew in no
less than fourteen A/C: Big Banner, The
Banshee, Lil Cookie, Avenger, Lemon Drop,
Scourge of the Skiies, Patsy Ann II, My Ass‘Am
Dragon, The Banana Barge, My Peach,
Southern Comfort II, My Gal Sal, M’Darling
and Southern Comfort III.
His last mission was 3 August 1944.
FARMER, HAL #20162 68th Squadron 1st Lt.
Farmer came to the 44th BG as a Flight
Officer. His first mission was on D-Day, flying
to Ferets De Cerisy as a Bombardier with
Robert Knaublein. On some of his twenty
one missions, he flew with William Ritter. In
the post-D-Day missions, he flew on Jose
Carioca, T.S.Tessie/Beck’s Bad Boys, Wendy W,
Channel Hopper and Corky. By the time he
completed his last mission on October 3,
1944, he had been promoted to 1st.
Lieutenant.
GALVIN, GERALD M. #20317 18 April 2003
No available information on the Database
GAUDIN, PERCY J. #20336 66th Squadron 21
May 1997 S/Sgt. Gaudin was a Tail Gunner on
the James McKenna crew. He flew twenty
four missions with that crew, the first on 19
May 1944. His last mission, 6 August 1944, in
Stormy Weather, was disastrous. A.P. Byrne
was Command Pilot on a mission to the oil
refinery in Hamburg, Germany. This unnamed
plane was flying Deputy Lead for the 492nd
BG. Both Byrne and McKenna were KIA, along
with the co-Pilot, Navigator and Engineer. The
GEE Navigator, PFF Navigator, Bombardier,
Radio Operator, and all three gunners became
POW.
Previous to this tragic event, Gaudin had
flown on D-Day to Vire, France. On one mission to an A/C Factory in Brunswick, Germany,
he flew with Devon Davis as Command Pilot.
The McKenna crew flew in My Peach,
Flying Log/Pregnant Pet, My Ever Lovin’ Gal
and Cape Cod Special.
At the time of his death he was residing in
Kiln, Mississippi.
EDMONDS, THOMAS #22969 66th Squadron
Date of Death Unknown S/Sgt. Edmonds was
a Gunner on George Insley’s first tour. All of
his 22 tours were with Insley, one with
Sylvester Hunn, Command Pilot.
Edmonds flew in Big Banner, The Banshee,
Scourge of the Skies, Myrtle the Fertile Turtle,
Patsy Ann II, My Ass ‘Am Dragon, Shoo Shoo
Baby and M’Darling.
His last mission with the 44th BG was 20
April 1944. As the only married man in the
crew, Edmonds opted to return home when
he had completed his missions. He later decided to do a second tour, flying with the 15th
AF for 38 additional missions. His explanation
for choosing the 15th AF was that they had
better weather, being based in Italy. He hoped
to complete his assignment more quickly and
return to his wife. During that period he had
three missions to Ploesti. He did return home
safely.
28
�FOLDED WINGS
GORDON, CLYDE F. # 20420 68th Squadron
30 September 2007 S/Sgt. Gordon was a gunner on a number of crews, most with Parke
Jones, Jr., but also with Arthur Marcoullier,
Raymond E. Hamlyn, Arthur R. Anderson,
William Altemus and Robert Lee. He flew in
The Jinx, Flak Alley, Victory Ship, Heaven Can
Wait II, Pizz and Moan/Tootie Belle, Paper
Doll/Lady Dot, The Exterminator, and V for
Victory. His first of 24 missions was 18
October 1943, his last was 9 April 1944.
at a rapid rate. While flying with Insley, Kittle
also flew with three Command Pilots—
Sylvester Hunn, Devon Davis and Joy
Smith. In his 48 missions, Kittle flew in Lil
Cookie, Avenger, Scourge of the Skies, Myrtle
the Fertile Turtle, Patsy Ann II, My Ass’ Am
Dragon, Shoo Shoo Baby, M’Darling, Southern
Comfort III, My Gal Sal and Joplin Jalopy.
His last mission was 15 February 1945.
LOWENTHAL, LEON #21144 7 May 2007
Leon Lowenthal was a Meteorologist and
Photographer, assigned to the 44th Bomb
Group. Because of his weather-forecasting
duties, he had occasion to work closely with
other meteorologists advising General
Eisenhower, particularly about the decision to
launch the D-Day attack.
According to his son Noah, Lowenthal frequently flew as an observer on different missions, particularly on D-Day. He accumulated a
large collection of photographs which he
placed in the 2nd Air Division Museum in
Norwich, England.
As the Invasion progressed, Lowenthal was
based in different areas; one of his most vivid
memories was his assignment to Normandy
after D-Day.
After the War, he entered the business
world, producing pinball machines for local
bars. Later he owned several bars and restaurants. He and his wife, Delores Lawlor, started
a Day Care Center and Sports Camp, both of
which are still operational.
The couple resided in Doylestown,
Pennsylvania. They had four children, Noah,
Rhea and Lisa. Their son Ira is deceased. Lisa
and her husband Adam Silverstein have one
child, named Ari.
Unfortunately, Lowenthal’s bio is not on
the Database.
JANDREAU, PAUL #22967 66th Squadron
Date of Death Unknown T/Sgt. Jandreau was
an Engineer and Top Turret Gunner on the
George Insley crew. His first mission was 20
December 1943; like his Pilot, he signed up for
a second tour, which brought him to 15
February 1945. On one mission Jandreau flew
with Robert E. Felber, another with James
Tucker. Twice the crew with Command Pilots
Devon Davis and Joy Smith.
Besides many unnamed planes, Jandreau
flew in Big Banner, Victory Ship, Lemon Drop,
Scourge of the Skies, Myrtle the Fertile Turtle,
Patsy Ann II, My Ass’ Am Dragon, Southern
Comfort III, My Gal Sal, Joplin Jalopy,
Gallavantin’ Gal and Nice & Naughty.
Jandreau flew a total of 40 missions. On
the second tour the crew was flying as Lead
Plane.
KITTLE, PAUL #22966 66th Squadron Date of
Death Unknown T/Sgt. Kittle was a Radio
Operator and Gunner on the George Insley
crew. Like other members of the crew, he followed the leader and signed up for a second
tour. His first mission was 27 September 1943.
At that time, long before the Normandy invasions, missions were directed to industrial
sites, many in the Ruhr Valley where the
Krupps factory were turning out war materials
29
�FOLDED WINGS
MARKLE, ROGER SANFORD #21197 67th
Squadron 26 September 2007 2nd Lt. Markle’s
first flight was with Newton Condray on 27
February 1945. After that he piloted eleven
missions with his own crew, only three of
which are still remaining. The crew flew in Mi
Akin Ass, Old Iron Curtain, Lady Fifi Nella, One
Weakness, and Three Kisses for Luck. His last
mission was 18 April 1945.
Miss Emmy Lou II, F for Freddie and Chief &
Sack Artists. His last mission was 8 March
1944.
The relationship between ‘Dick’ Butler and
‘Potsy’ Neeper has been ongoing. They first
met at Davis Mônathan Army Air Field, both
assigned to the 506 Squadron, Butler as pilot
and Neeper as Engineer. On 21 December
1943 on a test hop in a recently repaired
plane, Emmy Lou II, an explosion occurred in
the #3 engine, whereupon all engines failed,
and Butler brought the plane down to a crash
landing. There were many injuries, Butler
being the worst, but Neeper distinguished
himself by carrying the unconscious Robert
Nicholson to safety. With fire and explosions
around the A/C, Neeper carried his Bombardier
to safety.
Despite serious medical problems in later
life, Neeper and his wife Irene attended 44th
BG reunions. At the 1990 Reunion he handed
his pilot the keys to Earthquake McGoon.
Their last meeting was at the Ploesti Tidal
Wave 60th Anniversary Reunion in Salt Lake
City, 2003. In death, he wore a B-24 tie, a gift
from his pilot, ‘Dick’ Butler.
MILLER, LOUIS F. #21350 506 Squadron. 30
April 2007 There is no Bio on this member. He
belonged to the 44th BGVA, but did not submit any information to the Database. He and
his wife Eileen resided in Towson, MD.
MURTAUGH, BERNARD #21467 66th
Squadron 30 October 2007 Previous to coming to the 44th Bomb Group, S/Sgt. Murtaugh
flew 20 missions with the 492nd from June
1944 to August. His first mission with the
44th BG was 9 August 1944, flying with
Arthur Rasmussen as a Gunner. In his fourteen missions, he also flew with Harold
Koven and once with Gilbert Magaziner as
Command Pilot.
Murtaugh flew in Big Time Operator, Jersey
Jerk and several unmarked planes. His last
mission was 27 November 1944.
ROBERTIE, WILLIAM #21823 There is no
database information about the activities of
this 44th member. He paid dues, and when he
passed on, his wife Hazel continued her membership. It would be interesting to know what
he did in Shipdham. Everybody’s job was
important.
NEEPER, LOY L. “POTSY” #21491 67th
Squadron 31 January 2008 T/Sgt. Neeper was
a Flight Engineer, flying his early missions with
the Walter Bunker crew. Richard Butler was
Co-pilot on that crew until the 7 September
1943 mission to Holland, when he moved to
the pilot’s seat. On one mission they flew with
James McAtee as Command Pilot. On later
missions Neeper flew with Robert E.
McCormick. He flew in some of the most
challenging missions of that period—Ploesti,
Wiener-Neustadt, Kjeller and more.
In his twenty-five missions, Neeper flew in
Earthquake McGoon, Ruth-Less, Mr 5 by 5,
Calaban, Old Crow, Miss Emmy Lou, 4-Q-2,
30
�FOLDED WINGS
SMYTHE, WILLIAM D. #22096 68th
Squadron 26 January 2008 Major Smythe was
an Intelligence Officer who debriefed the
crews upon the completion of their missions.
According to his Commander, Bob
Lehnhausen, Smythe was so impressed with
the sacrifices of the flight crews, he volunteered to fly on a number of missions. After
his fifth mission, Commander Lehnhausen
pinned his Air Medal, noting that Smythe was
one of the few Air Force ground officers who
earned a combat award for participating in
aerial operations.
Before the war Smythe attended Duke
University. When he returned home after the
war he established an automobile dealership.
His dedication to the automobile industry
brought him numerous awards and recognitions; and his generosity to religious, educational and civic organizations brought him
great respect and many accolades in the Santa
Clara Valley. He is survived by his wife of 30
years, Carol Jean Smythe, six children, 16
grandchildren and one great grandchild. He
was residing in Woodside, California at the
time of his death.
YOUNG, JOHN S. #22664 66th Squadron
Date of Death unknown T/Sgt. Young was a
gunner on the George Insley crew, and along
with his pilot, flew two tours, the first on 27
September 1943. In his 66 missions he filled
all gunner positions. On one mission he flew
with Joy Smith. On the second tour, the
Insley crew flew as the Lead Plane. Twice they
flew with Command Pilots: Sylvester Hunn
and Devon Davis.
The Insley Crew flew in Big Banner, Nice ‘N
Naughty, Lil Cookie, Avenger, Lemon Drop,
Scourge of the Skies, Myrtle the Fertile Turtle,
Patsy Ann II, My Ass ‘Am Dragon, Shoo Shoo
Baby, M’Darling, Southern Comfort III, My Gal
Sal, and Joplin Jalopy, plus many unnamed
planes. Young’s last mission was 15 February
1945.
After the War Young entered the practice
of Medicine.
Ed. Note: This issue has many names from the
George Insley crew. These were submitted by
Roger Fenton, who wanted everyone in that
crew to be honoured, even those who died
before the 44th BGVA was organized.
31
�THE ARMY HERITAGE AND EDUCATION CENTER
This Museum and Educational Center is a major component of the U.S. Army War College at the Carlisle Barracks,
Carlisle, PA. The Carlisle Barracks is the second oldest military base in the country. Many great officers attended
classes in the Barracks, among them General John Pershing (1905), Dwight D. Eisenhower (1927) and General
Omar Bradley (1934) The Army Air Corps was under the Army in WWII, and the Army Museum officials greeted
us warmly. Will Lundy made the decision to place the 44th BG’s memorabilia here—all seventeen file cabinets
full.
Leon Johnson and those who flew in the formations behind him will be on parade at the Reunion in October.
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
�
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8 Ball Tails
Newsletter
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Text
44th Bomb Group Veterans Association
m
41-28829
m
42-95142
8 BALL TAILS
Vol. 8 Issue #5
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Winter 2007
EIN # 68-0351397
My Everlovin' Gal was assigned to
the 66th Squadron; then transferred
to the 506th on 27 April 1944. The
crew of H. K. Landis flew it to
Hamm, Germany, then made many
missions on Cape Cod Special. The
Gerald Wescott crew flew 16 missions on My Ever Lovin' Gal.
Tragically, on 29 June 1944, side by
side, over the skies of Magdeburg,
the two collided and went down.
MY EVERLOVIN' GAL
Both were from the 506th Squadron.
The target was the Krupp Aircraft Factory in
Magdeburg, Germany, a very heavily defended
site. Thirty seconds after Bombs Away, My
Everlovin' Gal was hit with flak, causing fluid
from the hydraulic reservoir to pour out, leading
to an explosion in the bomb bay. Flying alongside was Cape Cod Special which was hit at the
same time. When trying to pull out of formation,
the A/C slipped to the right, landing on top of
Wescott's craft. Both planes went down; ten men
died; nine became POW.
CAPE COD SPECIAL
1
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Court, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Jackie Roberts
11910 SE 44th
Oklahoma City, OK 73150
Phone 405 732-5838
E-Mail mywings@cox.net
Immediate Past President:
(Holding position of the late Paul Kay)
Roy Owen
240 Estates Drive #1
Chico, California 95928
Phone (530) 891-9157
FAX (530 891-9157
E-Mail: Rowen1115@att.net
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
E-Mail leeaston@elberton.net
Director: Richard Lynch
109 Jason Road, Box 518
Conrad, Iowa 50621-0518
Phone(641) 366-2414
E-Mail r_blynch@netins.net
(first three letters r_b)
Director: Sterling Dobbs
P. O. Box 825
LaGrange, Texas 78945
Phone 979 249-3838
E-Mail b24dobbs@yahoo.com
Director: Charles W. Tilton
912 Scenic Drive
Charleston, WV 25311-4165
Phone 304 346-4165
E-Mail ctilton4165@suddenlink.net
UK Representative: Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail s.p.adams@btinternet.com
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: afbas@aol.com
2
�MY EVERLOVIN' GAL & CAPE COD SPECIAL
Twelve different crews flew on My Ever
Lovin' Gal's 29 missions, the first of which
was 27 March 1944. Cape Cod Special's
first was about two months later (3 June
1944); it survived only 9 missions and only
three crews had flown in it. It is interesting
that both pilots were on many of the same
missions-Pas de Calais, Hamm, Gutersloh,
Chalon-sur Mane, Moyenneville, Berlin and
many more. Both pilots flew on D-Day,
Landahl to Caen; Wescott to Ferets DeCerisy.
S/Sgt. Walter V. Lawrence, Left Waist
Gunner, on Ever Lovin' Gal, saw the flames
in the Bomb Bay and reported the problem
to his pilot. He returned to his gun position,
just as the explosion occurred. He was
thrown out of the plane; and fortunately
was wearing his parachute, which did not
catch fire nor was hit by flying debris. Only
later did Lawrence learn that flying alongside My Everlovin' Gal was Cape Cod
Special, and that both planes had been
struck.
Howard Landahl, pilot on Cape Cod
Special could not control his plane. When
both planes tried to pull out of formation,
Landahl's right wing struck Wescott's A/C,
and disaster ensued for both.
Fred DuBose, Radio Operator on
Wescott's plane, landed a short distance
from Lawrence. Nearby was Landahl, pilot
of Cape Cod Special, in great pain from
serious injuries in his thighs and legs.
Apparently he had lost a great deal of
blood. He was given morphine to relieve his
agony. He died shortly thereafter.
Three men from My Everlovin' Gal survived and became POW: Fred DuBose,
Walter Lawrence and Joseph Morris, Tail
Gunner. KIA were Gerald Wescott, pilot,
Robert Reeves, Co-Pilot, Thomas Hine,
Navigator, Arthur Toepel, Bombardier,
Edward Thompson, Engineer, and Frank
Artym, RW Gunner.
Besides Landahl, other members of the
crew KIA were: Nels Pedersen, Navigator,
Robert Staples, Engineer, and Charles
Schiess, Well Gunner. Six became POW:
Randolph Smith, Co-Pilot; Thomas
Conzoner, Bombardier; Jack Davis, RW
Gunner, Coleman Underwood, LW Gunner;
Frank Rinaldo, Tail Gunner.
On this mission to Magdeburg, 26 of 36
aircraft were damaged; 2 were lost; one
66th Squadron A/C was forced to crashland; one 67th Squadron A/C returned with
one WIA, Norman Tiller, Waist Gunner on
Myrtle the Fertile Turtle.
The photographs of My Everlovin' Gal
and Cape Cod Special were part of the
Steve Adams collection.
3
�This Issue of the Eight Ball Tails is Dedicated to the 44th BGVA’s
Archivist, the Late C. Will Lundy
Editor's note: On 11 October 2006 Will Lundy passed away
in Springfield, Missouri. He fell on a parking lot when he
and his son Kevin were taking a casual walk during the
Bomb Group Reunion in Branson. News of his death
resounded around the world. The life and times of Will
Lundy can best be told by the many people who knew him.
As a member of the 44th BGVA, he worked until his last
days to memorialize those who 'gave all'. His description of
the men returning from early missions in planes that were ill
equipped to provide safety and comfort for the crews cannot be matched in any other literature. No other aerial
group can equal his detailed description of the 44th BG's
activities on D-Day and other unforgettable times in the UK.
Generations of families, scholars and tomorrow's airmen will
benefit from Will's life work.
From Robert Lehnhausen, Commander of the 68th
Squadron: When WWII broke out, Will attempted to join the
Will Lundy and Charles Runyon
various military services; in each case he was rejected
because of an eye problem. Determined as he was, he finally
succeeded in getting an Army doctor to accept him. He was sent to Aviation Mechanics
training. Upon completion of that training, he was assigned to the 44th shortly before they
embarked for duty in the United Kingdom. Will became an assistant crew chief in the 67th
Squadron of the 44th.
It was while serving as an aviation mechanic on the 44th's majestic B-24's, that he witnessed the sacrifices that were being made by the air crews of the 44th. So many of these
losses were experienced with little or any knowledge of what had really happened to cause
that loss, except to write it off as 'enemy action', or flak or fighters.
Several years after the war ended, he began to probe official records. He sought information from former air crew members. He began to assemble mounds of information. He
became determined to write a history of the sacrifices of his squadron. It was a very sad
tale. Of the eighteen pilots and co-pilots of the 67th's original nine crews, only two officers,
Howard Moore and Bill Cameron, completed their required tour of 25 missions.
His plan to write the history of his squadron quickly was expanded into a history of the
44th. In 1987 Will and his lovely wife Irene compiled, edited, financed and published the
first “Roll of Honor and Casualties of the 44th Bomb Group (H)”.
Upon publication and distribution of this massive effort. former crew members,
researchers and members of families whose loved ones had been lost, added details to the
record, or explained situations that had been referred to in the “Roll”. This splendid gentleman became a compassionate and caring expert, skilled in assistance to the families of men
who had perished. He was always available. He developed a network of historical
researchers throughout the world, who shared his concern that our men and their courageous deeds and achievements shall 'never be forgotten'.
4
…continued on page 5
�THE LATE WILL LUNDY… continued from page 4
In 2005 he financed and published the updated, expanded version of the “Roll of Honor”.
Once again the members of the 44th Bomb Group family enthusiastically supported his plea,
that this latest version be placed in as many libraries and repositories of historical military
information as possible. He and his Irene achieved that on behalf of the 859 men who gave
their lives as members of the 44th from October 1942 through May 1945.
Will was also the visionary who recognized the value of the Master Database computer
program, conceived and perfected by his brilliant friend, Arlo Bartsch. This humongous store
of information on the wartime sorties of the 44th is now available on our Web Site. This information is available by both cyberspace and in print.
We were blessed that this very humble but dynamic gentleman persisted in his desire to
serve his country, and that he was assigned to the 44th. We mourn the loss of our dear friend.
WILL LUNDY WAS THE BEST OF MEN.
From Ray Ward, Author of Those Brave Crews: Without the help of Will Lundy, my book
could not have been written… (This highly acclaimed book is a well documented report on
the Ploesti Mission. The book can be found on Google and Yahoo. The author can be reached
at Weldon@cqservoces.com)
From Forrest S. Clark: I first met Will 30 years ago during one of the 44th reunions in
England in a huge Medieval Hall in Norwich. Jimmy Stewart was there, tall and elegant…there
were many officers of the 8th Air Fore and high officials of the English government. But Will
was not so much interested in them as he was in the little guys. Will wanted our stories, and
he was interested in the nitty gritty of the 44th.
From David Webster: Losing Will has saddened me deeply. He was a great friend. He gave
me the greatest gift I could ask for. He introduced me to all of you. My first reunion with the
44th was in 1995. I was very nervous, but Will took me around to meet you all. I have made
so many great and lifelong friends due to Will. He will live forever as a part of our friendship.
(Webster has a private museum containing many artifacts from WWII.)
From Jackie Roberts, Treasurer of 44th BGVA: By the time I became a part of the 44th, I
had looked for 50 years for information about my father. All I had of him was one picture.
Will, in ONE week after hearing my story about being an orphan, sent me enough information
to fill two suitcases. He filled the missing pieces of my life. I will never forget Will Lundy. He
will always have a place in my heart. What a wonderful caring man. (Jackie has accepted the
position of Treasurer of the 44th BG Board)
From David Hastings, a member of the Memorial Trust Board of Governors for the 2 AD
Library in Norwich: We were shocked to hear the terrible news about Will Lundy…We have
lost a true and great friend. His wonderful book on the 44th is always on show in the
Memorial Library next to the Roll of Honor…
From Peter Bodle (Quoting Paul Wilson) 'A GREAT CHAP' is typically the way we Brits will
remember him. Upon the recommendation of Peter and Steve Adams, the museum of the
Shipdham Aero Club will be named “The Will Lundy Museum”. The Aero Club, itself, is dedicated to the great men who flew from there, the 44th Bomb Group.
5
�PRESIDENT'S MESSAGE
We were all saddened by Will Lundy's passing and our sympathy goes out to his son Kevin, who accompanied Will to
Branson, and to the rest of Will's family. Bob Lehnhausen called
him a "Mountain of a Man" and said that he stood, in the minds
and hearts of the 44th veterans, as equal to that of General
Johnson. Our feelings could not be put any better than that.
While trying to put this message together, I looked over several
past issues of the 8 Ball Tails. All, of course, had Will's " Will Sez"
articles. It is truly amazing, considering all the work that Will
did, to record his recollections and our history. He was really a master in researching
and recording all that information.
At this Thanksgiving time we give our thanks for having people like Will Lundy,
Webb Todd, and Norm Keifer who wrote Squadron histories and for Will's "Roll of
Honor".
Special thanks to Ruth and Perry Morse and Jackie and Lowell Roberts for getting
our 2008 reunion arrangements started. Jackie and Lowell traveled all the way from
Oklahoma City to Harrisburg, Pennsylvania to scout out hotels and help Ruth and Perry
in the planning.
I hope all of you have a great Christmas and New Year's holidays.
George
OUR FIGHTING MEN
By Sgt. Geoff E. Draycott
617 Squadron, RAF Scampton. 1971
Before you make a comment to perhaps judge and condemn,
Once they were the country’s finest. Now they’re very old men.
Once they were young and handsome, and donned their uniforms with pride.
Many went off to battle; sadly, many fought and died.
Of those who are with us today, many crippled and somewhat staid,
They make no claim on glory; it was a price courageously paid.
So when today you see them walking slowly down the street,
Remember, they fought for our freedom so that we might all peacefully sleep.
George Washburn brought this poem back from England. It echoes the status of the U.S.
Airmen who reached into the unfriendly skies of Europe in WWII.
6
�BRANSON, MISSOURI OPENED ITS ARMS
FOR THE 2007 REUNION OF THE
44TH BOMB GROUP VETERANS ASSOCIATION
The Tourist Bureau promised a gala event, and Jackie & Lowell Roberts made certain that it happened. The nearest airport was forty miles away; but Lowell rented a seventeen passenger van, and
burned the highway time after time, day after day, getting everyone to the Grand Plaza Hotel, then
back and forth all weekend. The Reunion could never have been successful without this fantastic
service.
Black Jack’s battered left verticle’s stabilizer, a good back drop for the 44th Bomb Reunion.
Front Row L-R Don Williams, Nathan Woodruff, George Washburn, Ira DePiero, Jack Schiffler, George Insley,
Robert Reasoner. Second Row: Lowell Roberts, Arlo Bartsch, Jerry Folsom, ??????????, John Gately, Frank
Schaeffer, Will Lundy, Tony Mastradone, Ray Hamlyn. Back Row: ???????????, Bill Newbold , Robert Swegel,
Dick Lynch, Jack Porter, Roy Owen, Edward Serbin, Perry Morse, Sterling Dobbs, Lee Aston, Robert Johnson
Will somebody please fill in the question marks?
then repatriated.
Coleman
Vickery, son of
the Navigator,
Eugene Vickery,
and family
attended the
Reunion, bringing
with them an
amazing accumulation of memorabilia and a copy
of the book
which his father
had written,
Robert Reasoner and Charles
Runyon
describing much
THIS NEVER HAPPENED BEFORE
A tattered, battered, rusty old chunk of a B24 came to Branson, courtesy of Charles
Runyon, a history buff and private collector of
tattered, battered, rusty old things. Runyon
lives in Tennessee, but rented a vehicle to bring
the aged vertical stabilizer to Branson.
Looking at the old piece of Black Jack, Bob
Reasoner was happy to pose with Runyon, the
man who brought this ancient relic from the
Austrian barn where it had been stashed since
1943. Reasoner was the Tail Gunner on that
A/C which went down at Wiener-Neustadt, flying with the Coleman Whitaker crew. Five
men were KIA, five became POW. Because of
the severity of his wounds, Reasoner was POW,
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Showboat Branson Belle. A light hearted
moment came when Sid Paul was called to
the stage.
Whether by accident or acting as
a jokester, Sid
kept the performer constantly
dismayed by
ringing the
wrong bell or
Ivo & Ivy DiPiero
inappropriately
tapping the
drum. The audience loved it. Fritzi Selasky
danced with a show girl with the same effervescence we have seen at many of our past
reunions (when some of our members were
still dancing.)
There was a tender moment at the Banquet
when Jackie Roberts poured out her heart in
gratitude for the help that she received in locating her lost father. Jack Ostenson, a gunner on
the Mathisen crew was KIA on 21 January
1944. She presented beautifully engraved
flame-shaped glass figures to Will Lundy
(absent from the Banquet), Roy Owen, Lee
Aston, Tony Mastradone, Ruth Morse, Jackie's
husband Lowell, son John and grandson Justin,
all of whom contributed to her journey to learn
about a father she never knew.
about his POW experience. Young Vickery was
named for Black Jack's pilot, Coleman
Whitaker, who, along with four other members of the crew, was KIA.
A table in
the Hospitality
Room showcased
the collections of
Runyon's searches for memorabilia. He states
that his
The Family of Eugene Vickery European contacts are offering
him more old junked pieces from crash sites of
a B-17 and P-47. He has learned that when
planes crashed, many times locals would recover items that they might be able to use later. “I
have seen B-24 wheels that were modified and
used on tractors and wagons, wings used for
fences, barn doors made from parts of planes,
and so on.”
As always, the Hospitality Room was a
great place for friendly chats and serious
remembrances. Sid Paul, Perry Morse and Tony
Cianci kept the liquids flowing while Arlo
Bartsch sat nearby, looking up histories on the
Database.
THE TOURS
The Veterans Memorial Museum in
Branson is truly remarkable. The walls are covered with over 500,000 names of soldiers killed
in action. An awesome sculpture of fifty combat men lined up two by two is an amazing
piece of
art. Each
soldier is
modeled
after a real
combat
man from
Sid Paul, Perry Morse and
Tony Cianci
each state.
Marching
among them is Bob Dole, portrayed on what is
reputed as the largest sculpture in the world.
IT'S A NEW ERA FOR THE 44th BGVA
Two members of the second generation
from our veterans have been elected to the
Board-Jackie Roberts and Roger Fenton. Jackie
and her dedicated husband Lowell accepted
the office of Treasurer, replacing Dick & Betty
Lynch who had held the position for the past
five years. Dick agreed to continue serving on
the Board as Director.
Roger Fenton is the son of Captain Milton
Feinstein, a Navigator in the 66th Squadron.
Feinstein flew 47 missions, most of them with
the George Insley crew. His last mission happened to be on April 25, 1945, the 44th's last
mission of the war.
As Historian, Roger worked with Will Lundy,
answering many questions of people hunting
information about relatives or crew members.
Ivo & Ivy DiPiero were with the group that
'walked the plank' to luncheon on the
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His contacts for
gaining information extended to
researchers in
the UK. Roger
was able to add
to 44th membership, gaining
the interest of
Lowell & Jackie Roberts,
many by supplyBetty & Dick Lynch
ing a copy of
the 8 Ball Tails to inquirers. When he accepted
the VP position, he graciously agreed to continue as Historian.
New to the Board is
Charles Tilton, a Navigator
on the Jack F. Comstock
crew. He was recommended by the Nominating
Committee, Bob
Lehnhausen and Roy
Owen; but was elected in
absentia, having another
Roger Fenton
obligation when the
Branson reunion was scheduled.
The crew with the most members in attendance was the
(late) George
Beiber crew.
When Nathan
Woodruff
(Engineer) met
Jerry Folsom
Perry Morse, Jerry Folsom and
(Co-Pilot) and
Nathan Woodruff Woodruff
Perry Morse
(Tail Gunner), bystanders watched them tearfully embrace. It was 'Woodie's first 44th BG
Reunion. He was accompanied by his son John
and grandson Taylor.
REUNION ATTENDEES
Beryl Apgar — Lee & Mary Aston — Sterling
Dobbs — Dick & Betty Lynch — Perry & Ruth
Morse — Roy Owen — Lowell & Jackie
Roberts — Julius Carter — George Washburn
& Cynthia Harmonowsky — Jerry & Beverly
Folsom — John, Jean & Bernadette Gateley —
Will & Kevin Lundy — Sidney & Elizabeth Paul
— Edward, Jean, Mark & Julie Serbin —
William Sanders — Tony & Lois Cianci — Arlo
& Blanche Bartsch — Peter Burns — Ivo & Ivy
DiPiero — Richard Hruby — Roger & Lori
Fenton — Zane & Janey Hagins — Ray & Tom
Hamlyn — Richard Holliday — Lee, Earl &
Darla Howard — George & Jeanne Insley —
Fritzi Selasky — Dale Lee & Bea Commiti —
Robert & Roberta Johnson — Frank Schaeffer
— Tony & Kathie Mastradone — Ira & Ruth
McKee — Marilyn Murrack — Bill Newbold —
Jim Snyder & Martha Pederson — Jack, Jack,
Jane Porter — Robert & Bernice Reasoner &
Ann — Charles Runion — Jack Schiffer &
Delores Shipley — Vernon Wells — Delbert,
Sara Tom & Regina Shaffer — Nathan, John &
Taylor Woodruff — Don Williams & Sharyn
Sanderson — Maple Cervo — Nina & Caitlyn
Wallace — David Saylor — Coleman Vickery
and other family members.
(IF YOUR NAME WAS OMITTED,
PLEASE FORGIVE ME)
The Editor
A gem of knowledge from the Memorial
Museum in Branson: The Luftwaffe's 262A
was the first operational turbo jet A/C ever
created. It was first used 25 July 1944 for
photo reconnaissance. 1,400 were produced, but less than 300 saw combat, as
the AAC destroyed hundreds on the
ground. Others did not make it into action
because of lack of fuel, spare parts or
trained pilots. (Can we say that the 44th
BG contributed to their problem?)
Waiting to see the Red Skelton Tribute:
Betty Lynch, Jack Schiffer, Delores
Shipley, Beverly Folsom & John Gately
9
�THE LIBERATOR AT BALBOA PARK
Butler flew on two of the 44th's most awesome missions-Ploesti and Wiener-Neustadt,
but was badly injured later on a test flight.
A Dedication Ceremony honoring the B-24
Memorial Donors was held on Veterans Day,
with both Cardenas and Butler as speakers.
Among the donors credited for contributions
was the 44th BG, as recommended by the late
Paul Kay.
Sculpture of B-24
Thanks to the determined efforts of an
eight-man committee, Balboa Park in San
Diego, California is graced with a sculpture of
a B-24 Liberator. Two 44th BG members served
on the Committee: B/Gen. Robert L. Cardenas
(Ret) and Col. Richard D. Butler (Ret). Both
Cardenas and Butler flew in the War and later
were members of the USAF. Cardenas was shot
down 18 March 1943 after hitting the target
at Friedrichshafen, Germany. He parachuted
into neutral Switzerland, then managed to
escape. Cardenas is famous for flying the plane
that carried Chuck Yeager to Mach 1.
L-R Robert Cardenas, Richard Butler,
John Gately. Front is Lt. Col. Lester H.
Ronsberg (Ret), USAF 376 BG. Ronsberg
was the only other Ploesti veteran in
attendance.
THE 44TH BOMB GROUP PX
When we lost Sam Miceli, the PX was boxed and dropped into the hands of Dick & Betty
Lynch. An appeal in the 8 Ball Tails brought a wonderful phone call from Don Prater,
volunteering to help. Here is what is available:
Blue Liberator Shirts
$30 + $4 postage
List size
Flying 8 Ball Shirts
$25 + $4 postage
List size
Flying 8 Ball Golf Caps
$15 + $3 postage
Indicate Squadron
Flying 8 Ball Pins
$ 5 + $1 postage
Indicate Squadron
44th Bumper Stickers
$ 2 + $0.50 postage
Contact Don Prater, 1608 E. Candlestick Drive, Tempe, AZ 85283.
Phone 480 820-3838 E-Mail donprater@msn.com
Make checks payable to the 44th Bomb Group Veterans Association
Don Prater will be introduced in a later issue of the 8 Ball Tails
10
�PLOESTI—SETTING THE RECORD STRAIGHT
By Robert Lehnhausen
was a 'gathering of the Ploesti Veterans in Salt
Lake City in 2004'. He missed the point and the
date. It was the 60th Reunion of the Ploesti
Raid, and the date was 2003.
Now I dismount from my 'high horse' to
further state that there are very few photos in
this latest work. Please, I am not a book
reviewer, but damn it, I was a participant. I
had the duty, on this operation, of flying in a
ship that was on the right wing of our very ill
great friend from Jasper, TX. (Tommie
Holmes). What a courageous and noble man,
who was a 'hot rock' pilot.
From the Editor: While we are pointing out
Ploesti errors: let's look at this one: In the
book BOMBER MISSIONS by Col. Patrick
Murray, he states “Colonel Johnson's 44th
Bomb Squadron did not follow the same mistaken path, thanks to Colonel James T. Posey,
who found the checkpoint leading to Brazi,
the high octane plant five miles (8km) north of
Ploesti. Johnson personally led his squadron as
formation commander, flying in the co-pilot's
seat of Suzy-Q, while Major William Brandon
piloted the plane. When Johnson found that
his target had already been bombed, he directed the squadron to alternate targets.”
What? Bill Cameron, Henry Lasco and all
who followed him attest to the fact that Col.
Johnson dove straight into the cauldron with
his formation behind, dodging planes that
were crossing in front of them. The situation
was so fearsome and dangerous, after the war,
it was learned that the local citizens thought
someone was putting on an air show.
On the reading of “Into The Fire” by Duane
Schultz, the latest Ploesti book, I am about
three fourths through it. According to the bibliography and the listing of origin of the many
quotes used in this text, this gentleman has
done a great deal of reading, but I find little
NEW so far. I still maintain that the work of
Dugan/Stewart is great work. The work of
Roger Freeman has the greatest amount of
research and military intelligence information
and the best collection of pictures. The work of
Robert Sternfels is superb in that he blew away
the 'myth' that the leader of the 376th crashed
into the sea. The officialdom of the Air Force
permitted that story to exist, that a 1st lieutenant was the lead aircraft of such a large,
well planned and bold mission, when the true
lead of the 376th Group was Col. Keith
Compton. Col. Compton flew as the co-pilot of
the true lead ship. Lt. Flavelle may have led an
element, but not the mission. Additionally,
General Ent, the 9th AF Bomber Commander
was on board Col. Compton's plane as the
Command Pilot, the real mission Commander.
Sadly, it was their aircraft that made the turn
toward Bucharest at the wrong IP. General
Brereton, the 9th AF Commander, in his wisdom, refused to assess blame, stating something like, 'these are the errors that are made
in the heat of battle'.
We go back to the truth, that the air forces,
unlike other branches of the services, ALWAYS
were led to battle with their commanders out
front, in the lead aircraft of the formation.
Another error in the Schultz book that I would
like to point out is the statement that there
Some Thoughts for the Day
Living on earth is expensive, but it does include a free trip around the sun.
Birthdays are good for you. The more you have, the longer you live.
I have noticed that the people who are late are often much jollier than the
people who have to wait for them!!
11
�44th BGVA AWARDS, DECORATONS & MEMORIALS
By Lee Aston, Director
French Legion of Honor
Lt. Col. James C. McAtee
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Did You Know…
The Air Force Song was written by Robert MacArthur Crawford, an Alaskan-born musician who
studied music at Princeton, in France and at Julliard. He entered his song in a contest, judged
by Air Force wives. It was introduced at the Cleveland Air Races in 1939.
During WWII Crawford became a pilot in the Air Transport Command. After the war he became
a Lt. Col. In the AF Reserves.
The song was carried to the surface of the moon in 1971 aboard the Apollo 15 “Falcon” lunar
module. When ‘Falcon’ blasted off, Worden played the song on a tape recorder aboard the
‘Endeavor’ command module. It played while ‘Endeavor’ was in orbit around the moon.
15
�LETTER FROM SHIPDHAM
The highlight of the Summer here at your old station had to be the many visits of Veterans, Veterans
families and 44BG and 8th Air Force enthusiasts. The 44th's very own Lee Aston, Mary and their family were
the first. I'm sure Lee himself will have a lot to tell you guys about it, and the other sections of the Aston
family pilgrimage to the UK, but for the record I'll go over the main points of the time spent at the airfield.
The memorial garden in front of the clubhouse is started and the first main feature fully completed is the
new flag pole (Resplendent on the day with the Stars and Stripes fluttering in the English breeze.) Lee and
Eileen Paterson ceremonially dug the first sod of earth from the area where the pathway and garden will to
the flagpole. Whilst beside the flagpole, Lee presented Mrs Paterson with the beautiful 44th BG / 67
Squadron sun-catcher that will now be hung in pride of place in the 44th Bomb Group Museum which overlooks the Memorial Garden.
Lee and his son then were taken on a flight, overhead his old station, so father and son could share
visions and memories for years to come. There was a lot of photography going on at the time, including
quite a number of shots by the Aero Club's own official photographer Doug Mounter. (A disc, in American
format, of this wonderful event will be forwarded to Ruth, to use or copy as you all see fit.)
The visit then moved on to the museum, which is now almost 90% complete. There the Aston family
was able to enjoy time looking at the exhibits with the museum team and Mrs Paterson, and her family.
A traditional English roast dinner was then served with all the trimmings. As the dinner wound to a
close, I was able to say a few words of welcome to Lee, his family and Mrs Paterson and her family. (Which I
had to admit seemed a bit strange as Lee was serving at the airfield before I was born, and Mrs Paterson
owned the airfield anyway!) None-the-less Lee replied with his usual emotion and candour and rounded off
a superb day and one that will remain in the history of your old station forever.
Then George Washburn came to visit a few weeks later and we were able to repeat the conducted tour
of the Museum and Memorial Garden site. We had George and Cynthia with us over two days and were
able to discuss in some detail, all our hopes and plans for the future remembrance of the guys of the 44th.
Again Mrs Paterson was able to join us on one of the days, and share her enthusiasm with the projects
planned, for that small section of your old East Anglian station.
No sooner had George and Cynthia left, than another club member phoned me requesting a visit to the
Airfield by an ex Norfolk, GI Bride whose late husband had been part of the Intelligence section attached to
the 44th and latterly the 14th Bomb Wing, with Leon Johnson.
Just to top it off last week we were asked to host a coach load (40-45) English 8th Air Force enthusiast,
on a conducted tour run by a specialist tour operator. (Their tour was Wendling, Shipdham, Old Buckenham
and Thorp Abbott ) I suspect we will see a few more of these tours over the next few years as the Museum
to the 44th gets better known.
We have to say a big thank you to George and Cynthia, to Lee, Mary and their family and to the board
of the 44th Bomb Group Veterans Association for their generous and timely donations to assist with the
work of the museum. As you know we have been mainly self funding up to this time, and occasionally
progress has been slowed by this. Now several of the bigger projects, The Garden and The Roll Of Honour,
can start to make real progress. Thank you all.
On the 'looking forward' side of the airfield, we have a young (16 year old) pilot in our midst now.
Lauren Bean has been learning to fly for several months and on her sixteenth birthday she soloed for the
first time. Your lead of having young aircrew is still being followed at Shipdham, sixty or more years after
you went home. Like you, we are proud of our pilots…some habits never die.
Warmest regards from your friends in England.
Peter
16
�ASTON’S “LAST HOORAH” TRIP TO SHIPDHAM
June - July 2007
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Wall repair at Shipdham’s All Saints Church
All Saints Church daffodil memorial olots are being
sold to raise money from donors
Director Aston & David Hill
by the Church’s 44th BG Memorial
Part of Shipdham’s Saints Church Board greet Aston,
L to R Brian Kidd, David Hill, Lee Aston
Lee Aston being interviewed by Robert Lomas,
a reporter for the Dereham News
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�THE CONTINUED SAGA OF SYDNEY BOLLICK
RCAF, RAF, AAC, THEN POW IN SWITZERLAND
6 JUNE 1944
I was awakened that morning by the
sound of heavy footsteps in the hall outside
my room, voices yelling and someone knocking on all the doors saying, “Get up, it's here!
The Invasion! The Allies have landed in France.
We'll soon be going home. Get up, get up!
I jumped out of bed and turned on my
radio, which was tuned to a French speaking
Swiss station. The announcer was so excited
and talking so fast that it was hard for me to
understand him, but he kept repeating over
and over, “Les Allies sont debarque sur l'emboucherie de la Seine!” (The Allies have landed at the mouth of the Seine!) and I realized
that the Invasion had actually started.
Jumping into my clothes, I went down to the
lobby where all the other officers had gathered. Nobody seemed to be interested in
breakfast. Everyone was talking about the
invasion and going home.
As soon as it opened the local stationery
shop quickly sold out all of its copies of large
scale maps of Western Europe. I managed to
get one and thumb tacked to one wall of my
room and faithfully plotted the Allied
advances as they were reported on the Swiss
radio and by the BBC from London. At first
their progress seemed agonizingly slow, but
after the breakthrough at St. Lo, and the subsequent cutoff of the Cherbourg Peninsula,
things proceeded at a much faster pace. There
was even talk of the impending liberation of
Paris, but that proved to be a bit premature.
A byproduct of the Invasion was a subsequent increase in the internee population of
the camp at Adelboden. The Eighth Air Force
intensified its deep penetrations into southern
Germany and Austria, and more and more
damaged bombers found it necessary to seek
sanctuary in Switzerland. It soon reached a
point where Adelboden simply couldn't hold
any more internees, so the Swiss had to open
another camp.
We all knew that something was in the
wind, and rumors spread through the camp
like wildfire. Everything from our being repatriated to our being sent to a more prison-like
Swiss military compound. None of these
rumors proved to be true, and it was all settled one morning toward the end of June
when the Swiss Commandant spoke to us at
breakfast. All officers were being sent to a
new Internment Camp at Davos. We were to
pack our belongings and assemble at the
front of the hotel at 8 a.m. the next morning.
After gulping down our breakfast, there
was a mad rush for maps to find out where
Davos was located. It looked to be some hundred and fifty miles or so from Adelboden, in
another section of the Alps, quite close to the
Austrian border. On the map it appeared to be
a much larger town than Adelboden.
TRANSFER TO DAVOS
After breakfast the next morning we
assembled in front of the hotel with our few
personal effects. After roll call we picked up
our belongings and walked through the village down to the railroad station. Most of the
enlisted men were lined up along the side of
the street to see us go, and I stopped to shake
hands with each member of our crew, and to
wish them luck.
The train ride to Davos took most of the
day. We arrived about four o'clock in the afternoon and were trucked to our new home, the
Grand Hotel in Davos-Platz. On the ride from
the station we found that Davos was certainly
much bigger than Adelboden. In fact, it was
really two towns, Davos-Platz and Davos-Dorf.
Most of the hotels, as well as the business district, were in Davos-Platz, and made up the
heart of the ski resort. Although not quite as
famous as its neighbor, San Moritz, it was well
known to the worldwide skiing fraternity.
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�SAGA OF SYDNEY BOLLICK… continued from page 24
Davos-Dorf, on the other hand, was a hospital town. Its virtual isolation from the rest of
the town was due to its being home to three
hospitals for tuberculosis patients, most of
them German or Austrian. Needless to say,
they weren't too thrilled at having American
airmen as their neighbors.
Just as the Nevada Palace wasn't really
palatial, neither was the Grand Hotel very
grand, although it showed some signs of having been so at some time in the past. It had
bigger rooms than the Nevada Palace, and a
big lobby that was converted to a lounge for
us, with plenty of tables for our card games or
for reading and writing.
I wasn't lucky enough to get a room to myself
this time, but I was able to pair up with a B17 pilot named Cliff Beach, who I had gotten
to know quite well at Adelboden. We divided
the room into 'yours' and 'mine' and settled in.
Our maps were to first things to go up on the
walls, and we resumed our plotting of the
Allied advances.
had already been overseas for two and a half
years, and the prospect of spending another
year or more in Switzerland didn't appeal to
me.
PLOTTING AN ESCAPE
My opportunity for escape dropped into
the camp one day in the form of a FrenchMoroccan ex-soldier named Emile Bou-Hanich.
Emile had been a Lieutenant in the French
Army when France fell. To escape a German
prisoner of war camp, he fled into Switzerland
after he was demobilized and discharged.
Since he was no longer a French soldier, his
status was that of a civilian internee; and as
such he was not confined a camp, but was
free to come and go pretty much as he
pleased.
Emile and I seemed to hit it off together
right from that first visit of his to our camp.
He was about six feet tall, a little on the stocky
side, but not overweight; with curly black hair
and flashing black eyes. At the time that I met
him he was living with a girl named Michelle
in Lausanne, who just happened to be a secretary in the Lausanne office of the Swiss government bureau that was responsible for all
the foreign civilian internees in the country.
He came up to our camp two or three
times during July and August, and each time
we talked about the progress of the war and
our chances of escaping into France. By this
time the Maquis had come down out of the
mountains and captured several small towns
along the Franco-Swiss border. Emile said that
if we could get to one of those towns, the
Maquis would see that I reached the American
lines.
On his last trip to Davos, Emile told me
that he had been able to make a contact in
the Swiss border town of St. Gingolph that
would help us get across the border into
France. He said he would call me when the
arrangements had been made - (we could
receive incoming calls in the camp, but we
couldn't call out) - and if I would meet him in
FOLLOWING THE ALLIED PROGRESS
By the first week in July they seemed to be
nearing Paris, and about the same time
General Patch's Seventh Army landed in the
south of France and was pushing northward
toward the Franco-Swiss border. We heard
reports that the German Army was retreating
from the southern part of France back toward
Germany, and that the French Freedom
Fighters, the Maquis, were coming down out
of the Haute Savoie district of the French Alps
and capturing towns and villages that bordered on Switzerland. This seemed to be
borne out by the big increase in messages to
'Claude' and 'Pierre' and 'Jacques, and a host of
others, from the BBC in London.
Once again the Camp was buzzing with
talk of escape. Some of the officers seemed to
be content to ride out the war in Switzerland
and wait to be repatriated. But others like
myself were anxious to get back to England
and home as soon as possible. At that time I
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�SAGA OF SYDNEY BOLLICK… continued from page 25
Lausanne, he would help me to escape. Now
all I had to do was find a way to get to
Lausanne.
half mile or so up the hill to the hospital, taking note as I did of the small hotel about
three blocks from the station.
The male nurse on duty at the hospital's
reception desk looked at my papers, then had
an orderly take me to a ward that was occupied by two other patients, both Swiss soldiers. I put my few things in the small chest
beside my bed and went back to the reception
desk. I told the male nurse that I needed to go
back into town to the train station, to pick up
a parcel I had checked there because I couldn't
carry everything on one trip. It was a flimsy
story, but I guess he was tired and security at
the hospital was lax, since all the other
patients were Swiss soldiers. So he wrote me
out a pass to go into town, telling me to be
back by 'lights out' at ten p.m.
FIRST TO ZURICH
To get to Lausanne, I first had to get to
Zurich; and the best way to get to Zurich was
to fake an illness serious enough to get sent
to the Swiss military hospital there. Although
there were hospitals in Davos, the military
weren't allowed to use them except in cases of
extreme emergency. So internees with non
life-threatening illnesses were sent to Zurich.
Our camp doctor was an old retired civilian
general practitioner who seemed to have only
two treatments for whatever ailed us, aspirin
or bicarbonate of soda, and I set out to fool
him into thinking I had stomach ulcers.
I chose ulcers because I was sure he didn't
have the equipment to make an accurate
diagnosis. I began my campaign to deceive
him by reporting to sick call and complaining
of a burning sensation in my stomach and
extreme gas pains. Of course he gave me the
usual bicarbonate of soda treatment and told
him to avoid gaseous foods (as if I had a
choice).
I was back on sick call the next morning
with the same complaint, and he prescribed
the same treatment. This went on for several
days, with my pretended condition getting
steadily worse and his uncertainty increasing
accordingly. On Wednesday, September 15th,
Emile called and told me to be in Lausanne on
Saturday the 18th. He said he would meet all
the trains from Zurich until I arrived.
The next morning I arrived at the Doctor's
office all doubled over with my arms cradling
my stomach, and told him that I had been
vomiting up blood. This finally shook him up,
and he said he would have to send me to the
military hospital in Zurich for X-rays. He would
make the necessary arrangements, and I
should be ready to leave the next day.
I boarded the next daily train to Zurich the
next day and the train arrived at the Zurich
station about six in the evening. I walked the
THE HOTEL
I had on my best civilian clothes, which I
had worn on the train, including my ski
sweater since the weather was already chilly
at night, and my ski boots (with hiking hobnails removed). After walking down the hill I
went into the lobby of the small hotel, the
Hotel Bahnhoff, and asked for a room for the
night. There was no use trying to pretend I
was Swiss, my French wasn't good enough for
that, so I told the desk clerk the truth, or at
least part of it. I said that I was an American
Military Internee, that I had been in the hospital, and that I was catching the train back to
the camp at Davos the next morning. He
asked for my travel papers, and I told him
they were being processed, and that I would
pick them up later that evening.
This seemed to satisfy him, and he gave
me the key to a room on the second floor.
After checking it out, I went out of the hotel
to a Chemiste's shop down the street and
bought a tooth brush, tooth paste and a safety razor.
Back in my hotel room I locked the door
and began a long sleepless night. I knew that I
would be missed at the hospital when I wasn't
back by 'lights out', and could only hope that
26
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�SAGA OF SYDNEY BOLLICK… continued from page 26
they wouldn't start looking for me until morning. Then there was the matter of the travel
papers. I had told the desk clerk I would turn
them in. Since I hadn't, every time I heard
footsteps in the hall outside my room, I imagined he was sending a house detective for
them, and expected to hear a loud knock on
my door.
I must have dozed off sometime during
the night, and I woke up just as dawn was
breaking. I took a quick shower, shaved and
brushed my teeth, then walked down the
stairs to the front desk to check out. Then my
heart skipped a few beats! There was a different desk clerk on duty, and leaning over the
counter talking to him was a big man who
had 'police' written all over him. He had what
appeared to be the previous night's registration cards in front of him, and was thumbing
through them as he talked. He was obviously
checking the ID cards, which all Swiss civilians
were required to leave with the hotel clerk
when they registered.
My first impulse was to run, to get out of
there as fast as possible. But reason took over.
I had nowhere to run to. So I walked up to
the clerk, and using the best French that Frau
Schumann had taught me, I asked for my bill.
He looked at me with a slight smile, probably
thinking that I was one of the foreign civilian
internees, and reached behind the desk for it.
As I paid him, the policeman glanced in my
direction, then went back to checking registrations. Later, after my heart slowed down a little, I figured out that he had probably not
reached my room number yet. If I had been
on the first floor, my escape might have been
short lived.
the station, let out my breath and started to
breathe normally again.
But my anxious moments weren't over yet.
When I went up to the ticket office and asked
for a Second Class ticket to Lausanne in my
carefully rehearsed French, the woman behind
the window asked me a question that I didn't
understand. Once again panic threatened to
set in. So I just blurted out, “Do you speak
English?” She gave me a look that was part
disdain and part amusement, and repeated in
English, “Do you want one way or return?”
When I answered that I wanted one way, she
issued the ticket, took my twenty francs and
told me that the next train for Lausanne was
leaving in ten minutes on Track Number Four.
Swiss trains, like good Swiss watches, keep
perfect time. So I didn't have to wait long in
the station. I bought a newspaper, and by the
time I had translated the war news on the
front page, the train was pulling in. I stepped
aboard and found an empty seat; and for the
first time since I had walked out of the hospital, I began to believe that I might really get
away.
The seating on local Swiss trains is set up
with two bench seats facing each other. I settled down in one of the seats that faced forward and looked out the window as the suburbs of Zurich flashed past. It seemed like
hardly any time until the train made its first
stop, and stayed in the station only about a
minute. Just before it pulled out, two young
girls who looked to be about fourteen or fifteen years old boarded and sat down on the
seat across from me.
They were dressed in very pretty traditional
Swiss costumes, and were obviously on their
way to a festival of some kind. They seemed
to be having a great time, and as they sat
down, one of them smiled at me and said
something in Switzerdeutsch. Since I couldn't
answer, I buried my face in my newspaper and
pretended I didn't hear her. My rudeness
seemed to dampen their spirits somewhat,
and they talked quietly to each other until
they got off at the next station. Somewhat
THE TRAIN
I forced myself to walk out of the hotel
without hurrying or looking back behind me,
but all the way down the street to the railroad
station I expected a heavy hand to fall on my
shoulder with every step. After what seemed
like an eternity, but was really only three or
four minutes, I walked through the door of
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�SAGA OF SYDNEY BOLLICK… continued from page 27
shaken by this little episode, and reminded
again of the precarious nature of my situation,
I hid behind my paper to discourage friendly
overtures form anyone else.
Luckily the train wasn't crowded, so no one
else took the seat across from me, and I finally
began to relax a little, when I got another
scare. At one of the stops a man boarded the
train and sat down across the aisle from me.
With my nerves on edge, every man I saw
looked like a policeman, and something happened that made me sure this one was. When
the conductor came through the car checking
tickets, this man opened his wallet, showed
something to him, and the conductor nodded
his head and walked away. The man had to be
a policeman, there was no other explanation!
All he was waiting for was for the train to
come to the next station, then he would put
the handcuffs on me, and I would be on my
way to a Swiss jail!!
I sat there with my mind racing, trying to
figure a way out. But there didn't seem to be
one. If I jumped off the train when it reached
the station, he would just follow me; and
besides, I still had the same problem. I had
nowhere to go. My only chance was to get to
Lausanne and meet Emile. But, I told myself,
anything was better than just giving up; and I
had about decided to make a run for it. At
that moment, however, the train began to
slow down for its stop, and before I could get
up from my seat, the man across the aisle got
up and walked toward the exit on the front of
the car. When the train stopped, he got off
and walked away down the platform. Later,
after I got my wits about me again, I decided
that he probably was not a policeman, but an
employee of the railroad with a pass to ride
free.
didn't see him, panic began to set in again. I
walked the length of the platform, and just as
I was becoming convinced that something
had happened to him, he came rushing up
the steps from the street, followed by an
attractive blonde girl.
I was so happy and relieved to see him
that I almost hugged him, but settled for a
warm handshake. After introducing me to
Michelle, he apologized for being late, and led
the way to the bus stop. We rode the bus for
about ten minutes, then got off and walked
five or six blocks to Michelle's apartment. It
was a light, cheerful second floor flat with one
bedroom and a couch in the living room,
which would be my bed for the night. When
we had all relaxed a bit, and I had accepted
Michelle's offer of a beer, even though it wasn't yet quite noon, Emile filled me in on our
plans for the next day.
Lausanne sits on the north shore of Lake
Lemon (Lake of Geneva) which runs roughly
northeast to southwest, with the Swiss city of
Geneva at the southwest end. Almost all of
the lake is within Switzerland, with the exception of about a twenty mile stretch between
the town of St. Gingolph, which is partly in
Switzerland and partly in France, and
Annemasse, a French town that is almost a
suburb of Geneva. In peacetime a tourist
sightseeing boat ran around the lake, stopping at several towns along the way, including
the French towns. Now in wartime, however,
it went from Lausanne around the lake to the
northeast, making its last stop at the small
port of Bouveret, about two miles from St.
Gingolph, before skipping France and going
directly to Geneva.
Emile's plan called for us to take the boat
the next morning, Sunday, get off at Bouveret,
walk the rest of the way to St. Gingolph, and
cross the border into France that night. The
border at that point was a small stream that
flowed down from the mountains and divided
the town. The Swiss had a guard post at their
end of the bridge over the stream, and Emile
had made a contact with one of the town
THE ARRIVAL OF EMILE
Fortunately, the rest of the trip was
uneventful; and after several more stops, we
finally pulled into the station at Lausanne. I
looked out the window for Emile, but didn't
see him. When I stepped off the train and still
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�SAGA OF SYDNEY BOLLICK… continued from page 28
officials on the Swiss side, who promised to
arrange to have the guard on duty that night
let us cross.
The plan sounded good, but for it to work,
we had to get off the boat at Bouveret; and
that required papers that I didn't have. That's
where Michelle came in. In her job as a secretary in the Swiss Bureau, she had access to
blank forms for passes for civilian internees,
and she had brought home a travel pass for
me, all duly stamped and signed with a
forged signature. The pass authorized me to
travel by sightseeing boat from Lausanne to
Geneva and return, stopping off at Bouveret
on the way. But since I was supposed to be a
French internee, I had to have a French name.
And it should be one that I would not forget
in a tight spot.
The boat docked alongside a long pier that
jutted out into the lake. As we stepped
ashore, a Swiss soldier checked our travel permits. I followed closely behind Emile, and he
whispered for me not to talk. The soldier
passed him through with only a cursory
glance at his papers. It was probably only my
imagination, but he seemed to take a long
time over mine before waving me through.
Bouveret was a small village with one main
street that ran up from the lakefront to the
center of the business district, where it intersected with the two lane road that ran along
the coast a short distance from the lake. We
followed the rest of the boat's passengers,
looking in shop windows and trying to act like
tourists, until we reached the intersection.
Once there we wandered off from the others
as casually as possible and set out on the road
to St. Gingolph.
It was a sunny September afternoon, with
a hint of Fall in the light breeze that blew
from the direction of the distant French Alps.
The only traffic on the road was a farmer in a
truck, headed in the opposite direction toward
Bouveret. We walked at a steady but unhurried pace and soon reached the outskirts of St.
Gingolph. Just outside the town we stopped
at a house set back a little from the road,
where the town official who was going to
help us lived.
I waited by the side of the road while
Emile went up to the house and knocked on
the door. It was opened by a woman, and
judging by her gestures and the way she kept
shaking her head, I felt sure that something
was wrong. When Emile came back to where I
was waiting, he told me that our plans had
been changed. The woman was the official's
wife, and she had told Emile that the Swiss
Military had changed the guards at the Bridge
just the day before, so it would no longer be
possible for us to cross into France at that
point. We were to go into town and wait in a
small café until after dark. Then someone
would come to guide us across the border at
another point.
RENAMING MYSELF
I had received my flight training with the
RCAF in Canada, and one of my classmates in
flying school was a French Canadian named
Harry Bouchard. I knew that I would have no
trouble remembering his name, so I told
Michelle to use it. She agreed, but said I
would have to have more typically French first
names, so we decided upon Jean Andre Paul.
However, in working on the pass after I had
fallen asleep that evening, she though I had
said 'Bruage', instead of Bouchard, so I
became Jean Andre Paul Bruage.
The next morning after a breakfast of fresh
French bread and coffee, we took a bus to the
Lausanne lakefront where the sightseeing
boat was landing. There we said goodbye to
Michelle and boarded La Reine du Lac (The
Lake Queen). It was a good sized boat, about
forty to fifty feet long, with a broad beam and
a wide deck which had been fitted with rows
of park benches across its width, so that the
passengers could do their sightseeing in comfort.
The trip around the lake took about two
hours and was very pleasant. The scenery was
pretty, and by the time we reached Bouveret,
shortly after noon, I had almost completely
relaxed and was enjoying the ride.
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�SAGA OF SYDNEY BOLLICK… continued from page 29
THE MAN WITH THE DOG
We found the café with no trouble; we
went inside and sat down at a table in one
corner. The place wasn't crowded, but I got a
start when I saw that two of the occupants
were Swiss soldiers, probably border guards
off duty. Someone had left a newspaper on
the table, and I resorted to my old trick of hiding behind it while Emile ordered a bottle of
cheap local wine and some bread and cheese
for us.
We sat in the café for the rest of the afternoon with people coming and going, including some soldiers. Perhaps the other people in
the place had some idea who we were and
what we were doing, for they left us alone
and didn't bother us. Or maybe being this
close to the war they had simply learned to
mind their own business. Whatever their reasons, I was thankful for them.
About an hour after dark a man entered
the café through the back door, leading a
small dog on a leash. He stopped to chat
briefly with some of the people in the place,
then went out the front door. As he passed
the table where we were sitting, he looked
directly at Emile and gave an almost imperceptible nod of his head. We waited a minute
or two, then got up and went out. Out on the
street we saw him about half a block away,
stopped as if in the act of lighting a cigarette.
When he saw us in the light that spilled out
from the café door, he turned and began
walking up the street with his dog.
It was an almost moonless night, so we
were able to follow our guide by the glow of
his cigarette. After a couple of blocks he
turned into a side street that ran up the hill
away from the main street. This street wound
around until it eventually ran parallel to the
main street, but several hundred yards further
up the hill. After leading us for a short distance in this direction, he stopped, swung his
glowing cigarette in an arc, as if pointing
straight ahead, then turned and set off back
down the hill on another street.
Our eyes had now grown accustomed to
the darkness, so we walked along the street to
the point where our guide had stopped, and
looked out into total blackness. It took a few
moments to realize that we had come to the
street's dead end, and that just ahead of us
was a steep bank that dropped off down to a
stream where we could hear water running.
The other side of the stream had to be France!
As we stood there trying to figure the
height of the bank and the best way to get
down it, we heard the clump, clump sound of
boots on the pavement behind us. When we
turned to look, we saw the beam of a flashlight swinging back and forth along the
ground and the boots and green uniformed
legs of a Swiss soldier who was obviously
walking border patrol. Acting purely on
instinct, we ducked into a doorway and flattened ourselves against a wall. We remained
frozen to the wall and barely breathing as we
heard the soldier pass the doorway, walk to
the end of the street and shine his light down
the bank into the stream. Then he turned and
clumped past us again back down the street.
Although he had scared the daylights out of
me, he had done us one favor. By shining his
light down into the stream, he had shown us
the height and slope of the bank, as well as
the width of the stream, and the fact that
there seemed to be rocks across it that could
be used for stepping stones.
As soon as his footsteps receded down the
street, we left our doorway, ran to the dead
end and half slid, half rolled down the bank
into the stream. The water wasn't deep, but it
was cold, and the stones were slippery and
hard to find in the dark. But we just plunged
in and waded across and climbed up the bank
on the other side. And then …………France.
(To be continued)
30
�MAJOR BOB NORSEN REMEMBERS THIS
(68th Squadron)
“You were seen leaving a single place airplane with a passenger?” “Yes sir.” “THAT IS
NOT ALLOWED, NOT FROM MY FIELD!!!!
(Thunder & lightning) “Sir, it is approved at
my field.” “NOT HERE. IS THAT CLEAR?”
“Yes sir.” I ended with no further argument. Didn't want to get more distinct
orders. I finished my work. Late in the day
Della shows up. We arrange for her to meet
at the way dark end of the runway, after
dark. She will climb in and we will be off.
After all, I can't leave the gal to walk home.
I taxi past the control tower as they flash
a light on the cockpit to see it with me
alone. I taxi to the end of the runway. Della
leaps in. We buckle the chute, I run up the
engine and call for clearance. Red light. Jeep
drives up. Sargent: “Are you alone there
Major? “Do I look alone, Sargeant?” Della is
scrunched down. With the engine a bit
above idle - “Do you want to check me out?”
“No. Have a good flight Major.” Green light.
Lovely trip back to England. Star filled night.
Flying is nicer with hostess. Land a bit long,
run out to the dark end of the runway. Della
hops out. I taxi back past the tower. Park out
near the tower. My jeep is parked near by. I
take the business papers, sign in, visit at the
tower. Pick up Della at the dark end, take her
to her destination.
All kinds of questions from the ground
pounder. How did the passenger get back?
No answer offered. “Why was this pilot
allowed such terrible action?” No answer. --Ground pounder general wants court marshal. So my CO assigns Jimmy Stewart to be
my defense. Improper parachute for passenger. $300 fine. End.
Jimmy was one of the most loved guys in the
ETO for all the right reasons. I wonder if
Della's brother made it through the invasion?
I never heard from her.
My job in 1944 was getting B-24 modifications made to make the '24 a better airplane. Stuff like the special pilot/co-pilot
windows, the twin '50s in the nose of the B24D, ammo boxes and feeders that held
more ammo, but forward enough to avoid
tail draggin' weight distribution. Armour
plate. Most of this was done at our home
base. Later it was done in Ireland. I made
the trip to Northern Ireland 'Mod' Center
frequently.
Was the entertainment, coffee, doughnuts group the USO? Anyhow we got to see
real women at times, friendly, nice! One - I
wish I could remember her name, but it
escapes me. Could have been Della. Della
had a brother in the Army in Northern
Ireland waiting for the invasion. Della wanted to visit her brother once before the invasion. Little did we know then, how urgent
that was!
Della knew I went often, and asked if
she could go along? 'Could she? Of course!
delighted.' We had this tired P-47 just for
administrative purposes and to let the pilot
and ground crew have a thrill flying it—the
ground crew riding duo behind the pilot. I
had taken several ground crew men duo. It
was approved at our base. I had used the P47 for other work and for flights to N.
Ireland. So of course, Della, USO, was
allowed to fly!
So the first business needed in N.
Ireland, I checked out an oversize parachute. In the cockpit we strapped it on the
two of us. I signed out for Northern Ireland
via radio. Fun trip. Get to Ireland. Pile out.
Della goes to visit her brother. I get my
work started. My name is called on the
intercom, “Major Norsen, report to the
flight line.” At the flight line, “Report to
General (ground pounder)” “Yes General?”
31
�THE 64TH ANNIVERSARY OF PLOESTI
CELEBRATED IN NEBRASKA
One day George
Temple and Dale Lee
received a surprising
letter, an invitation to
attend a reception in
Nebraska, honoring a
survivor of Ploesti.
The man being honemple
T
e
g
r
o
ored was Japanese.
Ge
The event was being sponsored by NET Foundation for Television, and
the host was Dave Heineman, Governor of
Nebraska.
At a time when the country was suspicious of every person with Japanese blood,
Ben Kuroki and his brother Fred, Americanborn Japanese men, pushed the odds and
managed to enter the U.S. Army. Ben was
assigned to the AAC as a gunner on a B-24.
The Nisei from a potato farm in Nebraska,
proved his mettle in the war against Hitler,
serving in the 93rd Bomb Group in Africa
and Europe. His group was called Ted’s
Travelling Circus.
As a member of the 93rd BG, Kuroki
flew in many of the colorful missions of the
44th, including Bordeau, Rome, Sicily and
many more. Like the Flying 8 Balls, the
Travelling Circus flew
the 13 hour mission to
the heavily barricaded,
fiercely defended target at the heart of the
Nazi oil supply Ploesti.
Dale Le
Named The Most
e
Honorable Son by
members of his crew, Kuroki flew 30
European missions in the ETO, then 28 more
in the Pacific in a B-29 labeled Honorable Sad
Saki.
The story of the American-born Neisei
came to the attention of various writers; television companies became interested; and in
time T/Sgt. Kuroki received thanks and congratulations from President George W. Bush.
His story appeared on PBS.
Blain Duxbury, a history buff and a member of the 44th BG, was present for this gala
reception. He reported that when George
Temple and Dale Lee were introduced, they
received a standing ovation.
Editor’s Note: 64 years after that awesome mission, what could be more
appropriate?
A TRIBUTE TO THE SUPPORT PERSONNEL
(Posted by the 390th BG)
You achieved the impossible. You scoffed at pressure.
You improved, modified and ingeniously substituted whenever necessary.
You patched our wings, replaced our engines and healed our battle inflicted wounds.
You worked timelessly to achieve operational readiness for our damaged planes.
You, as experts, unfailingly provided fuel, bombs, ammunition and all equipment
necessary to sustain every bombing mission.
You truly excelled in maintaining the over-all efficiency of the greatest Air Force ever assembled.
You exemplified your deep concern as you housed and fed us, guarded and protected us
with great care and professional skill.
You turned your special civilian skills into a mighty military asset. You were the part of the
team which made the next combat mission possible.
Your dedication, commitment and intellect were major contributions to the total war effort.
Together we share the ultimate victory.
32
�MEMORIES OF FRANCIS MOORE
CREW CHIEF OF BAR W (1944)
We had a snow storm one night at
When we first got to Belgium and parked the
Shipdham Air Base. The next afternoon two
plane, here came 2 fighter planes that buzzed
officers came out and wanted to fly Bar W,
us. The tower came out over speakers, comwhich they did. When they came in, they
manding them to stop that, and to land,
reported #3 engine was not running up. We
which they did. Soon after that, a red roadpulled some cowling to check cylinders and
ster, top down, went by, being driven by a
found one cold, so we changed the spark
fighter pilot of maybe 18. I thought he must
plug. I got in the co-pilot's seat to check #3
have something going for him, if he had a
and had to lean over to read RPM's when I
personal car to drive besides a fighter plane!
heard a loud clatter and looked out; had
When we got back from town, to our great
chopped the work stand, which
surprise, they said a crew had
had been pulled out as normal.
come that evening and
When revving #3 engine, the
changed the wheel.
plane swung around. The snow
The next afternoon a different
had melted under the chocks to
pilot came, loaded the plane,
become ice. I had to call Tony
but could not get the nose
Yates, the prop man. He
down, so he had me get all
brought out a new prop and
the persons we could in the
installed it. Everything checked
catwalk in the bomb bay and
Maintenance Crew: Elmer ??,
and the plane flew a mission the
up front. I was kneeling
Keith Hooper, Ralph Jorgensen between pilots and calling air
next morning.
and Francis Moore
Stripes earned…
speed when the pilot reached
506 Squadron in 1944, 4 Staff
over and pushed the throttles
Sergeants became Crew Chiefs of B-24s. John
to the max. I looked and saw by the expresOmens, James Boyers, Francis Moore, and I
sion on the pilot's face, that he thought the
can't remember the other Sgt. Our names
runway ended, being a fighter base. Instead it
were sent in to Wing for Master Sergeants,
just went uphill and down!!! After that scare
but the war was over before it got signed!
we got off OK. After getting to England, the
Ed. Note: Maybe somebody in the 14th Wing
pilot could not find the airfield. As I rememcan explain the year's delay!!!
ber, they called Shipdham and got directions.
The War Was Over, but …
They had done a good job with camouflage,
Bar W was fitted in the bomb bay to carry
but was plain as day when we got over the
luggage for moving barracks bags of persons
field.
from Belgium to a base in England. One afterNot many planes got 100 missions, but we
noon two officers came out and asked if we
got 106 on Bar W. It didn't have a regular
wanted to go along as Engineer and Assistant
crew. It was a lead plane, and went on a misto a Belgium fighter base, to move men and
sion every other day. The other lead plane was
luggage. Tony Cirami and I readily agreed to
from the 93rd group, and sometimes both
go along.
went on the same mission.
The base was close to Mons, Belgium.
Francis Moore, A/K/A 'MO' was an A & E
After landing I noticed a tire was _ flat; the
Mechanic - propeller training and In-line
pilot asked if I thought we could get back that
engine repair in Liverpool, England. He sailed
way, and I said 'no'. They called Shipdham and
to Liverpool on the Ile de France , arriving
were told that they would send over a tire and
April 19, 1943 after a harrowing trip across
wheel in the morning, so Tony and I went to
with bad storm and no convoy. Prior to entertown for a short time. But we just had our
ing the military and after the war he was a
work clothes, so we had to borrow uniforms.
farmer, in Hiawatha, Kansas.
33
�MAIL & E-MAIL
I remember the Co-Pilot as being very
afraid to fly. Also, I do believe he, at one time,
got in a heated argument with a Major.
When Pilot Confer finished his missions,
we got Milt Parrish. He was from Florida, and
had quite a drawl. He visited a friend and flew
in a B-17. He said, “Hell, all they did was put 3
more engines on a Piper Cub.”
I noticed the only member of my crew that
was listed in the (67th) History was Milt
Parrish and Grady I. Caren, a gunner. Lou,
Charles and I were omitted. Oh well, there
goes my glory after 20 missions with the 506.
I’m happy to be in one piece with all my marbles.
Maybe some day I will tell you what I
did to get on that crazy crew.
P. S. On Page 70 of the 67th History, there is
an account of the Bomb Bay Doors not opening. Hell, we went through that many times!
It happened when someone would take a leak
in the Bomb Bay. The pee would freeze the
doors shut. It was always my job to catch the
doors and wire them shut!!
Norman Chawn to Will Lundy: When I
first went to Great Britain, I was in the 389th
Bomb Group in Halesworth. I flew three missions with the crew I trained with, and when
the 389th in October 1944 went back to the
U.S. to train in B-29s, my Flight Engineer,
Charles Moffett, and I, a Radio Operator,
were sent to the 44th BG, 506 Squadron.
Our crew was made up of members who
all had been in trouble, one time or another.
Oh, nothing requiring a Court Marshal; but we
didn’t warm their hearts. Chas & I had 3 missions and Lou Confer, the pilot, had about
16. Each of the rest of the crew had different
numbers.
The nose gunner was originally a Flight
Engineer on his original crew, but when this
pilot offered to beat up anyone in the crew he
took the dare and beat the hell out of his
pilot. That was his story. A waist gunner had
been a ball gunner, but one day when landing, he couldn’t get out of the ‘ball’, so he
fired his guns to let the pilot know!!
The tail gunner had a drinking problem,
mainly because when he broke his ankle and
missed a mission, his crew did not return. His
second crew did not return when he missed
the mission with the flu.
The Navigator was a Staff Sgt. He had
flunked out of Navigator School because he
did not understand Celestrial. When he came
over as a gunner, they made him our navigator because no one used the ‘stars’ to navigate.
` The pilot, Lou Confer was a regular Army
M.P. When he got his wings, he was made a
Flight Officer, not a 2nd Looey!!
Ginger Schwager, daughter of Julius
Carter, Assistant Engineer & Gunner on the
William Earleywine crew, 66th Squadron,
drew attention to an error in the 8 Ball Tails . I
carried a picture of the crew in front of Sweat
‘Er Girl, misnamed as Sweater Girl. Ginger is
doing extensive research on the plane and its
missions.
Her website is:
492ndBombGroup.com – Earleywine 901 crew.
FROM THE ARCHIVES –23 FEBRUARY 1945
On the 23rd of the month, the 44th flew its three hundredth operational mission, leading the
14th Combat Wing to the rail center at Weimar. Bombing was accomplished on H2X and the
results were unobserved. On this memorable day, 1st Lt. James A. Struthers, 67th Bomb Squadron,
of Minneapolis, Minnesota, completed his operational tour of duty by flying his thirty-fifth mission in our A/C J-Bar #518. This was the one hundred and fifth mission for this aircraft, which is
crewed by Master Sergeant Otis S. Nelson. Lt. Struthers was greeted by Lt. Col. William Cameron,
the Deputy Group Commander, and M/Sgt. Nelson, upon landing. He was later welcomed by
B/General Leon Johnson and Colonel Eugene Snavely at the Interrogation Room.
34
�FOLDED WINGS
We will remember them. As long as we live
They too will live, for they are now a part of us
As we remember them.
BOLZA, MICHAEL #19451 68th Squadron 30
October 2000 No information is available
about this member of the 44th BG.
BENNETT, HENDERSON C. #24093 506 Sq.
June 2007 1st Lt. Henderson was a Co-Pilot on
his first 27 missions, and became a pilot for
his last three. Most of his missions were flown
with Eustice Hawkins, but he also flew with
Paul Blow, M. D. Mendenhal, Sidney Paul,
D. H. Dines, Fred E. Stone and James Tucker.
He flew in Shoo Shoo Baby, The Wasps Nest,
Ole Cock, M’Darling, Shack Rat, Feudin’
Wagon, Passion Pit, Prince/Princ-Ass/Princess,
Cape Cod Special and My Peach.
Information about Bennett’s death came
via the Rev. Gene Bouisseau, a volunteer at the
Washington State Veterans Home, Port
Orchard, Washington.
BRNILOVOCH, ALEXANDER G. #19528 68th
Squadron 7 May 1997 1st Lt. Brnilovoch came
to the 68th Squadron as a Flight Officer. He
was a Bombardier, flying with different pilots,
the first on 20 April 1944. Without explanation on the records, he did not fly any combat
missions from May to August, but when he
returned he was a 1st Lieutenant. Altogether
he flew fifteen missions, the last on 29
November 1944. Brnilovoch flew with the following pilots: Robert Lee, Joseph Parks, Jr. ,
J. L. Henderson, Addison Davis, James
Collins, and Joy Smith; and the following
Command Pilots: H. Sather, Charles Hughes,
J. E. Pennypacker, W. E. Henderson, and Col.
Johnson from the 392nd Bomb Group. He
flew with different crews in Wendy W, Patsy
Ann II, Battlin’ Baby, Hellza Droppin and
Louisiana Belle.
BENGSTON, CLIFFORD #19370 67th
Squadron 7 August 2007 Sgt. Bengston was a
Nose Gunner and Togglier on the William
Warner crew. His first of sixteen missions was
22 February 1945. The crew flew in five different planes: T.S. Tessie/Beck’s Bad Boys,
Puritanical Bitch/Puritanical Witch; Phyllis,
Limpin’ Ole Sadie/San Antonio Rose and One
Weakness. The Warner Crew flew on the last
mission of the War, 25 April 1945.
The Navigator on the Warner Crew, the
late Robert Paul Kay, recorded an interesting
and frightening experience. On 3 March 1945
the mission was to the Rothansee Oil Refinery
at Magdeburg, Germany. The plane was heavily damaged with flak, the Gunners were told
to bail out. Unfortunately, Bengston was hung
up in catwalk, and could not bail out.
Everyone had frozen hands and were not able
to release him, so he rode the plane down to
a bumpy landing. However, everybody survived.
Navigator Robert Paul Kay was former
President of the 44th BG until his untimely
death 24 December 2006.
BROWNLEE, ARTHUR L. #19558 66th
Squadron 8 June 1997 S/Sgt. Brownlee was a
Nose Gunner and Togglier on the Theodore
Hoffiz crew, Flying in Jersey Jerk, Fifinella,
Scotty Mac, Glory Bee, Henry, Big Time
Operator, King Pin and Loco Moto. Their first
mission was 27 September 1944; their last, 15
March 1045. They flew one mission to ‘The
Big B’ (Berlin). All missions were directed
toward staying ahead of the troops and
bombing German access routes and rails to
the front.
35
�FOLDED WINGS
BURTON, JESSE M. #19604 67th Squadron
26 July 2007 S/Sgt. Burton was a Waist
Gunner on the Charles H. Mercer crew. He
flew 26 missions, the first 23 March 1944,
which was the first time that his pilot had
moved up from two missions as a Co-Pilot.
Burton flew in Lil Cookie, Glory Bee, Limpin’
Ole Sadie/San Antonio Rose, Mary Harriet and
Feudin’ Wagon. On D-Day the Mercer crew
flew two missions: Colleville/St. Laurent and
Caen (Vire)
Burton was living in North Carolina at the
time of his demise. His death was reported by
his Engineer and Top Turret Gunner, William
Rand. It preceded that of his pilot by three
months.
His Commander, Robert Lehnhausen¸
remembers him as a young and enthusiastic
member of the 68th Squadron. A warm relationship extended into the post-war years.
Casey’s crew picture was on the cover of
the Summer Issue of the 8 Ball Tails.
Unfortunately, he did not live to see it.
COLBY, EVERETT 1 March 1993 This name
was found in the Social Security Records, but
does not appear in the Database.
CONLEY, FRED M. # 19819 68th Squadron
There is no record of the activities of this
member of the 44th BG
COOLEY, RUSSELL 10 November 1998 This
name found in Social Security Records; not on
Database
CARLO, BELLINDA 19658 9 August 1990 This
name obtained from Social Security records.
CASEY, JAMES #19689 68th Squadron 6
August 2007 S/Sgt. Casey flew a total of thirty-four missions, the first on 19 July 1944. The
invasion forces had already landed at
Normandy, and air activities were directed to
their support—knocking out bridges and
destroying rail centers. War materials were a
priority for bombing—oil refineries and air
armament factories. Casey flew most of his
missions with the Thomas Kay crew, but also
with Robert Peter and Russell Erikson. He
flew in no less than ten different A/C: Corky,
Gipsy Queen, T.S. Tessie/Beck’s Bad Boys, Flak
Magic, Puritanical Bitch/Puritanical Witch, Lili
Marlene, Gallavantin’ Gal, Three Kisses for
Luck, Limpin’ Old Sadie/San Antonio Rose and
Louisiana Belle. His last mission was on 14
March 1945.
CRADDOCK, JAMES 18 August 2006
Although Craddock was a member of the 44th
BG, his name does not appear on the
Database. According to his wife of 58 years,
Shirley, he was in Maintenance during the
War, and was an Instrument Specialist. He was
a friend of Will Lundy.
After the War Craddock attended
Duquesne University, becoming an Industrial
Engineer, after which he earned a Master’s
Degree at the University of Pittsburgh. The
couple resided in Monroeville, Pennsylvania.
They had five children, three daughters and
two sons. They had five grandchildren.
36
�FOLDED WINGS
LUNDY, CLAUDE WILL 67th Squadron 11
October 2007 S/Sgt. Will Lundy was A/C &
Engine Mechanic and was an Assistant Crew
Chief. His great contribution to the world was
his careful documentation of the losses of the
44th BG, a lifetime effort that culminated in
placing all materials in the Army Heritage
Museum in Carlisle, PA. Lundy’s column, ‘Will
Sez’ was a regular contribution to the 8 Ball
Tails. Nearly all of the stories in the 8 Ball Tails
and on the Database were either written by
him or preserved by him from members who
trusted that their histories would not be forgotten.
Lundy was one of the Founding
Members of the 44th Bomb Group, and
served continuously on the Board from the
beginning.
enjoyed a reputation among his men, of being
a very fair and just leader who was well liked
and respected by his men.
Norman Kiefer’s history of the 506th “The
Green Nosed Eight Balls” pays great tribute
throughout its pages to this inspirational
leader of the squadron. Kiefer was the Radio
Operator/Gunner on the McAtee crew.
As pilot or command pilot, McAtee flew in
a number of planes: Old Crow, Ruth-Less,
Prince/PrincAss/Princess; I’ll be Back/Feather
Merchant, Greenwich and Ole Cock. As
Command Pilot he flew with many pilots:
Gordon Stevens, Robert McCormick, David
Saylor, Robert Johnson, Howard
McCormick, Robert McCormick, J. W. Grow,
Hal Kimball, James Brownlowe, Cleatis
McDonnell, Elmer Smith, Roy Boggs and
John Testa. His last mission was 16 April
1945.
McAtee was a graduate of Monmouth
College and the University of Iowa. He was
both a farmer and a school teacher in three
different school districts in Illinois. He and his
late wife Mary had two children, eight grandchildren and eighteen great grand children.
MCATEE, JAMES 21244 506 Squadron 12
September 2007 Lt. Col. McAtee was called
Curt by friends in Viola, IL; called Jim or Mac
by his bomb group friends) Major McAtee was
a pilot of one of the original eight crews of
the 506th Squadron that joined the 44th as
the fourth squadron, in early March, 2943.
Bob Lehnhausen remembers that they had
accomplished their transitional training, prior
to coming to the 44th at Pueblo, CO. Their
original plane was the Wicked Witch. This
plane was lost on the Kiel raid of 14 May
2943, with Capt. John Swanson and his
506th crew.
McAtee flew 34 missions, the first 22
March 1943. He flew Ploesti in Old Crow, and
he and his crew flew the frightful mission to
Weiner-Neustadt in the same ship on 1
October 1943. He was one of the combat men
who chose to opt for a second tour if granted
a 90 day home leave. All of the missions of his
‘second’ tour were as a command pilot. He
was promoted to Lt. Col. In April 1945.
This very courageous man, small in stature,
was a huge person in the history of the 506th
Squadron which he rose to command. He
MEANS, WALTER E., Jr. #21207 68th
Squadron 14 July 2007 There is no record of
his activities in WWII. According to his son,
Thomas E. Means, Means stayed in the service,
serving 20 years in the Air Force, later 20 years
in Civil Service. The last address of Means and
his wife Helyn was in Colorado Springs,
Colorado.
37
�FOLDED WINGS
MERCER, CHARLES H. #21320 67th
Squadron 26 July 2007 1st. Lt. Mercer was a
pilot who flew 30 missions from 2 March
1944 to 22 June 1944. On D-Day he flew two
missions, the first to Colleville/St. Laurent; the
second to Caen (Vire), supporting the ground
forces that were arriving by Higgins Boats
from England.
Mercer’s first two missions were as CoPilot, first with Lawrence W. Parks, flying in
The Shark; then with George Thom in Lil
Cookie. He had his own crew on 23 March
1944, with which he flew the next 28 missions. The Mercer crew flew most missions in
Lil Cookie and Glory Bee, but also in Limpin’
Ole Sadie, San Francisco Rose, Mary Harriet
and Feudin’ Wagon.
Mercer was residing in Chicago at the time
of his death. Information that he ‘Folded
Wings’ came from his Engineer and Top Turret
Gunner, William Rand. Rand, the last survivor
of his crew reported the death of Waist
Gunner Jesse Burton, who died three months
before his pilot.
William Strong; Lt. Col. Joseph D. Gilbert,
Col. A. L. Johnson, Capt. M. W. Miskewish
and M. K. Martin from the 392nd Bomb
Group.
The Williams crew flew in Fifinella and Big
Time Operator. His last mission was with the
Alan Graham crew in Henry on 3 March
1945.
SCHWARM, EDWARD #21981 506 Squadron
May 2005 Edward Schwarm passed away in
May 2005, two months after the death of his
wife Eria. His activities are not recorded in the
Database, but in a letter to Will Lundy he
reported that he was the Engineering officer
in the 506; and stated that he flew as Co-pilot
or Engineer on several combat flights.
Schwarm started with B-17s but moved to
B-24s at Shipdham, later to B-29s until the
war ended. After that, he became a member
of the Research Staff at Massachusetts
Institute of Technology and Special Projects
Director for Guidance and Navigation Systems
for the Apollo Spacecraft and Lunar Lander.
He helped design the flight test systems program for the final test flight for the first moon
landing and return.
After completing these projects, he entered
the Electrical Engineering Department of
Arthur D. Little, a U.S. consulting firm, traveling to offices in both London and Paris.
George Washburn learned of Schwarm’s
death and that of his wife through the Social
Security Records, after failing to make personal contacts.
Ed. Note: It would be interesting to know
all of the contributions that 44thers made to
aviation, once the war was won. Thank goodness some of them recorded their stories and
sent them to Will.
ROBERT E. “BOB” RUSCH #21894 66th
Squadron 23 July 2007 S/Sgt Rusch was a
Waist Gunner on the James N. Williams crew.
In some of his later missions, he flew as Nose
Gunner/Togglier. His first of twenty-five mission was on 1 August 1944. At that time the
missions were directed at destroying bridges
and rail centers, wiping out oil refineries and
destroying enemy airfields. The goal was to
immobilize the Germans, so the Allied push to
the east could move more rapidly. No less
than eight Command Pilots flew with the
Williams crew, indicative of the importance of
each mission. They included Col. A. W. Reed
from the 491st Bomb Wing; Major William
Cameron; Major A. J. McGregor, Major
38
�FOLDED WINGS
SECRIST, HARRY E #21990 66th Squadron 14
February 2000 S/Sgt Secrist was a gunner, flying with a number of different crews, most
frequently with the John Anderson crew. He
served in the Waist and Ball Turret in his early
flights, later as a Nose Gunner and Togglier.
His first of sixteen missions was on 3 June
1944. On 5 June 1945, his second mission, flying back from a raid on the Boulogne Area of
France in a badly damaged plane, he joined
other crew members in bailing out, some into
the Channel, others on English soil. The copilot was KIA; Leon Vance, pilot, ditched in
the Channel, was rescued but died later
enroute to the States.
Secrist flew first with Louis Mazure, who
was killed two days later on the mission to
Boulogne. He also flew with Arthur
Rasmussen, Charles Craven, John Muldoon,
Charles Hess and John Anderson.
The planes that Secrist served in were: El
Capitan, Chief’s Delight/Chief Wapello,
Fifinella, Three Kisses for Luck and Loco Moto.
After the War, he became an exterminator,
and his most prestigious client was President
Harry Truman. When his work was completed
at the Truman home, he sometimes sat on the
porch and chatted with Mr. Truman.
‘Woodie’ and his wife Pauline resided in
Kansas City. He died at the age of 95.
WEDDELL, EDWARD A. #22500 67th
Squadron 31 May 2007 T/Sgt. Weddell was an
Engineer and Top Turret Gunner on the John
W. Hommyhr crew. His first of 30 missions
was 15 June 1944. The crew flew with four
Command Pilots. Howard Holladay, Norris
Perry, Eugene Snavely and Devon Davis.
They flew in the following A/C: Phyllis, Limpin’
Ole Sadie/San Antonio Rose, Old Iron Corset
and Mi Akin Ass. His last mission was 4
November 1944.
WILLIAMS, MARVIN #22576 Information of
the death of this member of the 44th came
on a returned envelope, marked ‘Deceased’.
The Database has no record of his service.
STAPLES, CHARLES W. “WOODIE” #24681
68th Squadron 27 October 2007. S/Sgt.
Staples was a Tail Gunner on the George
Washburn crew, flying 16 of his 37 missions
with this crew. He also flew with Clair Hill and
Thurston Van Dike. His first mission was 24
July 1944, his last 31 March 1945. He flew in
the following A/C: Flak Magic, Lili Marlene,
Gipsy Queen, Corky, Lady Geraldine, Louisiana
Belle, Down De Hatch, Puritanical Bitch/
Puritanical Witch, T. S. Tessie/Beck’s Bad Boys
and Scotty Mac.
Washburn considered ‘Woodie’ to be an
exceptional man. “He often remarked that he
wondered what he was doing with all these
‘young kids’, being 32 years old and most of
the rest of us in our early 20’s. Woodie was a
champion skeet shooter and quail hunter, and
he continued to do so until his passing.”
39
�The 44th Bomb Group’s
2008 Reunion will be October
17-18-19 in Harrisburg,
Pennsylvania. The big event
will be at the Army Heritage
and Education Center at the
U.S. Army War College,
Carlisle, Pennsylvania.
The 44th BG Board
members are working to find
the best way to honor the
greatest, most courageous,
most considerate man in the
44th BG, General Leon W.
Johnson. Put it on your calendars. You wouldn’t want to
miss this event.
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 8 - Issue 5: Winter 2008
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Winter 2008
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Text
44th Bomb Group Veterans Association
m
42-50579
8 BALL TAILS
Vol. 8 Issue #4
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Summer 2007
EIN # 68-0351397
Top row L-R: Thomas Kay, Pilot; Erwin Friday, Co-Pilot; Daniel Valenti, Navigator, Charles
Blatchley, Bombardier. Front Row L-R Robert Swank, Engineer-gunner; Nelvin Olson, Gunner,
Fred Blue, Radio Operator, James Casey, Gunner, Kenneth Smith, Gunner; Edwin Summers,
Gunner.
Flight Officer Thomas C. Kay and crew picked up Little Audrey in
Kansas under Movement Order dated 29 May 1944. They developed engine
trouble and were forced to land in Manchester, New Hampshire. Repairs
were made and they proceeded to Labrador to gas and have further
repairs. They flew the Atlantic, still dealing with problems of the gas flow
to the engines. With the expertise of Robert Swank, engineer and gunner,
they made it safely to Belfast, North Ireland, where Little Audrey was
dropped for the problems to be resolved. The crew proceeded to England
via boat, then on to Shipdham where the Kay crew was assigned to the
44th BG, 68th Squadron.
1
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Court, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Richard (Dick) Lynch
109 Jason Road, Box 518
Conrad, IA 50621-0518
Phone (641) 366-2414
E-Mail: r_blynch@netins.net
(first 3 letters r_b)
Immediate Past President:
Roy Owen
108 Wawona Place
Chico, CA 95928-8429
Phone (530) 891-9157
FAX (530 891-9157
E-Mail: owen44bg@sbcglobal.net
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
Archivist & Director: C. W. “Will” Lundy
2519 Westville Tri.
Cool, CA 95614-2008
P. O. Box 315, Bridgeport, CA 93517
(Summer) Phone (760) 932-7349
(Winter) Phone (530) 886-8636
E-Mail: cwlundy@earthlink.net or
willundy@aol.com
Director: William Ward
120 B Heritage Hills
Somers, New York 10589-1317
Phone (914) 277-5830
E-Mail: bhward8@aol.com
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
leeaston@elberton.net
U. K. Representative:
Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail: s.p.adams@btinternet.com
Director: Sterling L. Dobbs
P.O. Box 825
LaGrange, Texas 78945
Phone (979) 249-3838
E-Mail: b24dobbs@yahoo.com
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: afbas@aol.com
2
�LITTLE AUDREY… continued from page 1
Little Audrey had been named for a friend of Flight Officer
Kay. When repairs in Ireland were completed, the plane was
assigned to the 445th BG, 701st Squadron. It was shot down
and crashed 2.5 km. east of Polch and 18 km. southwest of
Koblenz on 27 September 1944 on a mission to Kassel,
Germany.
James Casey, Gunner, was searching through old photos
and found the cover photo, along with other prints of historical value. Roger Fenton, 44th BG Historian, researched the
plane's history with the help of Tom Brittan, an expert on ETO
planes.
Coincidentally, when Little Audrey went down on the mission to a tank factory in Kassel, Germany, flying with the 445th
BG, her original crew was on that same mission in an unnamed
plane.
Most of Casey's missions were into the heart of Germany,
hitting industries and petroleum refining plants, all in preparation for D-Day.
Can this be the Engineer that
babied Little Audrey all the
way across the Atlantic?
A CORRECTION
In his tribute to Herman “Joe” Eckstein in the Spring Issue of the Tails, George Washburn
described a mission on 18 October1944 to Leverkusen, Germany in which he stated that
Robert Lehnhausen's brother Edward's plane was lost, having been hit with flak. Sad to state,
when it came out in print, it credited the loss to a lightening strike. Since the 8 Ball Tails is
expected to be totally accurate, I wish to state that Washburn's message had credited flak with
the loss of the plane. I extend my sincere apologies to George and to the Lehnhausen family.
Ruth D-Morse
Sign in a muffler shop:
No appointment necessary.
We'll hear you coming.
Anti-aircraft gun
3
�GEORGE WASHBURN'S PRESIDENT'S MESSAGE
Writing this in mid- June to make the Summer edition
of 8 Ball Tails, I can not say too much about the forthcoming reunion as you will be receiving this either just before
or just after the reunion. I can say that we all owe many
thanks to Ruth and Perry Morse and Perry's daughter, Ellen ,
for making the arrangements. Also thanks to Jackie and
Lowell Roberts for driving over to Branson from Oklahoma
City and fine tuning things.
A few other things have occured in the past few months. Arlo Bartsch has
entered the histories of the 68th and 506th squadrons into our 44th Bomb Group
Web Site. The web site does generate inquiries from relatives or friends of
deceased 44ther's who are looking for information. I, as well as others, have had
several such contacts over the past year or so and have been able to provide quite
a bit of information, which is a very satisfying experience.
Ruth and Perry obtained four B-24 display models at the Reading, Pennsylvania
WWII Celebration. Ruth packaged them up individually and sent one to each of
Paul Kay's four Grandsons along with a very nice letter outlining their grandfather's accomplishments. We all had been trying to think of some memorial for his
family and as usual Ruth came up with a fitting one. Another round of thanks to
Ruth!!
Ruth has been in touch with the 8th Air Force Museum at Savannah regarding
the status of the " Voice- over" for the Ploesti diorama. It seems that every thing
has been done except installing it. They are in the process of rearranging all the
exhibits, including the new B-24 " Fighting Sam" nose section exhibit, so hopefully
the voice-over will be installed in the not too distant future.
Brenda Phillips, who keeps our roster up to date sends out lists of membership
renewals to the officers as they come in to the treasurer.. The rate of renewals for
this year has now slowed down . We presently have well over 600 up to date
members and associates in our organization. Regular members also include family
of 44th Veterans . We welcome Roger Fenton as our new Vice President.. His Dad
was a 47 mission Veteran of the 66th Squadron. Among other next generation
members who have been active are Jackie and Lowell Roberts and Lois and Tony
Cianci. We certainly appreciate all their help.
4
�LETTER FROM SHIPDHAM
For once the main bulk of the words from your old station, here in East Anglia,
are more to add comments to articles that were published in the spring edition of
'Tails', rather than adding anything new.
The article about the Griffith landing (arrival) in H-BAR was very interesting, not
the least because we have the actual footage of both Forrest Clarke's parachute jump
from H-BAR to Shipdham, followed shortly by the Griffith landing. Messy it was, successful it very much was. It was good to get some of the background on how the
plane came to be in such a mess, and how long Griffith and Grano had fought the
crippled plane to make it back that far. That footage is on a club produced DVD that
shows what you guys got up to and had to go through on a daily basis to get the
job done. (Another friend of the 44th, Brian Peel had the original {on VHS Tape} and
made it available to us. Club member Julian Horne then transferred it to DVD). That
DVD will soon be installed in Room Three in the museum and will be able to be
played on demand by visitors.
The second story I simply have to comment on is Will Lundy's appraisal of Steve
Adams. Guys, you only know the half of it. Without Steve, his generosity, help,
knowledge and enthusiasm, our museum at Shipdham would only be a shadow of
what it is today. Over the years, he has helped enormously by providing exhibits,
photos and knowledge. Having done that, he then disappears for a while and lets
the Shipdham Museum team just get on with it. Only on his next visit will he review
the work we have done, and correct any errors that may have crept in. At that point
he will usually produce another gem of an exhibit or photo to add to the collection.
His knowledge and understanding of the 44th is beyond belief.
On a personal note, Steve contributed greatly to the paperback booklet that we
produced together last year. (By the way, I have placed the order for the re-print; we
are on the last box of the first edition. It's selling that well. Shipdham Airfield, as well
as the 44th Bomb Group, has a real good friend in Steve.
Flying has been very high on everyone's mind over the last few weeks, as the
English weather has been most odd…It's been good for at least 90% of the time! As
you well know, that rarely happens here in Norfolk. We are all trying to make the
most of it.
Ed. Note: Peter Bodle lectures regularly at Station 115 to local groups, Lions
Clubs, Round Table, Women's Institute, Town & Village History Societies. The
Rockwell Griffith single wheel landing and Forrest Clark's contribution to this memory
is recorded on DVD. Bodle ends his lectures with this presentation. The Americans at
Shipdham are not forgotten at the base that was once part of the Paterson farm.
5
�THE CONTINUED SAGA OF SIDNEY BOLLICK
INTERNMENT IN SWITZERLAND
I parachuted into Switzerland on 18
March 1944 from The Paper Doll/Lady Dot,
#42-10012Q. We were bombing the Dornier
aircraft factory at Friedrichshaffen and I was
flying Co-Pilot for Hollis “Nick” Nichols. It
was our first mission together. Nick had
recently been checked out as First Pilot, and I
was the 68th Squadron's Gunnery Officer; I
had flown nine missions as Tail
Gunner/Observer whenever the 68th was
leading the Group. The rest of the crew was
recent replacements, with the exception of
the Ball Turret gunner, John Scott. Scotty
was on his twenty-fifth mission, and had volunteered to fly with us when the regular Ball
Turret Gunner got sick.
The mission was uneventful until we
approached the target, but then we ran into
heavy anti-aircraft fire. We turned onto the
bombing run, and just as we released our
bombs, we took a hit in the number three
engine. The prop governor was damaged,
and the prop went into uncontrollable fully
fine pitch, causing the whole plane to shake
violently and forcing us to reduce our airspeed almost to the stalling point. Unable to
stay in formation at that speed, we followed
our briefing instructions and turned across
Lake Konstanz toward neutral Switzerland.
By the time we had crossed the lake, our
altitude was down from 20,000 feet to
8,000, and the violent shaking had increased.
Knowing that the prop might come off at
any time and perhaps come right through
the aircraft, we decided to bail out.
Nick engaged the autopilot and put the
plane into a shallow glide at 130 miles an
hour. I pushed the bail-out button and got
on the intercom to make sure all the crew
understood we were bailing out. Then I
unhitched myself from the cockpit, snapped
on my chest pack parachute and climbed
down into the bomb bay. After a quick look
back through the waist to make sure that
everyone back there was out, I dove headfirst
through the open bomb bay door.
Just in time…
I had just rolled over onto my back and
looked up at the Paper Doll for the last time
when I saw Nick fall clear of the plane. At
almost the same instant, I saw pieces of
metal fly off the bottom of the fuselage. We
learned later, from a Swiss civilian who took
pictures of the crashed plane, that the prop
had come off and spun through the fuselage,
just about where Nick and I had been sitting
just seconds before. With the runaway prop
gone, the aircraft flew on in its gradual
descent for about a hundred miles before it
made a very good pilot-less belly landing in a
field behind a little village in the foothills of
the Alps. The nose broke off at the point
where the prop came through, and it also
broke in two at the ball turret, but otherwise, it was in pretty good shape.
I pulled the ripcord on my chute and
watched it stream out above me until it
snapped open with a solid jerk on the shroud
lines. It was oscillating pretty badly, and I
was swinging in a big arc like a pendulum on
a clock; so I tried pulling on the shroud lines
on one side to minimize the swinging. But
about all I seemed to accomplish was to spill
some air out of one side of the big canopy,
which caused me to drop faster. So I thought
“to hell with it” and let it swing.
As I neared the ground, I could see snow
covered fields and a barn, and a wooden rail
fence enclosing what was probably a pasture
underneath the snow. For a second or two I
thought I as going to land on top of the
barn, but I gave a final swing and plopped
down knee-deep in snow. Just before I hit
the ground I had seen two soldiers in dark
green uniforms and German-looking helmets
climbing over the fence toward me. For a
horrible moment I thought we had made a
mistake and had landed in nearby Austria.
But that fear was quickly dispelled when the
first soldier shouldered his rifle and stuck out
his hand and said, “Englander?”
I didn't know much German, but I knew
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�SAGA OF SIDNEY BOLLICK… continued from page 6
enough to say, “Nein, Amerikaner.” When he
smiled and shook hands instead of pointing
his rifle at me, I knew that we had reached
the sanctuary of Switzerland.
By this time the rest of the crew had been
rounded up from where they had landed and
were waiting in the back of a Swiss Army
truck. I was happy to see that we had all
made it without so much as a sprained ankle
among us. We spent that night at an inn in
the little village of Deutschwil, and the next
morning, after what we came to know as a
typical Swiss Army breakfast of hot chocolate, black bread and cheese, we were loaded
onto the same truck and driven fifty miles or
so to the Swiss Air Force Headquarters at
Dubendorf Air Base just outside of Zurich.
We spent that night there, after being interrogated by Swiss Air Force Intelligence and
dutifully giving just our name, rank and serial
number. The next morning we were put on
board a train at the Zurich Bahnhoff and
transported to Neuchatel, a very pretty city
on a large lake, also named Neuchatel.
A Tragic Error
On April 1st American planes bombed the
railway marshalling yards at Schauffhausen,
Switzerland, mistaking them for similar railroad yards just across the border in Germany.
As we were driven by truck to the Neuchatel
railroad station the next day for the trip to
our Internment Camp at Adelboden, the
Swiss yelled insults and shook their fists at
us, calling us 'murderers' and 'butchers' and
other nasty names. After we had boarded
the train and were pulling out of the station,
one man ran alongside, yelling, 'Jew York,
Jew York', as if that was the worst epithet he
could hurl at us.
The train ride to Interlaken took only a
couple of hours, and there we changed to a
local for the short ride up the mountains to
Adelboden. The view from the windows of
the train went from being merely interesting,
as we rolled across the broad valley that
opened out to the lake at Interlaken, to
breathtakingly beautiful as we climbed one
side of the valley and it narrowed until all we
could see ahead of us were majestic snowcapped mountains that seemed to rise right
up to the sky! Having grown up in the
Carolinas, I had seen mountains before, but
nothing that I had ever seen in the
Appalachians could compare to the sheer
size and rugged grandeur of these Alps.
The train continued its climb up the
mountainside, and after an hour or so it
began to slow down as it approached the
end of its line, the station at Adelboden.
When it rolled to a stop, the Swiss Army
guards lined us up on the platform for the
walk up the hill to the village that was
scheduled to be our home for the duration
of the war.
Quarantined
The Swiss were deathly afraid of epidemic
diseases, so we spent the next two weeks
quarantined in an old hotel on a hill above
Neuchatel. Our quarters were comfortable
and the food good, if not overly plentiful.
We were allowed to walk around the
grounds of the hotel under the watchful eyes
of a Swiss Army guard, and were separated
from the curious Swiss civilians, who took
the ride up the hill every day to see the
American airmen, by a waist-high hedge that
ran across the entire front of the hotel
grounds.
At first these civilians were very friendly,
speaking to us across the hedge in English,
asking where we were from, what it was
like there, and did we know their cousin
Hans who also lived in Chicago (or New
York or Peoria). However, on the fourteenth
day of our quarantine an event occurred
that changed their attitude toward us
dramatically.
Our New Quarters
Adelboden was a village of about three or
four hundred people, almost all of whom
derived their living from the tourist trade in
normal times; from skiers in winter, hikers
and climbers in summer. But these were not
normal times. Even though Switzerland was
a neutral country, it still depended on
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�SAGA OF SIDNEY BOLLICK… continued from page 7
imports from other countries which were
now at war, for many of the necessities of
life. And so the Swiss were on an austerity
program almost as strict as if they were also
at war. Food and other essentials were
rationed, there was almost no gasoline available for civilian use, and travel for pleasure
was severely restricted. Since this put a real
crimp in the tourist trade, the people of
Adelboden welcomed the American Internees
as another kind of 'tourist' to help bolster the
local economy until the skiers and hikers
returned.
While our crew was in quarantine at
Neuchatel, we had been joined by the crews
of four more B-24s and two B-17s that had
landed or crashed in Switzerland the same
day that we did. Prior to our arrival there
were only about fifty or sixty Internees in the
camp at Adelboden, so our group more than
doubled the camp's population. This presented some housing problems, but the
Commandant of our Swiss Guards solved this
by taking over another old hotel and separating our officers and enlisted men. Nick, John
McNamara (Navigator), Dolph Slovacek
(Bombardier) and I were moved into the
Nevada Palace Hotel with the other officers. I
was lucky enough to get a very small single
room to myself. It looked out across the valley at a magnificent mountain called Lohrner.
ration of cigarettes, chewing gum and candy.
The PX was run by 1st Lt. Pete Zarafonetis,
Bombardier on one of the first crews to be
interned, and he was scrupulously fair in seeing that everyone got his fair allotment.
After changing into clean clothes and
checking out the rest of our quarters in the
Nevada Palace, we set out to explore
Adelboden.
There wasn't much to explore. The village
consisted on one main street with several
shops, another hotel, the Hotel Baren, and a
few other narrow streets winding around the
mountainside. On these streets were two
more hotels, a number of tourist homes or
'pensions', and the houses of the villagers.
Most of these houses were two-story chalets
with balconies, built against the hillsides and
either painted sparkling white or left in their
natural wood color. All of them had colorful
painted designs on the front of the balconies
and along the overhanging eaves of the
roofs, very much like the 'distelfink' designs
of the Pennsylvania Dutch in the United
States.
Above the village the hillside steepened
until it became the lower slope of the mountain that guarded the western side of the valley. A single one-lane dirt road wound
upwards around this mountain slope to the
few chalets that dotted its sides, ending at
the pasturelands for cattle
and goats, about a
thousand feet
higher up.
Below the village the valley
flattened out
for perhaps
half a mile,
before starting the steep
ascent up the
sides of Lohrner,
Distelfink
and continued its gentle climb southward until it reached the
impassable barrier at the foot of the
Enslingenalp. From there a cable car lifted
skiers and sight see-ers fifteen hundred feet
Clean Clothes
We had parachuted into Switzerland in
our flying gear, which consisted of heated
long johns, one piece of coveralls and flying
boots. Except for a change of underwear
provided by our guards, we had lived in
these clothes for two weeks. So upon arrival
at the Nevada Palace, (which incidentally,
although quite comfortable, was far from
being a palace), we were overjoyed to learn
that a Post Exchange and Supply Room had
already been set up in the hotel. We were
issued two changes of clothing; G. I. underwear, enlisted men's khaki shirts and pants,
shoes, socks, and a toilet kit. The clothing
was supplied by the American Legation in
Berne, and we were even allowed a small
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�SAGA OF SIDNEY BOLLICK… continued from page 8
up to a natural bowl that provided some
excellent skiing.
Since the only railroad ended at the
Adelboden station, and the only roads deadended at the mountains surrounding us,
there was no need for the Swiss to keep us
under close guard to prevent escape. They
stationed a guard at the railroad station and
one at the road just below the village, and
otherwise left us free to roam about as we
pleased, just taking a roll call at breakfast
each morning and one before 'lights out' at
night.
We soon settled into the routine of the
camp, breakfast at seven, clean up your
quarters, take a walk up the hill to the main
street of the village, window shop and talk
to the storekeepers, sit on one of the benches in front of the little General Store and
swap stories with the other Americans, walk
up the hill a little further to the hotel where
the enlisted men were billeted and visit with
them. Then back to the Nevada Palace for
lunch at noon, maybe take a nap, then
repeat the procedure in the afternoon and be
back to the hotel for supper at six. After supper there were usually a couple card games
in the big room that had once been a night
club, but had been turned into a sort of
'Officers Club.”
The club even had a bar, which was run
by the owner of the hotel, an elderly gentleman named Monsieur Richard, who housed
us and fed us under contract to the Swiss
Government. We could get a beer if we had
the money to pay for it, which we seldom
had. We were paid our monthly salary by the
American Legation in Berne, but to avoid
conflicts with the Swiss military, they were
only allowed to give us as much as a Swiss
soldier or officer of our rank was paid. In the
case of a 2nd Lieutenant, that came to forty
dollars a month. The rest was held for us, to
be paid when we were released and returned
to our units at the end of the war. In some
cases this could have amounted to a tidy
sum, but as G.I.'s usually do, we found a way
to get around these regulations.
Some of the pay that we received each
month was lost at the blackjack games or
crap games that went on to relieve our boredom, and what was left was spent in a local
café for coffee and any food that wasn't
rationed. The Swiss Army fed us as well as
they could, and the meals were well prepared, but the portions were not too plentiful. Breakfast was either coffee or chocolate,
black bread and either butter or cheese,
whichever they happened to have the most
of. For lunch and supper we had some kind
of pasta and a vegetable, sometimes with a
green salad. Once a week we had meat for a
main dish, usually veal. It was a lot better
fare than we would have gotten in a German
prison camp, and we didn't go hungry. But
we didn't get fat either.
The Entrepreneurial Spirit Arose
Since there was very little seasonal tourist
trade, the local shops were well stocked with
merchandise, including some very good cameras. Seeing a potential gold mine in the
American Internees, the merchants got
together and petitioned the Swiss and
American authorities to allow the Internees
to charge merchandise in their shops, with
payment to be made out of the Internee's
account by the American Legation. Much to
our surprise, their petition was successful,
and we went on a colossal spending spree.
Although all of the shop owners benefited from this arrangement, the biggest and
most immediate beneficiary was Willy
Klopfenstein, a former Olympic Skier who ran
the local photography shop. We just about
cleaned him out of cameras and film in the
first few days. Some of us had chipped in to
buy an enlarger, which M. Richard allowed us
to set up in a small storeroom in the hotel's
basement, giving us our own darkroom. We
spent many hours in that room, developing,
printing and enlarging everything from
mountains to chalets to St. Bernard dogs.
I bought a twin lens Rolliflex camera and
several rolls of film, a pair of ski boots which
I converted into hiking boots by putting hobnails in them, and a pair of tough civilian
trousers. Armed with my new camera and
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�SAGA OF SIDNEY BOLLICK… continued from page 9
equipped for hiking, I set out to climb the
hillside above the town and take pictures of
everything in sight.
My usual companion on these hikes was
John Scott, our ball turret gunner. There was
very little rank consciousness at Adelboden,
and although Scotty was a Staff Sergeant
and I was a 2nd Lieutenant, we just seemed
to hit it off. Maybe it was because we were
both Southerners, he from Georgia and I
from North Carolina, but whatever it was, we
became good friends in the short time we
spent together. I never saw him again after I
left Adelboden, but I heard later that he had
escaped through Yugoslavia and had spent
some time with Tito and his Partisans.
Not all of my money (credit) was spent on
photography. Quite a bit of it was spent at
Frau Schumann's Pipe and Tobacco Shop.
Although I had never been a cigarette smoker, I had started smoking a pipe when I got
overseas, and it didn't take me long to discover Frau Schumann's shop.
Frau Schumann was a most interesting
character. She was a widow, about seventy
years old; and like most Swiss, she spoke
English, French, German, Italian and
Switzerduetsch, which was a combination of
the last three. I had taken a couple years of
French in high school, and when I told her
this, she insisted on teaching me to speak
French. She absolutely refused to speak
English with me, and I can still hear her saying,”Pas parlez Anglais, parlez Francais.”
As a result of her persistence, I was soon
able to speak passable French, and more
importantly, to understand it when it was
spoken to me or when I heard it on the
radio. Of course, in the process of these
French lessons, I also bought a lot of pipes
and tobacco.
French and Switzerdeutsch. But every night I
listened to BBC from London broadcasting
messages to the French Partisans. The broadcasts always began with the first few bars of
Beethoven's Fifth Symphony, the “V” for
Victory bars. Dit dit dit dah, dit dit dit dah,
over and over again several times, then, “Ici
Londre, Ici les messages pour cette nuit.”
(This is London. Here are the messages for
tonight.” This would be followed by several
messages like, “Allo Claude, allo Claude, allo
Claude. La neige is sur les mountains, la
neige est sur les mountains. (Hello Claude,
the snow is on the mountains) and “Allo
Pierre, allo Pierre, la jeune fille est tres jolie”
(Hello Pierre, the young girl is very pretty).
I listened to these messages by the hour
and tried to imagine who they were intended
for and what they meant. Some of the
names, like Claude and Pierre, were repeated
so often that they came to seem like old
friends. And as I listened, my understanding
of French continued to improve, until one
night I realized that I was thinking in French,
not translating it in my head from French to
English!
Boredom was our biggest enemy at the
camp, and we were all getting very restless.
There was a lot of talk about escaping, and a
few men tried it but were quickly caught and
sent to a very unpleasant Swiss Army prison.
However, our boredom came to an end
with the events of June 6.
Ed. Note: Sidney Bolick has written a very
long treatise, which I am using in the Tails.
His POW experience in Switzerland is another
glimpse at the events which our men lived
through in WWII. His story will continue in
the next issue. In contrast I am writing of the
experience of John Joseph Brown, who was
a POW in Germany.
President John Kennedy once said, “War is
not fair. Some men get easy assignments;
others go through horrible combat experiences. Life, itself, is not fair.” How true.
Listening in…
One of my other early purchases was a small
radio for my room. I kept it tuned to a Swiss
station during the day, listening to music and
trying to understand the news broadcasts in
10
�JOHN JOSEPH BROWN'S
THIRD MISSION ON RUBBER CHECK
TO LANGENHAGEN
On 8 April 1944 we were hit by enemy
fighters. I believe they were mostly
Me-109s. The number of B-24's in our
Group that was lost that day varies in
reports from different sources. Some
reported five planes on up to eleven. Well,
as for the plane we were flying, it was hit
on the first pass by the German fighters. By
the time we knew they were there, we were
being fired at. As Engineer, and being up
on the flight deck in the top turret, I could
observe everything. The damage was this:
No 1 & 2 engines were out and smoking,
No. 3 engine was on fire. The flames had
engulfed the whole wing area. No. 4
engine was the only engine that was operating.
I reported this to Lt. Herzing, our Pilot,
and it seemed that a long time elapsed, so I
reported it the second time. But he and the
Co-pilot, Lt. Filbach surely had their work
cut out for themselves at that moment. Lt.
Herzing then said to the Co-Pilot, “What do
you think Phil?” The reply was “Let's get the
hell out of here.” The next order was to
“Salvo the bombs and prepare to jump. Go
ahead and jump.”
Well, it was our first jump; all practice
jumps prior to this were done on the
ground, just to orient each person which
exit to take. To complicate matters, after
the bombs were salvoed, the bomb bay
doors were swinging back and forth. After
checking the swing of the doors, it was
decided to jump as they were about to
open, because they swung back almost
immediately.
Well, we all bailed out and arrived back
to the ground with a few bumps and bruises, banged up legs and backs, but other-
wise in good shape. I was told that shortly
after we left the plane, it blew up.
We then were taken by German soldiers
to a German Guardhouse, somewhere near
Hanover. Within a few days we were
shipped to Dulag Luft in Frankfort.
We were held in solitary confinement for
several days; and on occasions, brought out
to be interrogated. Later we were shipped
by boxcar on the railroad to Stalag 17-B in
Krems, Austria. We were interned there
until about April 7th or 8th, 1945.
At that time we were forced to march to
Brauneau, Germany. During this forced
march, which took a few weeks, we were
fed only six meals - of slop. I think that a
pig would have turned away from it. Once
there, we lived in the forest until the U. S.
Army came along, and we were liberated.
[The pilot (Ernest Herzing), Co-Pilot
(Virgil Filbach), Bombardier (William Ball)
and Navigator (Gayle Dunkerly) were sent
to an Officer's Camp, Stalag 1 near Barth.
The non-coms were shipped to Stalag
17 -B in Krems, Austria -- Engineer (John
Brown), Radio Operator (William Weiss),
Ball Turret Gunner (Moren Hirsch), Right
Wing Gunner (Alvin Thorson), Left Wing
Gunner (Albert Leblanc), Tail Gunner
(Francis Mahaney)]
Ed. Note: According to Will Lundy's
book, Roll of Honor and Casualties, the
month of April 1944 cost the most plane
and crew losses of the entire war. April 8th
was the single worst day.
The mission to the Airdrome in
Langenhagen, Germany cost the 44th
eleven A/C; 35 KIA; 73 POW (with one
escapee); 8 WIA; 1 seriously burned.
11
�SWEATER GAL, RIGHT CREW, WRONG PLANE
SWEATER GAL # 41-100150
Standing L-R: Captain William B.
Earleywine, pilot; 2nd Lt. John H.
Steid, Co-Pilot; Lt. Gerald Clinch,
Navigator; Lt. Walter Tomaszak,
Bombardier; T/Sgt. Willaim May,
Engineer. Kneeling L-R: T/Sgt.
Joseph Capossela, Radio Operator;
S/Sgt. Michael Kellaher, Waist
Gunner; S/Sgt. Ron Dieck, Belly
Gunner; S/Sgt. Julius Carter,
Assistant Engineer/Turret Gunner;
Elder Williams, Tail Gunner.
How did a 93rd Bomb Group plane get to be the background for a
44th BG Crew? Roger Fenton's explanation sounds logical: after the
Earleywine crew completed their missions a member of the Ford Motor
Company snapped their picture, then commandeered the plane for
upgrades, then sent it to the next needy BG. This picture was discovered
in the Ford Reporter on 1 August 1944.
Ginger Carter Schwager sent the picture, honoring her father Julius
Carter, who was Assistant Engineer and Gunner in the 66th Squadron.
Carter flew thirty-two missions during his nine-month tour of duty.
Ed. Note: Can anyone remember which movie star was labeled 'The
Sweater Girl?” Answer: Lana Turner.
Lana Turner
ANNE LEHNHAUSEN SHAULES
HONORS HER LOST FATHER ON MEMORIAL DAY
I finally got to visit my father's grave in
Europe at the American Military Cemetery in
Luxembourg. The experience was overwhelming. Not many family members were able to
visit his grave site because of the distance.
My father's plane went down over Holland
on October 18, 1944. He was first declared
“Missing in Action.” It took a year before his
plane was found in six feet of water…
Mom talked about how good he was and
how movie-star handsome he became as a
young man. But his actual death was never
discussed. I know it was extremely difficult
for her. She was nine months pregnant with
me when he was killed. He was waiting every
From the San Diego Union Tribune: More
than 60 years after her father Edward Clark
Lehnhausen, died in World War II, San Diego
resident Anne C. Lehnhausen Shaules says
Memorial Day isn't for closure - her loss will
always be painful - but about honoring our
war dead. Here in her words are thoughts of
the day she visited her father's grave several
years ago in Luxembourg.
As I looked over the sea of pristine white
gravestones, I was struck by the magnitude
of them. All these fine young Americans.
When will we ever learn? Let us never forget
the ultimate sacrifice these young people
made for our freedom.
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�ANNE LEHNHAUSEN SHAULES HONORS … continued from page 12
that part of her stayed in a fantasy perfect
world when she was young and he was with
her. They were so young and so much in
love. Their time together was so very short,
only a few years. But up until the day she
died 60 years later, she spoke of him fondly
and her loss was as raw as if it had happened the day before...
I do not know if I ever will get back to
visit my father again. But I am content that I
was able to go at least once. I hope that my
daughters and grandchildren can visit my
father, as I do not want him to be forgotten.
All those brave Americans. How can we
ever thank them? How can we ever forget?
Four A/C were lost on 18 October 1944. The
Edward Lehnhausen crew was flying in Flak
Magnet. All members of his crew were KIA.
Edward is the brother of Robert Lehnhausen,
Commander of the 68th Squadron.
day for a telegram from her telling him
about the birth of his first child. He was a
young man, only 23 years old, and mother
was only 24. I arrived two weeks after he
died.
I took flowers to my father. It was raining
that day as we wandered around the lovely
Luxembourg countryside. We saw an old
barn, and my husband went inside to ask
where the American cemetery was. I had
such a sinking feeling that I had come so far
and could still not find Daddy. Then I saw a
sign pointing to the cemetery. We walked
and walked, having no idea how far it was.
The misty rain did not help, and our hearts
were heavy. At last, I saw the sea of gravestones, and I found daddy right away. It was
a most moving experience. I got to talk to
him at last. I felt that he was there.
The death of my father was a great
tragedy from which my mother and all the
family never recovered. I have always felt
AN ODE TO ANOTHER FATHER
by Mary Esther Wheatley, (age 11)
They say my daddy died. He did not die.
Why just tonight, I heard him fly
Above my roof.
Is that not proof
That he's alive and breathing where
The world is safe and free from care?
They say he 'folded wings' at sea
But daddy would have wanted me
To doubt those things.
You can't fold wings
That for a lifetime have been spread
To fly above a first child's head!
Tonight when all the world is still
I'll lean upon my windowsill
And listen for you, Daddy Bill,
And though the whole world fails to note
A fast approaching flying boat
With ghostly motors in its throat,
I'll hear it come, and I shall be
Proud - proud that you flew west to me
On wings that no one else could see.
13
�This cartoon sumitted by Will Lundy.
14
�THE MIGHTY EIGHTH MUSEUM IN SAVANNAH, GEORGIA
record the words on a DVD, which is now in
the hands of the Curator. Hopefully, the project
will soon reach fruition.
Currently the Mighty Eighth is featuring
original art from artists who served in WWII.
The exhibit is called “A Brush with Destiny,”
and features the work of men who were
POWs, pilots, mechanics and other occupations
during the War. An acrylic of a B-24 battling
two Messerschmits over the English Channel
was created by Charles Doyle. Some of the
men who painted the unique nose art on
planes are now preserving history through
their art.
Anyone visiting the Savannah area would
enjoy a glimpse back into the realities of WWII.
The Museum is undergoing a major streamlining. As you will recall, the 44th BG placed a
large diorama depicting the Ploesti Raid. It featured White Five, one of the refineries that
Hitler depended on to fuel his tanks and
trucks. About two years ago Roy Owen had
the planes lowered to a more accurate level.
(They advanced at tree-top level, and some
were low enough to pick up pieces of corn
stocks from the neighboring fields.)
According to Vivian Rogers-Price, Curator,
the Ploesti exhibit will be part of a larger display depicting the activities of the Mighty 8th
Air Force, which originated in Savannah.
Included will be the nose Fightin' Sam, a contribution from the 2nd Air Division. A person
will be able to enter the back of this B-24
nose, look down through the Norden Bomb
Site and blast an imaginary target.
One piece of unfinished business is electronically placing a 'Voice-Over' on the exhibit.
When Roy helped design the exhibit, he wrote
a description of the Ploesti mission, which is
printed on the base of the diorama. However,
it is acknowledged that having a voice describe
the event would be more powerful, as most
people respond to sounds more strongly than
printed material. Tom Parsons answered the
call for help, and had a professional speaker
Ed. Note: Equally impressive and worthy of its
own exhibit was the raid on Target Blue, led by
Col. Posey on August 1. This was the refinery
that produced oil for Hitler's A/C. The Creditul
Minier Refinery was totally destroyed, forcing
the Luftwaffe to limit training and operations
for the rest of the war. Among those flying at
treetop level was Richard Butler, a former
Board Member of the 44th BGVA, former
President and currently a Board Member of the
2nd Air Division.
YOU ARE CORDIALLY INVITED:
Military Historical Tours is inviting members of the 44th BGVA to celebrate the 65th
Anniversary of the Mighty Eighth Air Force in England. This organization works with FOX
News, taking veterans & families to the site of airfields of the 8th AF. The first tour is 2-10
October. The stated goal is “To honor the men and women who helped defeat Nazi aggression by serving in or supporting the greatest air armada the world had ever seen-the 8th Air
Force.”
The second tour is 3-14 September, “Americans in Enemy Hands”, the POW experience
in Germany. The tour is working in conjunction with the OFLAG 64 Survivors Association.
It will focus on the 350,000 members, 28,000 who became POWs during WWII. This tour
is aimed at those airmen who experienced the German prison camps.
Contact can be made by e-mail: http://www.miltours.com or by contacting Major Bill
McCullough, Military Historical Tours, 4600 Duke Street, Suite 420; Alexandria, VA
22304-2517; Tel. 703 212-0695.
15
�FROM THE DIARY OF SAM CERVELLERA
Radio Operator
3 May 1944 Mission #3
Fred Stone crew.
Target: St. Omer, France Visibility Poor…21,000 ft. Shack Rat
Temp minus 24
The target was a military installation at St. Omer, believed to be secret rocket installations…
(V-1 site) It was 5 hrs. and 35 minutes long. We did not see much flak until we reached the IP.
There we had a 25 min. straight flight to target with good visibility. Over the target there were
clouds, neither the tail gunner nor I could see our bombs hit. I was still looking when we caught
a burst of flak, not direct, but close enough to knock the boys around in the back. It was 2 ft.
over my head, and I did not know about it till after we landed. Then we saw the flak holes in the
fuselage. Those boys sure shoot straight over there on the French coast. No enemy fighters were
around. P-51s swept the area. The flak was close enough… 27more to go…
8 May 1944 Mission #5
Fred Stone, Pilot; Merritt Derr, Co-Pilot; Andrew Patrichuck, Navigator; Glen Hartzell, Nose
Gunner/Togglier; Charles Brown, Engineer/Top Turret Gunner; William Strange, Right Waist
Gunner; Robert Foust, Left Waist Gunner; Robert Ryan, Ball Turret Gunner, Morrie Meunitz, Tail
Gunner.
Target: Brunswick, Germany Visibility-- pretty good 22,000 ft. A/C #42-9997
Temp minus 32
Today we had the book thrown at us. Next to Berlin, this is the toughest target in Germany.
Going in we encountered the usual flak, but it was inaccurate and not well concentrated. Just
before the target we saw fighters forming at three o'clock and low. They were called out 'ME
109s and 190s'. After forming, they went out to one o'clock and started to press home. We were
in the high formation and second element. That's just where they come in. Hartzell yelled out
'here they come' and let fly away, and so did Brown from the upper turret. They swept by, and
Strange got a short burst at three o'clock as he kept going. He did not hit it, as it came by too
fast. Morrie was going to get it at five o'clock, but his turret went out, and he couldn't get a
shot. Brown came the closest to the 109s tail. In the meantime Foust was cussing the krauts
because they would not come to his side. Ryan was screaming at Stone, to let him put the ball
turret down, but it would have cost us the formation. The fighters made their sweep and did not
knock out a single B-24, although they did some damage. They went around to form another
sweep at 12 o'clock.
A formation of P-38s showed up; and Jerry seeing them, broke up and headed for cover with
the P-38s in pursuit. We went on to make our bomb run and back to the Channel and home.
Two B-24s collided over the target, but we saw no chutes. Derr, Stone, Pat and I had to sweat
out the fighter attack, as we had no guns. I am going to get Foust to take over Radio Operator
duties and shots too. I had to stomp on the bomb bays to get them to open, as the hydraulic
fluid was frozen. It was tough… 25 more to go…
PS. We received the Air Medal for this mission…
Ed. Note: Will Lundy's book, Roll of Honor & Casualties, records the loss of one A/C from the
66th Squadron and 2 crewmen.
16
�`WWII NUMBERS
Americans who served in WWII - 16.1 million
61 % of U.S. troops were drafted - 671,000 were wounded
78,000 U.S. troops are still not accounted for.
464 Medals of Honor were awarded, 266 posthumously
90,000 men were POW
303,700 U.S. air craft were produced; 59,300 were lost.
Average pay for enlisted troops - $71.33/month
Average pay for officers - $203.50/month
6.5 million U.S. women entered the work force
55-60 million people from 311 nations died
50 countries were involved
12 million Europeans were left homeless
$17 billion in US post war aid went to Western Europe
13.3 million pints of blood were donated to the Red Cross
420,000 performances were given by the USO
FAMOUS LAST WORDS
At one time the U.S. was looking for new ideas for winning the war, and serious consideration was being given to turn bats loose with incendiary bombs attached. A high
ranking general in the weapons development department of the Army said he liked the
bat idea better than that 'half baked idea of making atoms into bombs!'
More Solutions of the Qantas Ground Crew
To Pilots' Complaints
P. Left inside main tire almost needs replacement.
S. Almost replaced left inside main tire.
P. Suspected crack in windshield
Q. Suspect you're right.
P. Number 3 Engine missing
S. Engine found on right wing after brief search.
America is the land of the free because of the brave.
17
�Graham Austin of Ipswitch, England remembers the details of life in a country
where bombs fell during many of the early years of his childhood.
“We had two kinds of shelters, the Morrison and the Anderson. The Morrison
Shelter was used in homes. It was made of steel sheet metal and was like a big table
placed down in the basement. When the sirens went off, the family could huddle
under this structure; and hopefully, survive the raid.
“The Anderson Shelter was made of six inch corrugated steel. It had a rounded top,
held together with bolts. The shape is similar to a cage that is used on airplanes for
transporting an animal-but much bigger. It was big enough for a family to sit out an
air raid. The soil was dug out, the shelter was placed in the hole, then covered with the
soil.”
****************************************************
From the Editor: Back copies of many of the 8 Ball Tails are available without charge.
We ask to be reimbursed only for the cost of mailing. Call my phone number or e-mail
me at the address on the inside cover of this magazine.
****************************************************
The 8 Ball Tails is named for the identifying numbers on the tail of the featured A/C. Do
you have a picture of your favorite plane, which could be used on the cover? Send it to
me; I'll try to use it. (I am eager to learn what treasures are
laying in our veterans' attics.)
****************************************************
Top left: American Red Cross Club Mobile, a
traveling canteen, was borrowed from the
London Passenger Transport Board.
Bottom right: Coffee and doughnuts were
dispensed from the hatch on the side of the
Club Mobile.
18
�ONCE AN ENEMY…
Perry Morse
met Gottfried
Dulias at the WWII
Celebration in
Reading,
Pennsylvania. Like
other participants
in the show, the
pilot of a Me-109G
was decked out in
his German aviation attire, and celebrants were purchasing signed
Gottfried P. Dulias as a copies of his book,
Cadet, Berlin Gatow,
Another Bowl of
June 1944
Kapusta, (Cabbage
Soup)
Morse and Dulias exchanged life stories.
Morse was drafted into the army at age 19. On
Miami Beach, Florida he volunteered for gunnery school, and in a few short months, he
was flying in a B-24 with the Beiber crew.
Dulias was a member of the Hitler Youth.
At age 18 he was summoned to Munich to be
tested for military service. He was inducted
into the Luftwaffe, became a trainee at the
German Air Academy, and in six months was a
fighter pilot in the 53rd Squadron, the Ace of
Spades. He flew a Messerschmidt Me-109G,
and was assigned to knock down the bombers
flying out of England and the fighters that
accompanied them.
Dulias claims shooting down two B-17s and
a number of British Spitfires. The camaraderie
of airmen was real, regardless of national identity. Within a few hours after shooting down a
British plane, he met the pilot in a POW camp.
The man walked up to him smiling, saying “Are
you the fellow that shot me down?” They
shook hands like great friends.
At age 19 he was in combat; at age 20 he
was a POW in Russia. Flying in Gustav, he shot
a Russian 'Rata' and followed it down, wanting
to photograph it and get credit for the victory.
This took him into Russian territory; his plane
was hit, but he managed to bring it safely to
the ground. Gustav exploded seconds after he
stepped out. From there he went on a starvation diet of Kabusta in a Russian Gulag.
Morse could report that when the war was
over in 1945; he and his crew survived and
returned to civilian life. Dulias spent three
ghastly years in the Russian Gulag, returning to
his family in January 1948. He could not return
to his hometown of Konigsberg in East Prussia,
as that was part of the territory which Russia
claimed at the Peace Treaty. He and his wife
Hedwig came to America in 1953. They rapidly
sought citizenship and employment. They had
three children.
Although Dulias shot down five planes, the
Germans had no designation of Ace, as was
the recognition in the AAF.
As the two WWII airmen agreed to stay in
touch, Morse commented, “I'm glad you didn't
shoot me down.”
Ed.Note: At the Gathering of the Eagles
and the graduation of the cadets at Maxwell
Air Force Base in Alabama, 16 Eagles were
honored, among them, Gottfried P. Dulias.
He is a member of the Luftwaffe Aircrew
Re-enactment Association, an organization of
volunteers who participate in re-enactments
for special WWII events. They come in uniform,
but the swastika is never a part of their décor.
Why is it hard for giraffes to say they're sorry”
Answer: Because it takes so long for them to swallow their pride!
19
�MAIL & E-MAIL
Present at the Society' gathering were Peter
and Connie Loncke. Peter has recently retired
from the Belgium Air Force. He spent many
years in his homeland, locating crash sites and
informing families of his findings. He is married to Connie Crandell, niece of 1st Leonard
Crandell, whose plane was lost in Belgium
after dropping supplies to British paratroopers
at Wesel, Germany.
From Will Lundy: Re the man on the front
cover of the Spring edition of the 8 BTs:
“I was thumbing
through Steve Adams
book and page 52
found the same photo,
but identified the man
as: 1st LT. Fred H. Jones,
the pilot who flew it.
The man certainly is not
dressed like an officer,
but he does have a large
object in his shirt pocket. It could have been
taken Africa, where tans were worn, and most
ground crewmen would have been dressed in
coveralls, not khaki.
Can anyone identify this person?
From Lee Aston: Sixty four years later, the
Ploesti mission continues to make news. The
body of Lt. Archibald Kelly of Detroit,
Michigan was found in Croatia. Apparently
Kelly was a member of the 15th Air Force, flying out of Lecce, Italy.
The losses of the raid on 1 August 1943 by
the 44th and 93rd Bomb Groups were so devastating, the plan was temporarily abandoned. However, as the War progressed and
when bases in Italy became available, General
Eisenhower made the decision to continue
those raids (but not at treetop level.) Lt. Kelly
was a participant in that plan. Eight members
of that crew bailed out and survived. Two
were lost.
The advantage of continued raids was that
it tied up German forces, keeping them away
from the Allied invasions planned for the coast
of France. As German fuel supplies continued
to drop, less training was available for new
German aviators, making them an easy target
for P-47s, P-51s and gunners on the bombers.
The 44th lost eleven A/C on the Ploesti raid,
two of which were interned in Turkey.
From Arlo Bartsch, 44th Bomb Group
Database Custodian: The 44th Bomb Group
Web Site has been updated to include the latest issue of the 8 Ball Tails. It also includes
Web Todd's History of the 68th Squadron and
Norm Kieffer's History of the 506th Squadron.
From Peter & Connie Loncke: The Air Force
Escape and Evasion Society met in St. Louis,
Missouri to reminisce the drama of
Underground Belgium, French and Hollanders
helping airmen who parachuted or crash-landed into their country. Three dozen airmen met
with their 'helpers', remembering the dangers
they faced from a determined enemy. Any
member of an occupied country who was discovered helping an Allied airman would
immediately be executed.
Members of the French Resistance, the
Dutch and Belgian Underground, and partisans and soldiers from the former Yugoslavia
led more than 2,000 U.S. airmen to safehouses and farms where they were kept and fed
until it was safe to travel an escape route out.
From: Lawrence Cantwell (66th Sq.) to
Will Lundy: We arrived at the 44th in May '43.
In retrospect, getting there was almost as
'hairy' as being there. Enroute to England via
the southern route, we crash landed in
Casablanca, with nearly a month delay in
repairing the plane. From Casablanca to
Norfolk, we carried a passenger, a captain,
command pilot, ex-commercial airman. We
20
…continued on page 21
�MAIL & E-MAIL… continued from page 20
From Kevin Watson: The Remembrance
Sunday ceremony in Eastbourne, England for
the Ruth-Less crew is on the Internet:
http:// youtube.com/watch?v=NqEvhkgxBAE
The story of the Bolin crew that was
returning to Shipdham is told on the You Tube
web site, as is the annual memorial service in
their honor. Returning from a V-1 launching
site in Watten, France in bad weather and
badly damaged, Ruth-Less crashed on Butts
Brow at Eastbourne. All members of the crew
were lost.
An English gentleman, the late Arthur
Smith, paid homage to those lost Americans
every Remembrance Sunday for fifty years.
Kevin Watson, a young man living in the area,
convinced the Councillor Ron Parsons, Mayor
of Eastbourne, to place a memorial on that
site. Every year since then, a memorial service
is held at the crash site. It is a town that
never forgets.
Watson has written a book, 'Ruth-Less and
Far From Home.' Copies are available by contacting him at MonsieurKevin@aol.com.
were lost over England in 18/10 cloud cover,
low on gas, with no options. Fortunately, the
Navigator located an RAF fighter airfield, the
Captain took the left seat and took us through
the cover, almost to the deck. He landed very
nose high, hit the brakes, and ran off the end
of the runway. There was no doubt in anyone's mind that without him, we would not
have made it.
My first mission was on 29 May 1943 to
the sub pens at La Pallice, France, replacing
the Radio Operator on Lt. John Reed's crew.
We lost an engine near the French coast,
aborted, was attacked by 2 JU 88s, got away
into cloud cover, lost instruments and wound
up with an emergency landing at a Royal Navy
Base in southern Wales. I was the bum on this
mission who could not tune the radio to find
out where we were. Thank God for the
Navigator, who got us located with the radio
compass. I resolved that day to learn my job
when I got back to base-and I did, becoming
a lead R.O., usually flying only when we led
the 44th or the 2nd Air Division or the entire
8th AF.
I went with Lasco's crew to Benghazi for
the Sicily/Italy invasion; but for the August 1
low level to Ploesti, I was hospitalized for over
a week with amoebic dysentery. The Lasco
crew went down over Ploesti. The survivors,
Henry Lasco, Pilot; Joseph Kill, Co-Pilot;
Charles “Shorty” DeCrevel, RWG and Albert
Shaffer (LWG) were interned.
After returning to England, I continued flying with various crews, making my last mission on 8 September 1944. I turned down a
commission, as it meant one more year overseas. I was sent home later that month.
Looking back now, I realize I've seen the
days of maximum effort being 150 bombers
with no fighter support (except Spitfires to the
Dutch Coast) to 1500 bombers with a thousand 38s, 47s & 51s all around and over us. I
have been on thirty five missions, including
the first daylight over Berlin, a crash landing in
an English meadow after coming back from
Ludwigshafen, and never a Purple Heart.
That's true Irish Luck.
From Will Lundy: If you think you are
being snubbed by E-Mail messages bouncing
back, please forgive. Blame my computer or
blame AOL, but I am about to make some
changes-a new computer. Try my other
address: cwlundy@earthlink.net
From the Editor: A new museum is under
construction at Normandy. The 44th Bomb
Group is among the honorees at the new
museum, by virtue of having been a participant on D-Day. The Flying Eight Ball will be
proudly on display.
21
�ABOUT BRANSON
According to Jackie and Lowell Roberts, the hills of Missouri are 'alive with the
sound of music'. You will love being there. The deadline for registration is past, but
register anyway. We will work overtime to get you into the hotel. It is important that
you let us know when you are arriving. Our awesome Roberts couple have rented a
van to transport you to the Grand Plaza Hotel.
Besides the planned events, you can opt to see Presley's Country Jubilee - Gospel,
Classic Country, New Country and Comedy. The Welkresort Theatre offers a magic
show. Jeff Gordon says his race car appears nightly. Does it also disappear? We're not
sure.
44TH BOMB GROUP VETERANS ASSOCIATION
GRAND PLAZA HOTEL
245 N. WILDWOOD DRIVE, BRANSON, MISSOURI
2007 REUNION SCHEDULE
LODGING: GRAND PLAZA HOTEL FOR 3 NIGHTS STAY
Friday, August 31, 2007
Registration 9:00 A.M. to 5:00 PM
Welcome Reception 6:00 PM
(Dinner on your own)
Sunday, September 2, 2007
Breakfast
6:00 P.M. Banquet
Cash Bar
Saturday, September 1, 2007
Breakfast
9:00 A.M. Membership Meeting
5:00 P.M. Cash Bar
6:00 P.M. Squadron Dinners
Monday, September 3, 2007
Breakfast and Goodbyes
OPTIONAL SHOW PACKAGE
Saturday, September 1, 2007
12:00 pm Showboat Branson Belle
or 1:00 pm Titanic Museum
22
Sunday, September 2, 2007
10:00 am Red Skelton Tribute
2:00 pm Veterans Memorial
Museum
�44th BOMB GROUP VETERANS ASSOCIATION
REUNION REGISTRATION
August 31-September 2, 2007
Grand Plaza Hotel, Branson, Missouri
Please fill out a form for each registrant
Please Print or Type. All Information Must Be Complete
Last Name _________________________ First Name _____________________________
Spouse/Guest ____________________________ Squadron ________________________
Address ___________________________________________________________________
City _______________________________ State _________________ Zip Code ________
Phone ________________________
Per Person Pricing: Single: $456.00 Double: $308.00 Triple: $266.00 Quad: $245.00
Please indicate bed preference: King ____________ Double________ Single _________
Includes: Welcome Reception, three free breakfasts, Hospitality Room, free parking,
Squadron Dinner. Please indicate choice of entrée:
________ Chicken _________ Shrimp
Banquet: Please indicate choice of entrée:
________ Prime Rib _________ Salmon ________ Chicken
OPTIONAL TOURS:
Saturday September 1, 2007
12:00 pm Showboat Branson Bell (with lunch)
or
1:00 pm Titanic Museum
Sunday, September 2, 2007
10:00 am Red Skelton Tribute
2:00 pm Veterans Memorial Museum
Payment
$60.00 each
$30.00 each
$36.00 each
$19.50 each
Number of Registrants (See Prices Above)
Single ________
Double ________
Triple ________
Quad ________
$ _____________________
$ _____________________
$ _____________________
$ _____________________
Tours: Show Boat
Titanic Museum
Red Skelton Tribute
Veterans Memorial Museum
$ _____________________
$ _____________________
$ _____________________
$ _____________________
Extra nights are $99.00 per room per night, all taxes included. If you are planning on
spending extra days before or after the Reunion, please inform us of your plans. It will help
our treasurer get the correct information to the hotel.
Please send checks to 44th BG Treasurer:
Richard Lynch, 109 Jason Road, Box 518 Conrad, IA 50621, 0518
23
�WILL SEZ
RECOLLECTIONS
rushed to the 389th BG, and then on to
North Africa. So, of the five Groups that participated, only the 376th BG did not have
roots from within the 44th BG!
For the past few months I have been collecting and combining as much data as possible
about the 44th BG's participation in the low
level bombing attack on the Oil Fields
Refineries of Ploesti, in Rumania, 1 August
1943. The courage displayed by these airmen that Sunday morning was truly remarkable, where each combat airman earned all
of the awards this nation could give to
them. It was, after all, designed a “suicide”
attack, but for most of these men, they were
willing and often eager to be participating,
come what may. They insisted on going, no
matter whether they survived or not. No one
can do more than that! So we must keep
their deeds and their memory alive. Over all,
five airmen were awarded this nation’s highest award, the Congressional Medal of
Honor, the most for any event in U.S. history.
The 93rd BG takes the honor of being the
first Liberator Group to fly a mission in the
ETO (European Theatre Of Operations), but
they were only one week ahead of us, as we
were delayed until after we had formed
three additional Liberator Groups. The 44th
was also short one Squadron, the 404th, as
they were taken from us in July, 1942, quickly flown to Alaska to help stop the Japanese.
Then, early in 1943, three 93rd Squadrons
were rushed to Africa to help with the invasion of North Africa. So, in reality then, only
four Squadrons of Liberators (approximately
nine crews) were actually flying those early
1943 missions over Europe.
So at that time, there were only two depleted B-24 Bomber Groups in England to help
the British prevent the imminent invasion by
German forces. Our new aircraft, only recently
designed, built and rushed into combat, had
many problems from unsatisfactory equipment, was not designed for very high altitude attacks, which the accurate and very
dangerous German anti-aircraft guns forced
us to fly. Worse still, was the fact that even
the clothing and equipment furnished to our
airmen were not only unsatisfactory, but
were downright dangerous, and caused several more deaths. Our machine guns would
“freeze” at altitude (due to inadequate lubrication), so we could not keep our enemy aircraft at bay, no replacements of aircraft lost,
nor killed or injured airmen except by volunteers by untrained ground personnel.
When one traces back the origins of both
the B-24 Liberator and the first Group to be
trained in and on that new aircraft, one will
find that it was our own 44th BG that fits
that category. The 90th, 93rd and the 98th
Bomb Groups were formed from the 44th
BG in early 1942 at Barksdale Field,
Shreveport, LA. Although the 389th BG did
not have its origin from either the 44th or
the 93rd, both of these groups supplied
nearly all of the Ground Support personnel
for the 389th BG during their first several
months in operations. The Ground Support
personnel for this new 389th Bomb Group
were stuck on the U.S East Coast due to the
shortage of ships, so the only answer was to
utilize personnel from the 44th and 93rd
Bomb Groups. Immediately, nearly 150
ground personnel from each of us were
24
…continued on page 25
�WILL SEZ… continued from page 24
The arrival of the 506th Squadron in
February, 1943, certainly brightened things a
bit, but due to our heavy losses, we were
still quite understaffed. Obviously, we certainly were losing the war against Germany,
and the future looked very bleak. The mission to Kiel, Germany of 14 May almost put
the 67th Squadron “out of business”, with
only Suzy Q remaining in service. Indeed, we
were not only losing but there were very few
replacements of men and airplanes. At that
time I often was reminded of the fairy tale
about the little Dutch boy who stuck his
thumb into the small hole in a dyke until
help could arrive. That scenario supposedly
took place only about 100 miles from us,
but seemed quite similar to our situation.
Could we hold out until more help arrived?
Surely our combat men had the same
thoughts and feelings of futility, and worse
still, how could anyone manage to survive a
tour of 25 missions. There were so few of
us, and so very many of the seasoned and
well equipped enemy. Those were very, very
bleak days!
When those several July missions in North
Africa ended and the low level practice
flights again resumed, nearly all of the airmen thought it great fun - especially the
pilots. But when they finally learned the true
reason for all of these unusual activities, it
became very serious business. Shortly before
1 August 1943 it finally was announced that
this would be a suicide mission, that it
would be at a minimum altitude, and that if
anyone did not want to participate, he
would be excused, no questions asked. There
were several men, and even a crew or two
that had finished and exceeded their
required 25 missions, so normally these men
would have been returned to the U.S.
However, all of those men elected to remain
and fly this “suicide” mission, it being so
important to our war effort. There are no
records indicating that anyone having completed less than 25 missions requested to
have his name removed from the listings of
men assigned to fly that mission. They all
insisted on going!!!.
For a short time in late May there was some
speculation and several activities related to
switching from daylight to night bombing;
and then a period when we two Liberator
groups started practicing very low level flying and even some formation flying at near
tree top altitudes. Nearly all of us had his
own opinion about this drastic change in flying procedures, but of course, most of us
were quite wrong.
Also, due to the fact that the bombing
would be at near ground level, there was no
need for a belly or “hatch” gunner. So, one
of the gunners from each crew had to be
selected to remain behind. Some crews drew
“straws”, others used different means to
identify their extra crewman that must
remain behind. It proved to be a sad situation for these men selected as they all had
strong ties within each crew and NO ONE
wanted to be left behind.
In late June 1943, when our Air Echelon got
the orders to fly to North Africa and to bring
along a maximum of four Ground personnel
per aircraft, for an unspecified period of
time, our airmen probably perceived that
things surely would be better down there.
There still remained a shortage of personnel
and Liberators, but it surely had to be better
than in England, the weather certainly
would have permitted many more missions
to be completed more quickly there.
The briefing reports stated that this target
was so important that, if they all hit their
specifically assigned targets, it very well
could shorten the war by six months, and
probably save the lives of up to 200,000 soldiers needed to capture it by ground attack.
Although there was a strong possibility that
many of these airmen would be lost, EVERY
airman wanted to participate! My personal
assessment for this very strong response by
our combat men is that it was a reflection of
25
…continued on page 26
�WILL SEZ… continued from page 25
the very, very critical situation and their
accepted belief that very few of them would
live to complete his tour of 25 missions anyway. The odds were so great against completing a tour of 25. If they probably were
going to die anyway, then there could be no
better opportunity to do something so very
important, knock out those individually
assigned targets, and thereby save the lives
of so many ground soldiers.
back again and again, mission after mission.
They were all well aware that the next mission could very likely be their last, but if it
were, they were going to do the best to
locate and hit their targets first.
It was only a few months later that the historic low-level attack was made on the
Ploesti Oil facilities, with many of these airmen being our original combat men. So it
should not have come as a surprise that they
truly welcomed the opportunity to do serious and wide spread damage to their
enemy's oil supplies. They did succeed in hitting their two assigned targets very well,
with Blue Target put completely out of service until after the end of the war. White Five
had been hit by others Groups in error,
smoke and fire made it difficult to find,
identify, and bomb their assigned targets,
exploding bombs from other Groups
downed and badly damage several of our
planes. But this refinery also was severely
damaged..
Our combat men did not have low morale quite the opposite. As a ground crewman, I
had been present at my crew's airplane for
every one of our missions in England, both
for take off and return to base, for practices
and for actual missions. These airmen had
an almost impossible task to perform, but
they always did the best that they could. I
felt so sorry for them all when they arrived
and struggled to load their gear and make
preparations for take-off. It was heartwrenching when they returned from many
of those missions, even without any damages inflicted by enemy actions. Their equipment and their clothing were so unsatisfactory, to say the least. Even after over half a
century has passed, I still cannot forget
these memories of half frozen very young
men as they tried to work their way out of
their plane, ice hanging from their oxygen
mask bladders and chin, many covered with
frost, some needing help to walk, all due to
fatigue, the cold, and their inadequate
equipment - pitiful and heart wrenching
memories. They never quit, but kept coming
Bless those great airmen and thank them all
for their “work” so very well done - from
start to the finish. It is a shame that our
American public have never truly learned
how great these airmen performed against a
very well trained and equipped enemy.
Will Lundy
P.O. Box 315,
Bridgeport, CA 93517
26
�FOLDED WINGS
Having lost contact with many of the 44th BG's former members, George
Washburn conducted a search in the Social Security Files. Many names which
he found were of people who passed away before the 44th BGVA was formed.
Some were never members of the organization. Nevertheless, they served in the
44th, so we are including their names in the Folded Wings, even when no
information of their WWII activities is known.
O memory! Thou midway world 'twixt earth and paradise,
Where things decayed and loved ones lost in dreamy shadows rise.
By Abraham Lincoln (at age thirty seven)
ABRAHAMIAN, VANIG #19166 68th
Squadron December 2006 T/Sgt. Abrahamian
was an Engineer & Top Turret Gunner with
four different pilots: Walter Zerman, Clair
Hill, Ray Suddeth and Elmer Kohler (with
George Washburn as Co-Pilot). His first of fifteen flights was on 11 July 1944. He flew in
seven different A/C: Lili Marlene, Flak Magic,
Gipsy Queen, Gallavantin' Gal, Puritanical
Bitch/Puritanical Witch, Corky and Lady
Geraldine. Abrahamian's last flight was 11
December 1944.
The Ackerman crew flew in nine different
planes: Lili Marlene, Gallavantin' Gal, T.S.
Tessie/Beck's Bad Boys, Flak Magnet, Myrtle
the Fertile Turtle, Puritaniical Bitch/Puritaniical
Witch, Down de Hatch, Consolidated Mess
and One Weakness.
Information of Ackerman's death was
located in the Social Security Death Index.
BAYER, ARTHUR #19377 20 August 1999
67th Squadron On his first mission, S/Sgt.
Bayer was the Tail Gunner on the Robert
Stamos crew, flying in Amblin' Oki on 13
November 1943. The second mission was to
the Aero-casting works in Solengen, Germany,
flying in Seed of Satan, with Edward Taylor as
pilot. The target was covered with clouds, and
they were bombing by PFF. On their return to
the base, the plane was hit with flak and the
crew bailed out into Belgium. The pilot was
KIA; six members of the crew, Bayer included,
were POW; two managed to evade, but were
captured and became POW; one member
evaded and returned safely to England.
Information of death derived from Social
Security Death Index.
ACKERMAN, TRENT H. #19173 18 September
2003 68th Squadron 1st Lt. Ackerman flew his
first of 34 missions on 6 December 1944 as
Co-Pilot with Joseph Gillespie. Six days later
he had his own crew, flying thirty three missions into Germany, one into France and his
last, into Austria, 25 April 1945. This was the
last day of the 44th BG's missions, thirteen
days before VE Day.
The Allies were moving rapidly across
Europe at that time, and bombing raids were
directed to halt German production of war
materials and slow the movement of troops
by bombing railroad and bridges.
27
�FOLDED WINGS
BEAUCHESNE, LIONEL W. #22824 66th
Squadron 2 May 1997 S/Sgt. Beauchesne was
a gunner on a number of crews, sometimes in
the waist, other times in the ball turret. His
first of sixteen missions was 5 November
1943. All of his missions were in France,
Germany and Norway.
Most of Beauchesne's missions were with
Paulino Ugarte, but he also flew with Warren
W. Oakley, Charles Armstrong, James Bolin,
Donald Heskett, Robert Felber, William
Strong (Command Pilot) and Walter Milliner.
He flew in nine different aircraft: Holiday
Mess II, Bull of the Woods, Lemon Drop, Shoo
Shoo Baby, Banshee IV/EZ Duz It; Scourge of
the Skies, My Ass' Am Dragon, My Ever Lovin'
Gal and The Banana Barge.
Information about the death of
Beauchesne was obtained from Social Security
Files.
desire to be his 'own guy'. Burlingham had
fought the disease of Lymphoma for about
thirteen years. With treatment, it had been in
remission until last year.
Lehnhausen wrote, “Though small in stature,
he was a huge figure of a man. He was always
unafraid to express his opinion, but was never
offensive in doing so. If it sounds to you that I
found this gung ho young pilot a special
friend, you are correct. He was not only a
great friend, but he was a great patriot, worthy of praise and eternal remembrance.”
Burlington's first of 33 missions was 9
September 1944. Although most of his missions were with Walter Franks, he also flew
with Jack Liebrich, William Ritter and John
W. Vaughn. He flew in such notable planes as
Louisiana Belle, Flak Magnet, Puritanical
Bitch/Puritanical Witch, Gipsy Queen, Lili
Marlene, Gallavantin' Gal, Lady Geraldine, T. S.
Tessie/Beck's Bad Boys and Hellza Droppin.
In the six months that Burlington was flying
on combat missions, the 44th was bombing
strategically to deprive the Germans of troop
movements, fuel and equipment. During that
time, Americans seized the Remagan Bridge
over the Rhine River and had enter Nazi
Germany. His last mission was 21 March 1945.
BECKER, MILTON #19350 19 January 2004
506 Squadron S/Sgt. Becker was a gunner on
the John C. Titter crew. The Database credits
him with 23 missions, flying into France,
Germany and Belgium; and on D-Day he was
part of the 14th Combat Wing that went to
Colleville and St. Laurent. Becker flew in
Passion Pit, Shack Rat, Feudin' Wagon,
Southern Comfort II, Ole Cock, My Ever Lovin'
Gal, Full House, My Peach, and Joplin Jalopy.
Becker's first mission was 25 May 1944, 12
days before D-Day; his last was 9 August
1944.
Information of Becker's death came from
Social Security Files.
CLAUSEN, GEORGE A. #19772 66th
Squadron 9 March 2007 T/Sgt. Clausen was an
Engineer/Top Turret Gunner on the David
Talbott crew. He flew five missions in two different A/C: Hell's Kitchen and Scourge of the
Skies. His first mission was 20 January 1944;
his last, 20 February 1944.
BURLINGHAM, WILLIAM A. “BILL” #19595
10 February 2007 68th Squadron 1st
Lieutenant Burlingham was the Co-Pilot on the
Walter Franks crew. He is fondly remembered
by his Commander, Robert Lehnhausen, for
his disciplined willingness to do what was
asked of him in a pleasant and agreeable
manner, even though he possessed a keen
28
�FOLDED WINGS
DEBERRY, HARMON #1966 1 January 2004
67th Squadron T/Sgt. DeBerry was Engineer
and Top Turret Gunner on the Russell Pellow
crew. On one of his 28 missions he flew with
A. J. Hardy as Command Pilot. Berry's first
mission was 5 August 1944 at a time when
the assigned duties of the Air Corps was to
knock out air craft factories, oil refineries and
other industries that contributed to the Nazi
war effort, as well as bridges and rail centers
to halt transportation of the German soldiers.
Most of the missions of that crew were into
the heart of Germany.
Pellow flew in Glory Bee, Myrtle the Fertile
Turtle, Judy's Buggy and many unnamed
planes. His last mission was 14 March 1945.
Information of his death was found by
George Washburn, who searched Social
Security Death Lists.
GAVETT, FRANKLIN #20339 66th Squadron 4
August 2002 T/Sgt. Gavett was a Radio
Operator on the William Ogden crew. He is
credited with one mission on 31 July 1944 in
Bi U Baby to Ludwigshaven. Previous to his
death, he resided in Bangor, Maine.
GUEBARD, VIRGIL R. 20486 506 Squadron
S/Sgt. Guebard was a Gunner with three different pilots, filling all of the gunners' positions-Left and Right Waist, Ball Turret and Tail.
Most of his flights were with John Doctor,
later with Thomas Smith and the last with
John Milliken on Passion Pit.
This Mission, 13 August 1944, was at the
Road junctions between Le Havre and Rouen,
France, an area known as the Falaise Pocket.
Here a large number of German soldiers were
entrapped by General George Patton in a pincer movement. The Allies were pushing forward across France, and the bombing at the
Falaise Pocket was to prevent their escape and
coming to the assistance of the German
defenders.
The Passion Pit was hit by flak, #1 and 2
engines caught fire, and the crew bailed out.
All became POWs, but the pilot, Milliken, was
able to escape and return to Shipdham.
In Guebard's ten missions, he flew in Flying
Log/Pregnant Peg, Three Kisses for Luck,
Passion Pit, Mi Gal Sal, Joplin Jalopy and
Shack Rat.
DERR, MERRITT #19988 1 April 2007 506
Squadron 1st. Lt. Derr was the Co-Pilot on the
Fred Stone crew. His first of thirty missions
was on 22 April 1944 at a time when the
Allies were preparing for Operation Overlord,
aka D-Day. On two missions, he flew with the
Thomas Smith crew.
On D-Day the Stone crew flew to Colleville
and St. Laurent. With the goal of keeping reinforcements from Normandy, their bombing
raids included bridges, military installations,
A/C factories, oil refineries and a V-1 site. They
flew in Shack Rat, Passion Pit, Feudin' Wagon,
My Peach, Ole Cock and Sabrina III. His last
mission was 6 August 1944.
Derr was a life member of the 44th BG. At his
request, his wife Francis asked that memorial
donations be made to the 2nd Air Division
Library in Norwich, England.
HARVEY, ARTHUR J., Jr. #20573 66th
Squadron 4 December 2006 News of Arthur
Harvey's death came from Evie Harvey. He
resided in Honey Brook, Pennsylvania. The
Database has no records of his activities during the war.
29
�FOLDED WINGS
HESKETT, DONALD #20640 66th Squadron
30 June 2003 1st Lt. Heskett flew two missions as a Flight Officer; the first with Joseph
Flaherty as Co-Pilot on Princess Charlotte/Sure
Shot; the second with Tom Hobson as
Navigator. He was commissioned and flew the
mission to Wilhelmshaven as pilot. Eight missions later on 30 December 1943, Bull of the
Woods was hit by fighters. Two of the Heskett
crew were KIA. One evaded, was later captured and became POW; Heskett and six others evaded and returned to England.
Previous to his death, Heskett resided in
Chandler, Arizona.
Norman Kiefer is best known and beloved
for his historical account, The History of the
506 Squadron.
Report of his death came from his son,
Scott Kiefer. He was residing in Dearborn,
Michigan at the time of his death.
PETERSON, ROBERT CARL #21666 19
February 2007 68th Squadron Captain
Peterson was a Navigator, flying with many
pilots, most frequently with W. D. Hughes. His
first mission was 31 March, 1943. Peterson
was among the group that flew to Africa in
1943, engaging in missions to Sicily, Rome,
Lecce, Austria and other strategic targets. He
was on the low-level raid to Ploesti, returned
to England, then returned to Africa and
engaged in the second mission to the
Messerschmidt plant at Wiener-Neustadt.
Peterson flew in Lynn Bari, Captain and His
Kids Ride Again, Little Beaver, Victory Ship,
Calaban, Wing and a Prayer, Avenger, Scrappy
II, Margaret AnnII/Satan's Hell Cats, Flak Alley
and Pistol Packin' Mama.
In his 25 missions he flew with no less
than thirteen pilots: James O'Brien, Chester
Phillips, Walter Holmes, Walter Bunker,
Thomas Cramer, W. D. Hughes, Charles
Hughes, John Reed, Robert Lehnhausen,
William Cameron, Frederick Dent, Charles
Benton and Homer Gentry. His last mission
was 13 February 1944.
After the war, Peterson returned to college;
was recalled during the Korean War, and
stayed in the Air Force, rising in rank to Lt.
Colonel. He was married to Madge Elaine
Burt, a marriage of sixty years duration.
Information of Peterson's death came from
Lee Aston.
KABAK, SAMUEL #20872 66th Squadron 19
October 2000 The Database has no information about the activities of this member of the
44th BG.
KIEFER, NORMAN # 20916 29 April 2007 506
Squadron T/Sgt. Kiefer was a Radio Operator
on a number of crews, most frequently with
Capt. James McAtee, with whom he flew two
historic missions-to Ploesti and Wiener
Neustadt. His first mission was 22 March
1943. Before moving into the Radio Operator
position, Kiefer served as Belly Gunner, Rear
Hatch Gunner and Left Wing Gunner, flying
with the crews of William Anderson, William
Strong, John Swanson, Nathaniel Graham,
Harold Laudig and Norman Purdy. At that
time the air war was directed toward the
slowing Germany's submarine production that
was attacking convoys and troop ships. When
the 44th Bomb Group went to North Africa,
Kiefer was among the crews that bombed
Italy and Sicily, then prepared undertake the
most dangerous mission up to that timePloesti.
Kiefer flew in six different A/C in his thirty
one missions-Lynn Bari, Baldy & His Brew,
Earthquake McGoon, Mr 5 by 5, Old Crow and
Prince/Princ-Ass/Princess. His last mission was
2 February 1944.
30
�FOLDED WINGS
SELVEY, NICHOLAS #219996 506 Squadron 2
December 1999 No information is available
about this 44th member. He resided in Blue
Springs, Missouri.
Whittle flew sail planes in Truckee and
became qualified as a glider pilot, but his chief
interest was buying and restoring vintage Ford
Thunderbirds.
Whittle had an admirable academic background: a BS in Military Science from the
University of Maryland; a BS in Administration
from the California State University in
Sacramento and a MS in Business administration from Golden Gate University. He and his
late wife Vera Lowe had one daughter.
An addition to the William Vahrenkamp
obituary came from Bob Lehnhausen. Bob
remembers him as the Mess Officer of the
Combat Officers Mess, and his nickname
was “Tex”.
It is unfortunate that the occupations of
most of the members of the 44th have not
been recorded, particularly those in non-combat positions. It took the service of everyone
to win the War.
The following names of 44th BG members
who had folded wings were derived by a
search conducted by George Washburn. No
bio exists of their activities, but in recognition
that they were a part of the 44th BG, their
deaths are being recorded in the 8 BTs.
WHITTLE, JAMES “JACK” JR. #22548 506
Squadron 29 June 2007 1st Lieutenant
Whittle was the Co-Pilot on the William 'Don'
Edkins crew. From 26 November 1944 to 20
April 1945 Whittle flew twenty four missions,
the last with Emmett J. Burns. After VE Day,
he survived a B-24 crash in England, an event
which is not recorded in the Database.
Information of his death came from his
Top Turret Gunner LaVar Godfrey. The crew
flew in The Hit Parade, Clean Sweep/Dragon
Nose, Joplin Jalopy, Consolidated Mess, Down
De Hatch, Sabrina III, Phyllis and The Big
Headed Kid.
Almost all the Whittle crew assignments
were into the heart of Germany---attacking
Marshalling Yards, Railroad Viaducts, Oil
Refineries, Jet Factories and Air Fields.
After the war, Whittle flew for a private
firm, but was recalled to service during the
Korean War. In 1946 he served as a bomber
test pilot. He was sent to McClellan Air Force
Base, and spent 18 months at a radar site at
Mount Hebo in Oregon. He also served a four
month tour in Vietnam and Taiwan. During
his time in service, he rose to the rank of Lt.
Colonel, retiring to Sacramento, California in
1966.
ACREE, RICHARD M. #19176 68th Sq. 22 July
2004
ALEXANDER, WILLIAM #19196
BALDWIN EDWARD J. #19287 28 September
1997
BALL, CLARENCE #19290 66th Squadron 14
October 2000
BALL, ORVILLE #19289 31 October 2006
BADGER, LEVI W. #19266 HQ 13 April 2004
31
�One of the great sights
in Rome is the Spanish
Steps. Its twin is the
Grand Plaza in
Branson-and you don't
have to walk the steps.
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
�
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8 Ball Tails
Newsletter
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7121_NL:216891newsletter.qxd
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Page 1
44th Bomb Group Veterans Association
m
42-40780
8 BALL TAILS
Vol. 8 Issue #4
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Spring 2007
EIN # 68-0351397
Available Jones and its crew arrived
in England, and was assigned to the
67th Squadron. Immediately they
were dispatched to Benina Main, in
preparation for the secret mission to
be flown, August 1, 1943. They flew
four missions to Sicily, in preparation
for General Patton's assault, then to
five to Italy. (The Jones crew had no
way of knowing, but nine days after
Rome was hit, Mussolini would be
overthrown.) On August 1 Available
Jones joined the stream of planes
led by Col. Leon Johnson, following
the railroad tracks to that smokefilled fiery furnace that was Ploesti.
Available Jones was undoubtedly
named by his pilot, Fred Jones, who
apparently liked the cartoon, Sad
Sack. As always, Sad Sack continued
to suffer rejection on the plane that
helped make history - then was
ditched!!!.
Available Jones 42-40780
Can anyone name the maintenance man on this picture, who blew the
sand from the four engines and kept the plane operational for its ten missions from the Libyan Desert?
1
�7121_NL:216891newsletter.qxd
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President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Vice President/Historian:
Roger D. Fenton
21539 East Alyssa Court
Queen Court, AZ 85242
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Page 2
Archivist & Director: C. W. “Will” Lundy
2519 Westville Tri.
Cool, CA 95614-2008
Phone (530) 886-8636 (Winter)
P. O. Box 315, Bridgeport, CA 93517
(Summer) Phone (760) 932-7349
E-Mail: cwlundy@sbeglobal.net
Director: William Ward
120 B Heritage Hills
Somers, New York 10589-1317
Phone (914) 277-5830
E-Mail: bhward8@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
leeaston@elberton.net
Treasurer: Richard (Dick) Lynch
109 Jason Road, Box 518
Conrad, IA 50621-0518
Phone (641) 366-2414
E-Mail: r_blynch@netins.net
(first 3 letters r_b)
U. K. Representative:
Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail: s.p.adams@btinternet.com
Immediate Past President:
Roy Owen
108 Wawona Place
Chico, CA 95928-8429
Phone (530) 891-9157
FAX (530 891-9157
E-Mail: owen44bg@sbcglobal.net
Director: Sterling L. Dobbs
P.O. Box 825
LaGrange, Texas 78945
E-Mail: b24dobbs@yahoo.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: afbas@aol.com
2
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Page 3
AVAILABLE JONES DITCHED
(AND EVERYBODY SURVIVED)
Enroute to the White Five target in
Ploesti, Fred Jones approached the target
down the railroad track at the altitude of
approximately 100 feet. The target was
already on fire, having been bombed by the
93rd Group. They dropped their bombs at
their specifically identified target, then
went down the deck as low as they could.
Suddenly the haystacks opened up and
revealed their hidden guns. They shot out
the #4 engine, and a shell between the two
waist gun positions, wounding both gunners in the legs. The plane broke one balloon cable; but continued on. Next they
were beset by fighters.
on the same side! If we couldn't fly, we
were going to ditch it on the beach.
“I feathered the prop, Jones and the CoPilot got the plane levelled out, but we
could not maintain our altitude. So we
began making plans to ditch. We flew
onward for approximately forty five minutes before we were forced to ditch. The
time was about 1840 - at least that is the
time that my watch stopped. We all managed to get out of the plane and into our
life rafts, even though the tail gunner and
the navigator were slightly injured in the
ditching.
“The next morning a German submarine
came by, started to help us, changed their
minds and took off, leaving us. Then, at
approximately 1500 hours, a small three engine Italian seaplane sighted us, landed
and picked us up and took us to Brindisi,
Italy and to the hospital there.”
T/Sgt. Leo Spann, engineer, described
the attack, “We lost speed and dropped out
of formation, and the fighters jumped us.
With the two waist gunners badly injured,
the enemy A/C came in so close to us, it
seemed we could almost touch them. We
figured that we had shot down four of
them, and they finally left us, but the #4
engine had frozen up and with a flat propeller, it caused a hellava drag. The propeller would not feather!
All nine members of the Fred Jones crew
became POW's-Jones, Elbert Dukate, CoPilot; Adolphus Sweet, Navigator; Albert
Bernard, Navigator; Leo Spann, Engineer;
Michael Lillo, Radio Operator; Robert
Becker, Asst. Engineer; Anthony
Savettierre, Waist Gunner, Michael Sigle,
Tail Gunner. Dukate and Sigle escaped and
returned to England. All POWs met at Camp
Lucky Strike in May 1945.
“We started trying to gain altitude to
clear the mountains ahead. We threw
everything that wasn't tied down-all of the
guns, ammunition, equipment, etc. When
we finally arrived at the coast, our #3
engine was failing. The oil pressure was
almost gone and the temperature was
much too high. Lt. Jones asked me how
long I thought it would last, and I estimated about 30 minutes at the most. We
decided to feather #3 engine and see if we
could fly with the other two, but they were
Ed. Note: This ditching in the
Mediterranean preceded the Hruby experience, which was in the English Channel. I
have been informed that there is one more
ditching with all crew surviving. Can anybody name it?
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GEORGE WASHBURN'S PRESIDENT'S MESSAGE
Taking over the president's position in this manner was not a very pleasant
experience. We were spending Christmas in Dubai and in my daily e-mail checking
learned of Paul's passing. It was a real shock to us as a few days before we
departed Florida, I talked with Paul. He told me of his upcoming operation in his
usual up-beat manner. I got to know Paul quite well in the last 4 or 5 years and
thoroughly enjoyed his company.. We both discovered that the world is really a
small place. It turned out that one of his sales engineers at Weyerhauser regularly
called on me at the power company in New England . We had purchased some of
their laminated wood structures and I had once toured their facility in Salem
Oregon , but had never met Paul.
I will have a difficult time in trying to match Paul's abilities such as chairing our
meetings in such a relaxed manner. I will try to get some of his ideas completed,
such as getting all the squadron histories into the web site.
For those of you who do not already know me, I was in the 68th Squadron
from July,1944 to December, 1944. I completed 35 missions-19 as copilot for
Elmer Kohler and 19 with my own crew. I inherited the crew of Thurston E.
VanDyke ,who, flying as copilot with an experienced crew on his first mission ,
was one of four survivors of a ditching on July 11. Van was hospitalized and his
crew flew as fill-ins until they all got together with me on my first mission as
pilot-- the low level supply mission to Holland on Sept 18. Van returned to action
in late November and flew 2 missions as copilot for Elmer Kohler, then flew as my
copilot on my last 2 missions with his old crew! He then went on to complete his
tour as pilot. I returned to the US in January-still only 20 years old.
Thanks to the devotion and work of our faithful secretary, Ruth and husband
Perry, plans for our 2007 reunion in Branson, Missouri are going forward. Hope to
see many of you there this fall.
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BOB NORSEN REMEMBERS THE DAY
THAT LEMON DROP FLEW TOO HIGH
“We were
on a test
flight, to see
why the
guns were
misfiring
when we
were in combat. We
were losing
planes and
lives because
we couldn't
return
enemy fire.
The oil in the
guns was
freezing,
and they
either
wouldn't
fire, or fired
very slowly.
Bob Norsen
We got new
oil, and my
crew was assigned to test its viscosity at
twenty to fifty degrees below zero. I was told
to take the plane to 28,000 feet and see how
the guns fired at that altitude with the new
oil.
“I told the Co-pilot to take the plane to
33,000 feet, while I went back to oversee the
gunners. He put the plane on Auto-pilot in a
steep climb. I did not know that he had gotten his oxygen tube disconnected and had
passed out.
“I was walking around the back of the
plane, carrying my oxygen tank, checking on
the gunners who were testing the new oil.
“Meanwhile, without his portable oxygen,
T/Sgt. Clarence Strandberg left his post for
a nature call, and before he got back, he
passed out. When I saw Strandberg on the
floor, with Adolph Brzozowy giving him oxygen, I rushed to the front of the plane.
Everyone was passed out -- Charles Mott
and Eddie Waite, engineer and Top Turret
Gunner. Henry Krutsch, Tail Gunner had sat
down and leaned against the wall., and
could not be revived. Brzozowy, Waist
Gunner, and I were the only two who were
conscious.
“We were at 39,500 feet and climbing. I
quickly reduced power and put the plane in a
high dive on Autopilot. We were coming
down 10,000 feet a minute. When we were
at 3,000 feet, I levelled off and found the
first available emergency field.
“The interrogator could not believe what I
told him about the A/C's performance. He
said it was impossible. The plane could not
go that high, and the wings would have fallen off with that rapid descent.
“However, my instruments showed that
Lemon Drop really did fly to 40,000 feet and
really did came down 3,000 feet a minute.”
Editor's Note: There are no records of any
other plane withstanding such stress, yet
returning to fly again. The test did show the
value of the new lubricating oil. Another discovery came from this trip: Tech instructions
for the .50 calibre guns were to tighten, then
back off two turns. Instead, Norsen and the
gunners found that they worked better when
they were backed off four turns.
One man was lost, others had some physical
problems, but the test made it safer for the
air war to continue.
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THE LATE REGINALD CARPENTER'S EXPERIENCE IN HORSEFLY
(THEN ON TO ONE MORE CRASH)
Every Ploesti experience is unique, and the events of the mission haunted this pilot until his
death in 1996. Horsefly suffered considerable damage over the target, one engine was knocked
out, and E.M. Rumsey, Co-Pilot and J. F. Manquen, Radio Operator were wounded. They were
losing gas from a severed gas line, and a Me 109 managed to get a shot at the A/C, knocking
out a second engine. They continued on over the sea, losing altitude due to the loss of two
engines. When a third engine failed, they prepared to ditch.
The plane glanced off the water, then hit again. The ditching tore off the rear fuselage section, just aft of the wing. All nine crewmen were in the nose section per instructions. Seven
men got out and released the rafts. Two were not able to get clear of the sinking ship, and
they drowned when it went down.
The survivors floated all night and most of the next day until a Wellington Air-Sea Rescue
spotted them. They dropped supplies and water, then circled them until relieved by a second
Wellington. Finally, that night at 1930 hours, they were rescued by the Air-Sea-Rescue Service.
A TRIBUTE TO HIS ENGINEER
When Vincent Huenerberg passed away, Carpenter wrote the following message to his
wife. “On the low level Ploesti mission, August 1, 1943, when we were forced to ditch in the
Mediterranean Sea, Vincent was the first crewman to go out the top hatch. The aircraft's tail
was torn off and it was sinking nose down very rapidly. Vincent swam to the left dinghy hatch,
which was now under water, and attempted to deploy it, but the door was jammed and he
could not open it. Rapidly, he swam over to the right dinghy hatch, and fortunately he was
able to open it and deploy the dinghy. When I finally got free of the cockpit and came to the
surface, the first thing I saw was Vincent standing in our one and only dinghy, pulling all the
survivors into it. If it were not for his courage and determination to deploy that remaining
dinghy, we would have all perished. All who survived owe their lives to Vincent E. Huenerbery,
the best Engineer a pilot could have. Regrettably, S/Sgts Walter Brown and Edward Durand
were crushed on the flight deck when the top turret tore loose from the fuselage, and they
were unable to escape.”
TWO MONTHS LATER ON L-BAR #42-41017
It was a second trip to the Messerschmitt plant at Wiener-Neustadt for 1st Lt. Carpenter,
and the Luftwaffe was ready for this raid. About seventy fighters flew through the formation,
flak was heavy, and ten planes went down.
L-Bar was struck and three engines caught fire. Five of the crew were KIA. Five survived and
became POW.
Then VE Day came, prisoners were released, and everyone went back to the ZOI. However,
the war hung heavily on Carpenter for the rest of his life. In a letter he wrote to his friend Bill
Cameron, he said, “Having lost seven crew members -- two when I ditched in the
Mediterranean on August 1, 1943 and five on October 1, 1943, it has left me with a severe
'Survivor' Guilt' emotional problem. It is difficult for me to discuss the experiences. For this reason I have been very fearful of attending any of the reunions. It is so painful for me to recall
those missions that I have shied away from any contact with other 67th Squadron members.”
Ed Note: I hesitated to include the personal story of Carpenter's unending sorrow over the loss
of members of his crew. However, I feel a need to tell our readers that sixty two years later,
veterans are still suffering from tragic memories of what happened when their youth was lost
to the noble cause of freedom.
6
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THE MATHEMATICS OF ORIGINAL CREWS
68TH SQUADRON, 44Th Bomb Group (H)
(Number of missions flown by the 18 Original Pilots & Co-Pilots)
Eight of the original pilots and co-pilots were KIA:
Malcolm Howell (13), Roy Erwin (3), Thomas Cramer (16), James DuBard (5),
Maxwell Sullivan (7), Roland Houston (28), Duane Nelson (6), and Henry Kaitala (4)
Three became POWs:
James O'Brien, (20), Robert Ager (11) and Theodore B. Scarlett (15)
One was WIA and returned to ZOI:
Wilmer Garrett (22) (Wounded in Action)
Five completed their tours (25):
George Jansen, W. D. Hughes, Walter (Tommie) Holmes, John Diehl and
Reginald Phillips
Missions where losses occurred: Kiel, Germany-2; St. Nazaire, France-1; Leece, Italy-1;
Abbeville, France-3; Lemmer, Holland-2; Ploesti, Romania-1;
Ed. Note: The average number of missions of the original crews was 15. This was in 1943. As
Howard Moore stated: “The Luftwaffe was slaughtering us.”
MEMORIES OF SIDNEY R. BOLICK
RCAF, RAF, AAC, USAAF, CARGOS, THEN--RESERVES
Beam Approach School at Stradishall, near
Cambridge, where I taught other pilots
Instrument Flying and Instrument Landings. On
one particularly bad night, with two students, I
was forced to abandon an Airspeed Oxford
training plane and bail out, as landing conditions were impossible. Fortunately, no one was
injured.
I spent nearly five years in military service
WWII as a Pilot in the Royal Canadian Air
Force, the British Royal Air Force and the
United States Army Air Corps.
On 1 June 1941, three days after graduating from high school in Lowell, North Carolina
and two weeks before my 17th birthday, I
boarded a Greyhound Bus at Lowell for
Ottawa, Ontario, Canada, and enlisted for Pilot
Training in the RCAF, using altered documents
that showed me to be two years older than I
actually was. I went through Reception Centre
and Pre-Flight School in Toronto; Elementary
Flying School at DeHaviland Tiger Moths at
Oshawa, Ontario; Advanced Flying School on a
twin engine Avro Ansons at Hagersville,
Ontario, graduating 1 March 1942 as a
Sergeant Pilot.
Next assignment: USAAF
By late 1942, units of the newly formed
U.S. Eighth Air Force were arriving in England
and beginning daylight bombing missions
against German targets on the Continent. In
February 1943 I was transferred to the USAAF
to the Bovingdon Replacement Depot with the
rank of Flight Officer.
On March 16, 1943, I arrived in Shipdham,
and was assigned Co-Pilot on the David
Alexander Crew in the 68th Squadron. Then
that crew was broken up. Next I was assigned
as Co-Pilot to Walter T. “Tommy” Holmes.
However, before I could fly my first mission, I
came down with pneumonia and was in and
out of the hospital for about a month. When I
was finally returned to Flight Status, my seat
Joining the RAF
After ten days leave, I reported to the
Overseas Debarkation Center at Halifax, Nova
Scotia, and was put on a ship in a convoy that
sailed to Liverpool, England. In England I was
attached to the RAF, and sent to Flight
Instructor's School. After completing a four
week course, I was assigned to No. 1 Standard
7
…continued on page 8
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MEMORIES OF SIDNEY R. BOLICK… continued from page 7
we flew our first actual combat mission. We
were bombing the Dornier aircraft factory at
Friedrichshafen, Germany. Just after we
dropped our bombs over the target we were
hit by flak in the number three engine and
were unable to maintain our altitude. Rather
than be taken prisoner by the Germans, we
turned across Lake Konstanz to Switzerland
and bailed out. We were picked up by the
Swiss and interned in a camp at Adelboden,
and later at Davos. In September, after the
Allied landings in Normandy and in the south
of France, I escaped into France and made my
way back to England.
Ed. Note: Eight planes were lost on this
mission: 66th lost one; 67th lost 2; 68th lost
2; 506 lost 4. 62 men were interned in
Switzerland, of which 39 returned to England;
five were KIA; 14 became POW; one evaded
and returned to England.
After being interrogated in London, and
going back to Shipdham to clear the base, I
was sent to Prestwick, Scotland, and was
flown back to the U.S.
After fourteen days leave and a few days at
a Redistribution Center in Miami, I was
assigned to the Aerial Gunnery School at
Tyndall Field, Panama City, Florida. I flew gunnery trainees around in a B-24 as they fired at
tow targets or at splashes in the water of
Appalachacola Bay. It was very boring work, so
in May of 1945, I jumped at the chance of
transferring to Air Transport Command.
on the Holmes crew had been taken by another RAF Transferee.
During the next four months I had three
more bouts with pneumonia, and when the
Group left for North Africa on July 1, I was in
the hospital again, and was left behind at
Shipdham, missing the Ploesti Mission and the
second trip to North Africa to support the
Allied landings on Sicily.
When the Group returned to England, we
started to get the new B-24 H's and J's as
replacement aircraft. These ships had nose turrets with twin .50 calibre machine guns, and it
was necessary to train the Bombardiers and
Navigators on these turrets. I was made
Squadron Gunnery Officer and given the
responsibility for scheduling and overseeing
this training.
Pilot in the Tail Turret
By November 1943, I had been in England
for eighteen months and at Shipdham for
eight, and still hadn't flown my first mission. I
was getting desperate to get my missions in,
so when a directive came down from Wing
Headquarters that each Group was to have a
Pilot in the tail turret of the lead ship on every
mission, to keep the pilot advised of how the
formation was doing, I promptly volunteered.
From December to March I flew ten combat missions as Tail Gunner/Observer and CoPilot. On one mission as Tail Gunner/Observer, I
shot down a Me-109 and was awarded an
extra Oak Leaf Cluster to my Air Medal. In
December of that year I was given a battlefield
commission to 2nd Lieutenant.
I flew my first mission as Tail Turret Gunner
- Observer on 5 December 1942, and flew a
total of nine missions in that capacity during
December, January, February and the first two
weeks in March.
Next assignment: Cargos
I was promoted to 1st Lt. and sent to C-54
Operational Training School at Homestead,
Florida. I graduated from that course in August
1945, just after Japan surrendered, and was
assigned to Hamilton Air Force Base, San
Raphael, California, where I flew C-54's on the
Central Pacific Run from California to Hawaii
and the other Central Pacific islands, hauling
supplies out and bringing troops home.
I went on inactive duty in March 1946, but
remained in the Reserve as a 'Weekend Warrior'
for several more years until the pressure of
making a living in civilian life made it necessary
to give it up.
Finally, a Co-Pilot, and then………….
The first week in March, I was finally assigned
to a crew as Co-Pilot. 1st Lt. Hollis R. Nichols
had just been checked out as first pilot and
given a crew that had just arrived from the
States, all but the Co-Pilot. I was assigned as
his Co-Pilot.
We flew a few practice missions together
with other new crews. Then on 18 March 1944
8
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LETTER FROM SHIPDHAM
Well guys, we have had our regulation 70 MPH plus winds across the airfield for this winter, and
once again the old Station stood up to it well and we had no damage, either to structures or to aircraft. Unfortunately we cannot say the same for our friends and neighbours at nearby Old
Buckenham (Station 144 in your day), they took a huge hit on one of their (new) hangars and lost
the door and part of the roof. Sadly at least two planes were completely written off and several
others damaged, some quite badly, though we are told they are repairable. The only good news
was there were no human casualties on either airfield that day.
I am delighted to report that we did indeed have a visit from the family of a 44th Veteran, John
A. Gray, who was a navigator. Both John's son and young grandson arrived a few weekends back
and stayed with us most of the day. They spent quite a while going round and filming the Museum
and were able to take a tour round the old base and had a chance to wander through the old control tower. Shipdham Aero Club was going to present them with a copy of the book 44th Bomb
Group in Norfolk, that Steve Adams and I had written, but the taxi driver who ferried the Gray family to and from the airfield that day was so taken with their story, and their reason for coming to
Shipdham Airfield, that he insisted in buying the book so that he could be the one who gave it to
them. John' son James kindly presented the museum with a framed photo of his father and his
crew taken in the US just before they headed to Europe. While at Shipdham he flew in Puritanical
Witch, Flak Magnet and Galavantin' Gal. We were delighted to receive the crew photo and were
able to get it in place and hung before the family left.
We read with sadness that the plans for a 'Last Hurrah' visit had fallen by the wayside, though
we quite understand the reasons. As mentioned in 'Tails' we over here will keep your memory going
and send you reports and photos. We will not forget.
Nor will the British schoolchildren either. You recently published a poem by a young English
Schoolgirl Shana Cross, from the Scarning Primary School, not far from the airfield. A couple of
years ago we hosted 30 or 40 children from that same school and told them a little about you guys
and what you did, then took them all flying, (all for the first time in their lives.) My guess is that
that flight and your stories will stay with those children for the rest of their lives. Let us hope so.
We had our CAA / Shipdham Aero Club Safety evening last month and hopefully we will all be
better and safer pilots because of it. We invited folks from other nearby airfields, Little Snoring,
Horsham St Faith (now Norwich International Airport) Old Buckenham, Seething and Andrewsfield;
all airfields who can trace their ancestry back to WWII and most with a strong USAAF connection.
The CAA pools safety information with your own FAA and a fair amount of the filmed material
shown that evening was from Stateside. Funny how pilots both sides of the Atlantic tend to make
the same sorts of mistakes!
England is still in the grip of winter at the
moment, so our new grass runway is still very wet
and un-usable, though we still try to fly as often as
the Norfolk weather will allow. We have the first
sign of early spring flowers, so there is hope for
more flying activity soon at your old home. There
are a lot of pilots sitting round in the clubroom
drinking coffee, waiting to fly…some things don't
change that much…
Best wishes from your friends here in East Anglia.
Peter
Mike Fusano, General Leon Johnson's driver,
shows off his Commander's first automobile.
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A CRASH LANDING THAT MADE HISTORY
The late ROCKWELL GRIFFITH in H-BAR
According to Will Lundy, the Ground Crew
sat transfixed, watching H-Bar approach the
runway with one wheel down, three uncertain
engines and the gas tank nearly empty. Ursel
Harvel, Photographic Officer of the 44th BG,
was on hand to take this picture; and later, to
record the event in his book, Liberators Over
Europe.
“Lt. Griffith (67th Sq.) switched his
Liberator over to AFCE to conserve gasoline for
the long trip from Kjeller, Norway. As the
southern tip of Norway slowly faded from
view, Lt. Griffith's Liberator, which had fallen
slightly behind the formation, was suddenly
subjected to a surprise attack by a formation
of approximately fifteen ME-109s and JU-88s.
The battle was
brief but vicious
with tail gunner,
Sgt. Forrest S.
Clark, shooting
down one of the
Nazi planes as Lt.
Griffith went
through violent evasive action which
was only partially
Downed
effective. The
Liberator was seriously damaged. Sgt. William T. Kuban, Ball
Turret Gunner, was seriously wounded.
Griffith's plane had fallen to an altitude of
3,000 feet before he could get it completely
under control, and with a seriously wounded
crewman aboard, he was faced with a three
hour trip over icy, white-capped waters of the
North Sea...
… For one hundred and eighty minutes, he
alternately babied and bullied the huge ship
along on one good and three uncertain
engines.”
Griffith's story is a legend in 44th history.
Only one wheel in the landing gear went
down. Rather than risk the well being of his
entire crew, he ordered a bail out for all except
Kuban and his Co-Pilot Lawrence Grono.
With an enrapt audience on the ground,
with crash trucks, fire engines and ambulance
10
on standby, Griffith and Grono slowly brought
H-Bar to the runway, balancing their craft until
the left wing tip lowered steadily until finally
touching the ground. H-Bar was a total loss,
but the entire crew was safe.
No crew member has ever expressed more
gratitude for his life than Forrest Clark, gunner, who has dedicated much of his life to
placing his pilot's story in historical sites.
Recently he wrote a very detailed description
of the life and times of this hero to whom he
owes his life.
“When I saw General Leon Johnson walking across that airfield with my pilot, I knew at
that moment that he had saved our lives that
November day in 1943. He had brought us
home…
“…Griffith showed
his piloting skills by
getting us in the
narrow fjord at BW1 without crashing
into the glacier as
others had done…
“…He in a very real
sense was one of
the under-rated
plane
pilots, and yet he
never asked for any
hint of recognition. He was a true hero. Finally
on the Lechfeld mission of 13 April l944, badly
losing fuel, we diverted to Swiss territory after
the bomb run. We knew we could not make it
back to the base…
“… Now I shall tell things that perhaps
nobody knows about Griffith. He and our navigator Bob Weatherwax had to put Dave
Edmonds, our Bombardier, in the shower to
sober him up before missions…”
Through Clark's efforts, Griffith is being
memorialized at the Mighty 8th Air Force
Museum in Savannah, Georgia; the WWII
Memorial in Washington, later at the U.S. Air
Force Memorial in Arlington, Virginia. This
issue of 8 Ball Tails will be sent to the WWII
archives of the Folk Life Center at the Library of
Congress.
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FROM THE DIARY OF T/SGT SAM CERVELLERA
Radio Operator on the Fred Stone Crew
22 April 1944
This was our first mission, and the target was the rail center of Hamm, Germany. It can be
compared to Chicago as a nerve center. We confronted Flak as soon as we hit the German coast
and all the way to the target. Some was very accurate, as (Robert) Ryan heard it hit the Ball
Turret. Over target one third of our bombs went out. I pulled the salvo cable, and the rest went
out. The waist gunners saw it flatten a two story building to the right of target. I stood on the catwalk until flak got too accurate. My hands were almost frozen. We saw only three fighters, FW
190s, but they did not come in our formation. We had good top cover by P-47s and P-38s. They
sure looked nice out there. There was a B-24 blown up to our right and low by the coast of
France. Three chutes opened. We also saw a B-26 outfit plaster heck out of an airfield off the coast
of France. The flak was low. It was almost sunset now, 9:40 PM, and Jerry took advantage of it
and followed us in our formation to land. I wish I had a gun instead of a radio up there. The CO
was pleased with our bombing. I was pleased with my salvo job. Stone was pleased with crew in
general. A darn good crew. The crew said there were no atheists up there. Was I scared, no no,
not yet anyway. I hope the rest are as easy. I was a little tired, but who wasn't? We won't have to
go back there for a long while…29 more to go…………
Crew: Merritt Derr, Co-Pilot; Andrew Patrichuk, Navigator; Glen Hartzell, Nose
Gunner/Toggier; Charles Brown, Engineer/Top Turret Gunner/William Strange, RW Gunner;
Robert Faust, LW Gunner; Morrie Meunitz, Tail Gunner.
(The 44th did not sustain any losses on this mission.)
A POST-WAR EVALUATION
Albert Speer, Minister of Arms and War
Production in Nazi Germany, to Ira Eaker,
Commander of USAAF, “The real importance
of the air war consisted in the fact that it
opened a second front long before the invasion of Europe. That front was the skies
over Germany…If you had repeated your
bombing attacks and destroyed our ballbearing industry, the war would have been
over a year earlier.”
This meeting was arranged by Gerald
Gross, Navigator on the Thomas McKenna
crew, later publisher and author.
ANYTHING TO HELP A FRIEND
Tony Mastradone, Medical
Technician, (67th Sq.) got decked
out in a new uniform to serve as
Best Man in a recent wedding at a
WWII show in Reading,
Pennsylvania.
Age is the best possible fire
extinguisher for flaming youth!!
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AVIATION THOUGHTS
(from Roy Owen)
About rules:
A. The rules are a good place hide if you don't have a better idea and the talent to
execute it.
B. If you deviate from a rule, it must be a flawless performance; e.g. if you fly under
a bridge, don't hit the bridge!
If you're going to fly low, do not fly slow.
You can't fly forever without getting killed.
Ed. Note: The average person can't get off this planet alive anyway.
****************************************************
SIGNIFICENT DATES
1 May 1942
The USAAF accepted the first B-24D from the Ft. Worth Consolidated plant. By late
1942 40% of the Consolidated work force were women. By 1944 the ConsolidatedVultee payroll included more than 101,000 workers in ten states, operating 13
modification, research & operating divisions.
8 May 1945
VE Day
31 May 1945
All B-24 production terminated.
****************************************************
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MONUMENTS
Bob & Bernice Reasoner with plaque
Plaque at Winbrin
The late Paul Kay wanted monuments
listed, so that anyone visiting that country
could find them. Robert Reasoner, a survivor of the crash of Bat Outa Hell on 3
January 1943 provided this picture of the
bronze plaque, honouring the men who
were lost that day.
The Roy B. Erwin crew was on a mission
to St. Nazaire. On the return, a navigational
error brought several planes to Wales where
they ran out of fuel and crashed. The pilot,
Roy Erwin; Co-Pilot Clark Swanson and
Navigator Thomas Deavenport were KIA.
John Gavin, Bombardier; Hylan Simmons,
Engineer; Thomas Laskowski, Radio
Operator; Delbert Perry, Asst. Engineer;
Lanvilleo McCarty, Asst. Radio Operator;
George Kelsey, Gunner and Robert
Reasoner, Tail Gunner were all seriously
injured and hospitalized.
Bob and Bernice Reasoner were present to
see the plaque raised for his lost crew members. It is located in Haverfordwest, Wales.
PLAQUE AT WINBRIN, BELGIUM
Peter Loncke, Belgium Airman and 44th
BG Member, sent this photograph of the
plaque that commemorates the losses of the
Harold Pinder crew on X-Bar. The mission
was to Frankfurt, Germany, bombed via PFF
on 29 February 1944. The Liberator was
attacked by both Me 109s and FW 190s.
Harold Pinder, pilot described the attack:
“We took 20 mm hits under the flight deck
that cut the control cables. The A/C dove out
of control. I remember the wing afire and at
least the #4 engine knocked out.”
Three gunners were KIA: The fourth gunner
became POW, along with the pilot & co-pilot.
He sustained wounds from the crash. The
Bombardier was KIA; Pinder and Abe
Sofferman evaded, then both were captured. Sofferman was KIA by his captors; the
Co-Pilot was POW, evaded, repatriated, then
died. Pinder became POW.
Gratenoix, France
13
PLAQUE NEAR GRATENOIX, FRANCE
This monument near the town of
Gratenoix, France was erected in honour of the
Frank Sobotka crew. Three members were
KIA,: the pilot, Clair Shaeffer, Engineer (father
of Lois Cianci) and Thomas Capizzi, Radio
Operator. Four of the crew became POWs:
Frederick Butler, Navigator; August
Smanietto, Ball Turret Gunner; Andrew Ross,
RW Gunner and Charles Shockley, LW Gunner.
Two evaded and returned to England: Milton
Rosenblatt and Abraham Teitel.
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MONUMENTS… continued from page 13
The people of Hammilkiln, Belgium honored the
crews that were lost on the Wesel mission, The
Southern Comfort IV was lost on that mission. Two
survivors of the Chandler Crew were Louis DeBlasio
and Robert Vance. Also lost on that mission was KBar. All members of the Leonard Crandell crew were
KIA. Anibal Diaz, flying in Joplin Jalopy, fell from the
plane and was KIA. John Delaney, flying in a P-47
went down after dropping white phosphorus on the
Anti-Aircraft crew that succeeded in knocking out four
B-24s that were dropping supplies to the British paratroopers who had just crossed the Rhine River.
HIVES
C
R
A
THE
FROM
GROUP PERSONNEL SECTION February 1945
On the second day of the month, Technical
Sergeant Hugh G. Bentley of this
Headquarters returned to the station after an
absence of a little more than six months. Sgt.
Bentley is an administrative clerk, who, in July
1944 was placed on Detached Service in
Sweden. He was one of the trained AGD
team, composed of a Major, a Captain, and
four enlisted men, which arrived in Stockholm
on August 1944 to handle all administrative
matters pertaining to American personnel
interned in that country. What a life -living in
a hotel in Stockholm, wearing civilian clothes,
and drawing per diem. Sounds like a soldier's
dream, yet Sgt. Bentley tells us how anxious
he was to return - guess that proves that
we've got a really good outfit.
When this administrative team arrived in
Sweden, they found more than one thousand
(1,000) American airmen and more than one
hundred (100) American aircraft, eighty-five
(85) percent of which had been repaired and
placed in commission. They stepped in and
took over an outfit that was fairly well organized and running smoothly. This condition, of
course, was quite surprising, as everything
was set up and run by internee personnel.
Internees were treated very well here, having
been given superior quarters and rations and
recreational facilities were more than adequate. They even received occasional passes
into Stockholm.
Perhaps we can attribute this high exemplary treatment to the efforts of the Swedish
military officer in charge of all interned personnel, Major Count Felk Bernadette, the
nephew of the King. It was through his keen
and fair interest, his foresight and initiative,
and his sympathetic understanding of the
problems, that the entire program could be so
successful. In return for this, the internees
always conducted themselves in a manner
becoming that of the best American soldier.
One by one the internees were all repatriated, until now there was no further need for
a staff of trained administrative personnel to
handle their affairs. So Sergeant Bently has
returned to the group with fond memories
and stories galore. He is once more engaged
with duties in the Group Personnel Section.
THE REST OF THE WAR STORY
FEBRUARY 1945
The Battle of the Bulge had ended.
Germany was in full retreat from the Eastern
front. Roosevelt, Churchill and Stalin met in
Yalta. American and British troops were nearing the Rhine River. On the other side of the
world, the Marines landed on Iwo Jima.
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MAIL & E-MAIL
From George Washburn: Upon reading
Robert Lehnhausen's tribute to Herman
"Joe" Eckstein in the winter issue, I was
reminded of an incident that occurred on one
of our missions, which I have always meant to
put in writing. Many years ago, at a 44th
reunion in Dayton, Ohio, I telephoned Joe,
who lived not too far away and urged him to
come down to the reunion. He came that
afternoon and we immediately recognized
each other after parting ways in 1944. Joe
went back home that evening and returned
the next day with his wife, Millie. They stayed
for the rest of the reunion. At the banquet, I
was asked to relate some of my experiences
and told this one. Last year at our reunion in
Washington, Joe's son, Tony and granddaughter, Hannah, called on us one evening , so I
also told them about this incident.
The mission of Oct.18, 1944 was to
Leverkusen, Germany. and was flown in very
bad weather. The 44th lost 3 crews that dayall after leaving the target area. It is believed
that LT. Bakalo of the 67th Squadron collided
with Lt. Dayball of the 68th. Also lost was
Robert Lehnhausen's brother, Edward.
Lightening struck the tail of his plane, causing
the deaths of the entire crew. There would
have been one more crew lost if it were not
for Joe Eckstein's presence of mind and
piloting abilities.
We were flying in the #3 position on the
left wing of the lead ship. Returning from the
target, we were led into the top of heavy
clouds at 24,000 feet. As we went into the
soup, I had Joe take over as it would be easier
for him to hold formation than me (flying
cross cockpit). The visibility was very limited
and we lost sight of the lead when he started
a turn to the right. I took over and on instruments started a 180 degree turn to the left to
get away from the formation. After rolling
into a 15 degree bank on the artificial horizon,
the airspeed started to climb. I applied back
pressure, but the airspeed continued upwards.
At about 220 Miles per hour, I became completely disoriented and even felt that we were
upside down. Joe said" are you all right" to
which I replied "no". He then said " Do you
Larry Herpel, nephew of Virgil Fouts, is
hoping someone will dig into his old photos
from the war and find a very rare picture.
Cactus (#41-24191), piloted by Fouts, was on
its first mission on 22 March 1943. The target
was the sub pens and docks at
Wilhelmshaven. The plane was shot down by
enemy A/C and probably crashed in the North
Sea; there were no survivors. This was the first
mission of the 506th Squadron, also the first
plane and crew lost by the 506th . They had
been in Shipdham for only a few weeks.
Is it possible that somebody photographed
the plane on the way across the pond? They
flew across in late February 1943. Could a picture have been taken stateside--Albuquerque
or Wendover--when the crew was in training?
If anybody happens to have the picture, it will
be greatly treasured by his nephew, Larry.
Ed. Note: There are probably dozens of boxes
of photos stored in many veterans' attics. This
is a good time to dig them out and locate
people who would treasure them.
From Steve Adams we received this picture
of the Richard Hruby crew with the Royal Navy
Crew that picked them up from the English
Channel. The account of Hruby's successful
ditching appeared in the Winter 2007 issue of
the 8 Ball Tails. The picture is part of the Mark
Brotherton collection.
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want me to take it". Thank God I was not too
proud to say "Yes". As he took over I remember seeing (a little late ) the turn and bank
indicator (needle and ball). The needle was
pegged to the left and the ball was all the
way to the left. We were in the classic " Dead
man's spiral". The artificial horizon still indicated a 15 degree level turn and had failed.
Joe, properly, had been scanning all the
instruments and very quickly had analyzed the
situation.. He proceeded to level the wings
using only needle and ball and after a series of
ups and downs got the airspeed stabilized in
level flight. We then reset the artificial horizon
and completed the turn back out of the
clouds. It was clear over Brussels and I let
down and landed at a field with steel landing
mats and lots of mud. There we waited a few
hours until the storm passed by- loaded up
another crew whose ship was disabled and
flew back to Shipdham in clear weather.
I will never forget that incident and am certain that I would not have recovered from that
spiral. We all owed our lives to Herman " Joe "
Eckstein. Not only was he an outstanding
pilot, but an unassuming real gentleman. I am
sure all his family are very proud of him as we
all are.
MORE ABOUT RAMSTAFFEL
(That's 'Ramming' in German)
“It was an old strategy with a new twist,”
wrote Donald L. Miller, author of The Story of
World War II. In desperation to beat the
USAF formations that were successfully
reaching war production industries, the
Germans introduced heavily armoured twinengine fighters, Zerstorers. The Mustangs
chewed them up. The next idea was called
the Sturmbock, or Battering Ram, made up
of a more strongly armed and armoured
fighter, a modified Fw 190 with enhanced
armour plating, a bullet resistant canopy,
two auxiliary fuel tanks and five fearsome
guns. Flying in waves of up to forty planes,
this eight-ton 'flying tank' became for a short
time, the most lethal bomber destroyer of
the war.
16
The Zerstorer pilots declared great success
at bringing down USAF bombers. If a Sturm
Group pilot failed to score a direct hit on an
enemy bomber, he was bound by a solemn
oath to ram it. Although they had frightful
numbers of casualties, these daring young
Germans were driven by the belief that if
their country fell, no mercy would be granted
the German people.
On a mission to Kassel, the 445th Bomb
Group was leading the 2nd Air Division. The
bombs were released at Gottingen, 20 miles
from Kassel. Then they were hit low and
from the rear by three Sturm Groups. The
Sturmbocks hung from the Liberators' propellers and savaged the exposed undersides
of the bombers. One Liberator after another
was turned to smoke.
One Sturm pilot said, “When I couldn't
shoot the bomber down, I remembered the
commitment to ram. “My left wing sawed
through the bomber's rudder. My wing was
so damaged, I couldn't control the plane. I
was pulled out of the cockpit and my chute
opened…”
To deal with this new strategy, the 8th Air
Force sent fighter formations ahead of the
bombers to break up the Sturmgruppen. The
P-51s massacred the slow flying Sturm
Group, along with the faster Me 109s that
flew with them. Among the outstanding
Mustang pilots was Chuck Yeager, who
destroyed five Me 109s over Bremen, making
him the 8th AF's first 'ace in a day'.
Since July, General Jimmy Doolittle had
been receiving reports of small numbers of
jet fighters and rocket-powered planes that
were shadowing his bomber formations.
They would fly at a safe distance from the
bombers and taunt them with their performance capabilities, but rarely engage. The AF
intelligence was most worried about the Me
262, the fastest A/C in existence. It flew 540
mph, about 100 mph faster than the
Mustang, and it ran on diesel fuel.
Despite Germany's great production ability, Allied planes succeeded in destroying their
delivery system. Of more than 1,200 Me
262's available, fewer than 200 made it into
combat.
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However, as reported in the previous 8 Ball
Tails, Oberst Hermann picked up the ramming
idea and organized the Elbe Fighters. His plan
was to assemble 5,000-6,000 feet above the
bomb formation; each pilot would pick a target and dive straight down on it, slamming
into the weakest structural part of a heavy
bomber-the section of the fuselage just in
front of the tail assembly. A well placed hit
was capable of breaking a bomber in two.
Alfred Cataldo (Squadron Draftsman/
Aircraft Mechanic) in a letter to Will Lundy:
“Pete” the Rooster was our mascot for the
464th Sub Depot. I remember how Pete got
high on a half pint of 3.2, or maybe it was
Mild & Bitter. Then somebody slipped that
poor old rooster an energy pill from an escape
kit on D-Day. That bird got up on the bike rack
and crowed for about 24 hours. He stayed
awake with the rest of us!
From Brad Wallingford, nephew of the
Bartley Twins: If anyone has flown in Sabrina
III, Down De Hatch or Passion Pit, I'd like to
hear from you; also I'm looking for other crew
photos with these aircraft. If anyone remembers the Bartley twins, I'd like to hear from
you. 712 S. 91st S. 91st E. Avenue, Tulsa, OK
74412 Tel. (H) 918 260-1386; (W) 918 4452445.
Liberator from 448th BG torn
completely in half.
Hitler and Goring approved Hermann's plan,
but only air cadets could be used, not veteran pilots. These inexperienced airmen were
easily knocked out of the sky by the
Mustangs and Thunderbolts that pursued
them relentlessly.
At first these battle collisions were considered the outcome of enemy fighters pressing
their attacks too closely and going out of
control when disabled by defensive gunfire.
Further information revealed that the oft
rumoured 'Ramstaffell' was at last reality.
When the 9th Armored Division captured
the Ludendorff Bridge at Remagen, air support kept the enemy from sending in reinforcements. A major blitz on the 25
Marshalling Yards kept the German Army at
bay. Production of planes and weapons in
the nation's industrial regions was slowed to
a crawl. The Luftwaffe was also running out
of pilots. On 25 April 1945 the 44th flew its
last mission. VE Day was May 8th.
Ed. Note: Research information provided by
Bob Lehnhausen.
A HERO'S BURIAL FOR GENERAL
WILLIAM BRANDON.
General Brandon (a Major at that time)
was pilot on Suzy Q, flying with Col. Leon
Johnson to Ploesti. A set of circumstances
brought him to this assignment. Right after
the briefing by General Ent, Col. Johnson
announced that 'Pappy' Moore, Bob
Kollimer and Bill Brandon would draw
straws to determine who would be pilot on
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this low level mission. Moore drew the short
straw, so he was chosen; however, he completed his 25 missions and asked to return
home. Kollimer drew the second shortest, so
he was the back-up. He flew the low level
practice missions. Brandon did not expect to
fly, but in his own words, 'fate decreed otherwise'.
In a letter to Bob Lehnhausen he said, “At
about 8 PM the night before the mission, Bob
came to my tent to tell me he had the Crud,
but intended to fly the mission anyway. I told
him 'no way', that there was too much riding
on that mission, and Col. Johnson was not a
B-24 pilot. (I don't think he ever landed one.) I
then went to Col. Johnson's tent. I informed
him of Kolliner's problem and said, 'I had better go get some sleep'. He nodded his concurrence, and that's how I ended up in the catbird's seat.
Ed. Note: Brandon is noted for his modesty. He avoided the reporters, in order that
Leon Johnson would be given all the credit for
having led this group to White Five.
BUZZING AROUND THE INTERNET
The aviation minded reader might enjoy the
discourse between the pilots of Qantas
airlines and their ground crew, as appears
on their 'gripe sheet:
Pilot: Something loose in the cockpit
Solution: Something tightened in cockpit
Pilot: Dead bugs on windshield
Solution: Live bugs on back order
Pilot: Evidence of leak on right main
landing gear.
Solution: Evidence removed
Pilot: Mouse in cockpit.
Solution: Cat installed.
From Delores Moore, wife of the late
Robert Moore: My husband wrote a documentary of his war experiences for our three
sons. In his colourful description of return
home, he said, “I received my discharge
September 24, 1945. I could have waited for
the train, but a bus was leaving at 6 PM that
evening, so I took the bus. I stood in the well
next to the door for six hours before I got a
seat. I rode the bus for about a week, and
swore I would never get on a bus again.”
From Susan Alexander niece of Thomas
Cordes: Tom's picture is on a web site of a
Netherlander who is honouring the men
interred in the Margarten Cemetery. The web
site is: http://www.basher82.nl.
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Mary Aston's Sales Project
Proceeds go to 44th BGVA
Place order with Mary Aston (706 283-1337)
Mail check to
830 Cardinal Dr., Elberton, GA 30635
WWII Lapel & Hat Pin
8th Air Force - DFC - Air Metal - Purple
Heart - POW - ETO - WWII victory
$9.00 each + $0.39 postage (each)
(no photo available)
Sun-Catcher
Diameter is 14” with attached chain to
hang in a window
$100.00 + $20 for UPS packing and
shipping = $120.00
Sun-Catcher
Diameter is 5.25” with attached loop
hole to hang in a window; similar to
14” logo, but no lettering
$50.00 + $10 for UPS packing and
shipping = $60.00
Sun-Catcher
Pelican--67th Bomb Squardron, 44th
Bomb Group--8th AF (The only 44th
squaron to have its own logo)
Diameter is 14” with attached chain to
hang in a window $100.00 + $20 for
UPS packing and shipping = $120.00
New Air Force Pin
United States Air Force
60th Anniversary
1947-2007
$12.00 each + $0.39 postage (each)
The 44th Bomb Group is still searching for a salesman to replace the late and beloved
Sam Miceli. If you have a little time to run a mail order business, we need you, call me,
Ruth Davis-Morse, Secretary. 717 846-8948
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WILL SEZ
Mr. STEPHEN ADAMS
OUR U.K. REPRESENTATIVE
where our artists had painted various artwork and scenes, were seriously threatened.
So Steve, who at that time worked at a roofing supply company, obtained the necessary
materials and spent many weekends making
repairs.
When Doug Genge, owner of the
Monster Crane business that is now established next to our Control Tower, saw Steve
busy repairing, and learning that (by then) I,
we, were interested in an attempt to put a
new roof on the tower to save it from further rusting and decay, he became involved
as well. Doug spent several thousands of
Pounds on both the new roof as well as two
complete exterior walls. I sold his lithographs of the tower to many of our members, and this money went to those repairs
and to our new organization of 44th BGVA.
Steve has always been a collector of photos of the base, our men and our planes,
and continues to do so. He “surfs” the Web,
looking for any photos of our planes,
our airmen, our personnel. He bids on them
all, and has managed to obtain many to add
to his collection. Over the years, I have
swapped many photos with him, with him
doing most of the work and expense of
copying. Also, he obtained our current personnel rosters, wrote many letters to people,
hoping to get a copy of their crew photos,
their airplanes, etc., as well as to share his
collection with them.
In addition, he also has been very active
in helping us with the difficult job relating
to our aircraft names and aircraft identity
numbers. The reason for that problem is that
in most of our records, only the last three
digits of an airplane's full number was utilized. All too often we had more than one
aircraft with the same last three digits. So
Steve has spent considerable time and effort
“Steve” unquestionably holds the record
for our longest and busiest supporter in
England! His interest in our Group and our
records surely goes back to his early youth
when the school children in East Anglia
remembered our B-24s flying overhead or
based so near them in their early days.
When we made our quick departure in JuneJuly 1945, headed for home and then
onward to Japan, our vacant airfields must
have offered them great opportunities to
visit and to learn more about us.
It was in the mid 1970s when Irene and I
first learned about the 2nd Air Division and
their Memorial Library in Norwich, and their
reunion was scheduled to take place in
Norwich. There was no question, we must
and did attend that one! At that time Irene
and I were met by three of these youngsters
- Steve Adams, Paul Wilson and David
Morgan. They wanted to show us their collections of data about the 44th BG and
Shipdham Airfield. Even way back then they
had managed to accumulate a considerable
number of photos and data.
Steve did not drive, but Paul did, he had
a car, and the three of them spent most of
their available weekends on our old base,
learning as much about it as they could. Paul
was on crutches, having been seriously and
permanently injured in an accident, but
managed to go everywhere that Steve and
David wanted to investigate.
Time and the elements had caused considerable damage to our old, abandoned
buildings. Wind and rain had damaged
many roofs, with rust eating away at the
reinforcement iron rods in both the walls
and the roof of the control tower itself. The
interior walls of some of these buildings
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while working with Tom Brittan and our
Group historians to positively establish the
correct identity number.
When Phyllis DuBois was in charge of the
American Room, she worked with Steve and
Paul Wilson (and others) to assist her whenever American guests visited the Library,
wanted to visit our old base as well. She
would telephone these volunteers, who
would then guide them to and around our
base.
Steve also has been instrumental getting
our Master Data Base CD installed in the
three computers utilized in the Norwich
Library within the new The Forum building in
Norwich - the same building in which the
2nd ADA's American Room is located. So our
entire computer Master Data Base is not
only available within our American Room,
but through out the entire Norwich Main
Library.
Steve also works act as “postman” in
Norwich with each issue of our 8 Ball Tails.
Ruth Morse sends him several copies of our
8 Ball Tails bound for England in one bundle.
Then Steve must go through his routine to
get them all distributed to each individual
person.
Steve also handles our Memorial Day
wreath laying ceremonies at the American
Cemetery near Cambridge each year. That
includes the selecting and paying for the
wreath itself. John Page had volunteered to
perform this ceremony for many years but
lately, Steve has done it himself.
Although we originally set up a bank
account in Norwich with which to cover his
expenditures on our behalf, he has never
once utilized that fund. Although we've tried
to “twist” his arm to force him to utilize that
fund, he still will not do so.
Back in the time period when our organization was identified as 44th BG HMG , early
1990s, we failed to locate a 66th Squadron
member who would research and compile
the history of the 66th Sq. One or two actually agreed to do so, but no “history text”
was ever prepared. It was at that time that
Steve volunteered to take on that task, as
well. Todd, Kiefer and I supplied Steve with
background history for that Squadron. When
Steve submitted his work for printing, his
printing company advised him that a
Squadron book would not “sell”. Or, in other
words, they felt they would not make a
profit - too limited an “audience”.
So Steve enlisted the assistance of Ron
Mackay, they replaced that Squadron text
with an overall Group coverage, utilized his
extensive supply of photos, and completed
their fine book, “The 44th Bomb Group In
World War II”. It is still available for sale.
Quite obviously, Steve has contributed a
great deal of work and substance toward
our rich history. In doing so, he has surely
become our FRIEND, INDEED!
And for that, we owe him many thanks and
our sincere gratitude well beyond what we
can repay.
So, from all of us, we most sincerely
thanks you, Steve & Janice
Will Lundy
P.O. Box 315,
Bridgeport, CA 93517
You can always tell luck from ability by its duration.
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REGARDING THE 2007 REUNION
The Board of the 44th BGVA tried to arrange the finances of our Reunion in the way we
have become accustomed -- each paying the hotel separately. First, Perry Morse's daughter
Ellen Kelly worked out a good agenda with the Tourist Bureau Representative. Then Jackie &
Lowell Roberts volunteered to visit the area, and fine-tune the arrangements. We think that
the best possible schedule has been made at the best possible price.
Transportation from the nearest airport, Springfield, has been a challenge for the Roberts
to arrange. If you are driving and can carpool with other members, that would be great.
Shuttle service is being worked on. The next 8 Ball Tails will provide further information on
that service. Car rentals will be available through Enterprise at the rate of $71 for the three
days. A number of Board members will be driving, and expect to help with transport.
NOBODY WILL BE LEFT SITTING AT THE AIRPORT.
Next: It is important that you register early, no later than July 2nd, 2007. We realize this is
asking a lot for a Labor Day Weekend. If you register and have an unexpected problem arise,
we will refund your money.
If you are flying, please let us know what time your plane will arrive in the
Springfield/Branson Airport. We are working on transportation to the hotel.
Branson entertains many military organizations. The schedule of events, offered to us
looks like a lot of fun. All the amenities are there for gatherings and recollections of heroic,
sad, and sometimes funny happenings that carved your lives, sixty two years ago.
44TH BOMB GROUP VETERANS ASSOCIATION
GRAND PLAZA HOTEL
245 N. WILDWOOD DRIVE, BRANSON, MISSOURI
2007 REUNION SCHEDULE
Lodging: Grand Plaza Hotel for 3 nights stay
Sunday, September 2, 2007
Friday, August 31, 2007
Breakfast
Registration 9:00 A.M. to 5:00 PM
6:00 P.M. Banquet
Welcome Reception 6:00 PM
Cash Bar
(Dinner on your own)
Monday, September 3, 2007
Breakfast and Goodbyes
Saturday, September 1, 2007
Breakfast
9:00 A.M. Membership Meeting
5:00 P.M. Cash Bar
6:00 P.M. Squadron Dinners
OPTIONAL SHOW PACKAGE
Saturday, September 1, 2007
Sunday, September 2, 2007
12:00 pm Showboat Branson Belle
10:00 am Red Skelton Tribute
or 1:00 pm Titanic Museum
2:00 pm Veterans Memorial Museum
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44th BOMB GROUP VETERANS ASSOCIATION
REUNION REGISTRATION
August 31-September 2, 2007
Grand Plaza Hotel, Branson, Missouri
Please fill out a form for each registrant
Please Print or Type. All Information Must Be Complete
Last Name _________________________ First Name _____________________________
Spouse/Guest ____________________________ Squadron ________________________
Address ___________________________________________________________________
City _______________________________ State _________________ Zip Code ________
Phone ________________________
Per Person Pricing: Single: $456.00 Double: $308.00 Triple: $266.00 Quad: $245.00
Please indicate bed preference: King ____________ Double________ Single _________
Includes: Welcome Reception, three free breakfasts, Hospitality Room, free parking,
Squadron Dinner. Please indicate choice of entrée:
________ Chicken _________ Shrimp
Banquet: Please indicate choice of entrée:
________ Prime Rib _________ Salmon ________ Chicken
OPTIONAL TOURS:
Saturday September 1, 2007
12:00 pm Showboat Branson Bell (with lunch)
or
1:00 pm Titanic Museum
Sunday, September 2, 2007
10:00 am Red Skelton Tribute
2:00 pm Veterans Memorial Museum
Payment
$60.00 each
$30.00 each
$36.00 each
$19.50 each
Number of Registrants (See Prices Above)
Single ________
Double ________
Triple ________
Quad ________
$ _____________________
$ _____________________
$ _____________________
$ _____________________
Tours: Show Boat
Titanic Museum
Red Skelton Tribute
Veterans Memorial Museum
$ _____________________
$ _____________________
$ _____________________
$ _____________________
Extra nights are $99.00 per room per night, all taxes included. If you are planning on
spending extra days before or after the Reunion, please inform us of your plans. It will help
our treasurer get the correct information to the hotel.
Please send checks to 44th BG Treasurer:
Richard Lynch, 109 Jason Road, Box 518 Conrad, IA 50621, 0518
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FOLDED WINGS
What's hallowed ground? 'Tis what gives birth
To sacred thoughts in souls of worth!
Peace! Independence! Truth! Go forth earth's compass round;
And your great deeds shall make earth all hallowed ground.
Cardinal, Oliver J. #19652 68th Squadron
December 2006 T/Sgt. Cardinal was Flight
Engineer on the Elmer K. Kohler's crew, many
times flying with 44th BGVA's President,
George Washburn, who was Co-Pilot. His
FW's report coincides with the death of a
crewmate, Lester 'Jim' Dietz. Cardinal flew
twenty five missions, the first on 11 July 1944.
His mission assignments show the progress of
the war after D-Day. On the request of
General Patton, they bombed the Germans
troops trying to escape the St. Lo area, as the
Allies were steadily moving eastward. They
bombed the railway stations, industries and
fuel producing industries in Germany, most of
the time flying in Corky. They also flew in Flak
Magic and Lili Marlene. Cardinal's last mission
was 30 November 1944.
BAKER, LANNING #19279 68th Squadron 12
August 2006 T/Sgt. Baker was an Engineer/Top
Turret Gunner on the Joseph Kessler crew.
They were part of the group that went on the
first North African tour of operations. Their
first mission 13 August 1943 was to the
Messerschmidtt plant at Wiener Neustadt,
Austria. After two raids to Italy, they returned
to England and bombed strategic areas in
Holland and France. Then, sent back to North
Africa, they were part of the second raid to
Wiener Neustadt. Seven planes were lost, one
crash landed in Sicily; and the Kessler crew, flying in Margaret Ann, did an emergency landing on a grass runway near Bari, Italy. Three
members of the crew were wounded.
Upon returning to England, on 8 April
1944 Baker flew with William Altemus in an
unnamed plane to Langenhagen, Germany.
Attacked by enemy A/C, the plane caught fire.
Lanning and three others parachuted out,
were promptly captured and became POW.
The pilot and six members of the crew were
KIA.
In his 22 missions, Lanning flew with a
number of pilots - Joseph Kessler, Baxter
Weant, W.D. Hughes, Raymond Hamlyn
and William Altemus.
After the war, he became a Hospital
Administrator. He and his wife Kathleen lived
in Ft. Wayne, Indiana.
DeBerry, Harmon #19966 67th Squadron
1 January 2004 T/Sgt. DeBerry was the
Engineer/Top Turret Gunner on the Russell
Pellow crew. On one occasion he flew with
A.J. Hardy, Command Pilot. His first of 28
flights was 5 August 1944 at the time when
knocking out A/C factories and rail transportation had high priorities. Most of his flights
were into Germany; three were into France.
The Pellow crew flew in Glory Bee, Myrtle the
Fertile Turtle, Judy's Buggy and many
unnamed A/C. His last mission was March 14,
1945.
24
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Dietz, Lester J. “Jim” #20005 68th Squadron
November 2004 T/Sgt. Dietz was a Radio
Operator on the Elmer K. Kohler crew. He
was a member of the same crew as Oliver
Cardinal whose FW report appears above. He,
too, flew with Co-Pilot George Washburn,
President of 44th BGVA. His flights took him
to sites in France and Germany, flying in
Corky, Flak Magic and Lili Marlene. He flew 34
missions from 16 July 1944 to 30 November
1944.
Gavett, Franklin #20339 66th Squadron 4
August 2002 T/Sgt. Gavett was the Radio
Operator on the William Ogden crew, but for
unknown reasons that crew flew only one
mission, 31 July 1944 to Ludwigshafen,
Germany on B U Baby. Undoubtedly they were
given other non-combat assignments which
are not recorded in the Database.
Hawkins, Alfred G. #20587 506 Squadron 3
January 2007 S/Sgt. Hawkins began as a gunner on the Thomas Waters crew, but before
his tour was completed, he served as Togglier,
and on one occasion, as Bombardier. His first
mission was August 9, 1944. On one mission
of his 33 missions, he flew with the Clyde
Horsley crew. He flew in many different
planes: I Walk Alone, Down De Hatch, Shack
Rat, Chief's Delight/Chief Wapello, Southern
Comfort III, Tuffy, Puritanical Biitch/Puritanical
Witch, Sabrina III and Joplin Jalopy. His last
mission to Koblenz was 2 January 1945.
After the war, Hawkins was employed as
an Electronic Technician. He and his wife
Charlotte bought a home in the country
where he could enjoy gardening. He was also
a golfer. The couple had six children. They
resided in Swanton, Ohio.
EGAN, WILLIAM #23193 67th Squadron 7
February 2007 1st Lt. Egan was a Bombardier
on the James Hill crew. He flew 26 missions,
the first on July 2, 1943, his last on March 12,
1944. Completing that number of missions
during those early days was a miracle, as ten
missions was considered a surprisingly lucky
number.
The Hill crew's introduction to combat was
on arrival to Benina Main, where they were
first dispatched to Italy and Sicily. They were
part of the group that flew to Ploesti and succeeded in making it back, stopping first on the
island of Malta. They were on both raids to
the Messerschmidt plant at Wiener-Neustadt
in Austria. Upon returning to England they
flew to Germany and France. Calaban succeeded in coming out of these missions, battered and battle-worn. When these missions
were completed, they were the only surviving
plane in the 67th. Commander William
Cameron stated that Calaban was the most
shot-up plane that kept coming back. Most of
the flights were in Calaban, but they also flew
in Princess Charlotte, Sure Shot, Earthquake
McGoon, F For Freddie, Raggedy Ann II and DBarfly. In addition to flying with James Hill,
Egan also flew with Roland Gentry, and with
Command Pilots Richard Butler, Dexter
Hodge and William S. Aldridge.
Bill and his wife Teresa have two grandsons
who graduated from the Air Force Academy.
Bill had the honour of commissioning one of
them as an officer in the USAF.
25
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Heskett, Donald #20640 66th Squadron 30
June 2003 Lt. Heskett's first mission on 21
August 1943 was as a Flight Officer, flying as
Co-Pilot with Joseph Flaherty on Princess
Charlotte/Sure Shot. His second mission as a
Flight Officer was with Thomas Hobson. On
his third and all following missions, he had his
own crew. On the raid to the Chemical Works
at Ludwigshafen on 30 December 1943, the
Bull of The Woods was attacked by FW 190s,
knocking out the controls, whereupon Heskett
gave the 'bail out' signal. The Co-Pilot and RW
Gunner were KIA by the fighters; Heskett, the
Bombardier, Radio Operator, Ball Turret
Gunner, Left Wing Gunner and Tail Gunner all
managed to evade and return to England. The
Navigator evaded, was later captured, and
was a POW until released by the Patton Army.
Heskett escaped by walking across Portugal.
The Database credits Hodge with 25 missions, the first 12 December 1942. At that
time formation flying was very new to
American airmen, so Hodge frequently accompanied planes in combat as Command Pilot,
sometimes as Co-Pilot, expressly to study the
success of formation flying. (According to Bob
Norsen, frequently as many as three men of
high rank flew on these planes for the purpose of studying combat techniques in formation. The pilots were too busy flying the plane
to study the formation.)
Hodge flew in many planes: Avenger, Sad
Sack, Fascinatin' Witch, Queen Anne, Forky II,
Scrappy II, Queen Marlene, F For Freddy,
M'Darling, Mr 5 by 5, and Phyllis.
He was part of the group that went to
Benina Main in Libya, and flew as Co-Pilot
with the Robert E. Miller crew to Ploesti. His
last mission was 26 April 1944. After the war,
Hodge and his wife Mertie moved to Bryan,
Texas, where he became a rancher and also
engaged in Real Estate sales. The couple raised
two sons.
Hodge, Dexter #20681 66th Squadron 4 July
2006 Col. Hodge was among the first group
to fly to England. He had already distinguished himself before entering the 44th BG.
In 1940 he graduated from Texas A&M and
was commissioned 2nd Lt. with the Army
Reserves. He served with the 69th CAC at Ft.
Crockett Texas. On July 9, 1941 he vacated his
commission and enlisted in the Flying Cadets
and became a pilot. He was re-commissioned
2nd Lt, and was assigned to the 66th
Squadron at Barksdale Field, LA, serving as B24 Instructor Pilot, Squadron Operations
Officer and Squadron Commander. Next he
was assigned to the 44th BG HQs as Group
Operations Officer, later as Deputy Group
Commander. From Barksdale he flew 18 night
time antisubmarine missions, and during that
time was promoted to Lt. Colonel.
Kabak, Samuel #20872 66th Squadron 19
October 2000 The Database has no record of
the activities of this member who served in
the 44th BG.
26
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Lasco, Henry #23239 66th Squadron 10
February 2007 1st Lt. Lasco was a pilot on Sad
Sack II, and after one flight to France with
Joseph Flaherty on Queen Anne, he and his
crew were off to the Libyan desert. They
bombed the marshalling yards at Messina to
keep Germans from supplying troops to Sicily,
in preparation for the upcoming invasion.
Catania was next, knocking out the communications system; then on to strategic sites in
Italy. After that, the Lasco crew practiced low
level flying, in preparation for the historic
flight to the white target at Ploesti.
At 'Bomb's Away' Lasco's Navigator was
killed; ME 109's attacked; the Bombardier and
Engineer were hit; then a bullet went through
Lasco's jaw, rendering him helpless. The right
rudder of Sad Sack II was gone, the left wing
went down. The Co-pilot was not able to control the plane which was already on fire. It
crashed in a cornfield.
Four members of the crew became POWs;
five were KIA. Lasco's crew members have very
warm memories of his upbeat attitude when
all were in a hospital in Budapest. Despite his
serious injuries, he was able to make them
laugh.
After undergoing orthopedic and plastic
surgery, Lasco became an accountant with the
3 M Company in the Aerospace Sales
Engineering Department. He and his wife
Nancy retired to Rio Verde, Arizona. The couple have a son and two daughters.
Moore, Robert A. #21394 67th Squadron 26
October 2006 T/Sgt. Moore was sometimes an
Engineer/Top Gunner, sometimes Tail or Waist
Gunner with a number of different crews.
Most of his flights were with R.W. Bethel; but
he also flew with Richard Wynes and
Herbert Bayless. On one mission he flew with
Wayne H. Middleton as Command Pilot;
another with Walter I. Bunker, C.P. Moore's
first mission with the 44th BG was 7 August
1944; his last, 8 March 1945.
Before being assigned to the 44th BG, he
had flown fourteen missions with the 489th
BG. This group was disbanded, as their losses
had been so tragically high.
In his 35 missions, Moore flew on ten different A/C: Shack Rat, Southern Comfort III,
Consolidated Mess, Sabrina III, Down De
Hatch, Clean Sweep/Dragon Nose, Phyllis, Mi
Akin Ass, Fearless Fosdick and Miss Marion.
Robert and Delores Moore, married for
over sixty years, had three sons. They resided
in Morgantown, West Virginia.
Selvey, Nicholas #21996 2 December 1999
There is no record of the activities of this
member of the 44th BG.
Vahrenkamp, William #22382 66th
Squadron No information about this member
of the 44th BG. He resided in Ft. Worth, Texas
Vaughn, Alvin R. #22403 68th Squadron 28
March 2006 Sgt. Vaughn was a Maintenance
Man, specializing in care of Electrical
Equipment. After the war he first became a
farmer; then entered the ministry, serving for
fifty years.
Vaughn and his wife Mary had one son
and one daughter, five grandchildren and one
great grandchild. They resided in Forest,
Mississippi.
Lowenthal, Gerald #21145 506 Squadron
September 2006 Lowenthal was a Life
Member. He resided in Maywood, Illinois. No
information is in the database about this
member.
27
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Come to Branson and have fun. Join your old
buddies, the members of the 44th Bomb Group.
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
�
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8 Ball Tails
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Text
44th Bomb Group Veterans Association
m
42-95209
8 BALL TAILS
Vol. 8 Issue #3
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Winter 2007
EIN # 68-0351397
Reporting on this beloved plane is a study of the
hair-raising stories of 41 crews who flew it in the
period from 3 June 1944 to 20 April 1945. Assigned to
the 506 Squadron, many notable members of the
44th, pilots and co-pilots, sat in the cockpit of this
plane that managed to chalk up 106 missions.
The Richard Hruby crew flew the most missions
in Sabrina III (13); the Louis Confer crew flew nine;
the Ogden Hill crew flew seven; thirty eight other
crews climbed aboard for their awesome rides in this
lucky airship.
On D-Day the Sabrina III flew two missions, first to Colleville/St. Laurent in support
of the invasion troops; later to a railroad yard in Angers, France, holding back the
Wehrmacht from reinforcing their comrades at Normandy.
The Hruby crew had something that no other crew at Shipdham could claim: a
pair of identical twins, Fount and Thomas Bartley of Keystone, Oklahoma, serving as
Waist Gunners.
Sabrina III
1
�President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Director: William Ward
120 B Heritage Hills
Somers, New York 10589-1317
Phone (914) 277-5830
E-Mail: bhward8@aol.com
Vice President: to be announced
Historian: Roger D. Fenton
4311 E. Sunrise Drive
Phoenix, AZ 85044-1010
Phone (480) 893-3761
E-Mail: lomadanger@aol.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
Fax (717) 846-6688
E-Mail: rdavismorse@aol.com
Treasurer: Richard (Dick) Lynch
109 Jason Road, Box 518
Conrad, IA 50621-0518
Phone (641) 366-2414
E-Mail: r_blynch@netins.net
(first 3 letters r_b)
Immediate Past President:
Roy Owen
108 Wawona Place
Chico, CA 95928-8429
Phone (530) 891-9157
FAX (530 891-9157
E-Mail: owen44bg@sbcglobal.net
Archivist & Director: C. W. “Will” Lundy
2519 Westville Tri.
Cool, CA 95614-2008
Phone (530) 886-8636 (Winter)
P. O. Box 315, Bridgeport, CA 93517
(Summer)
E-Mail: cwlundy@sbeglobal.net
Decorations & Awards Director:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
leeaston@elberton.net
U. K. Representative:
Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail: s.p.adams@btinternet.com
Director: Sterling L. Dobbs
P.O. Box 825
LaGrange, Texas 78945
Custodian of the Web Site:
Arlo Bartsch, Webmaster
42 Promesa Drive
Hot Springs Village, Arkansas 71909
Phone 501 922-5247
E-Mail: afbas@aol.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�SABRINA III
“FW 190s swept into Liberator formations and cascaded 20 mm shells into
flights of the heavy bombers as they
attacked military targets in eastern France. I
flew in a plane piloted by 2nd. Lt. Richard
J. Hruby, and, while the youthful pilot put
his Liberator through violent evasive action,
I watched the bullets from the top-turret
guns of T/Sgt. Cletus C. Clark turn one FW
190 into a smoke-trailing, uncontrollable
loss to the Luftwaffe. In other sections of
the French skies I saw furious dogfights
between P-51 Mustangs, P-47 Thunderbolts
and German fighters. I saw at least one of
the enemy ships hurling down to destruction.
“The mirror-clear June day made the
skies an arena of incredible beauty as the
planes continually clashed in violent battles.
The opposition failed to interrupt the bomb
run, and I watched the heavy explosives
speed down toward their objectives in patterns that were the acme of symmetry and
accuracy.”
“Flying in the waist of the Liberator
were the twin brothers Fount “Boyd” and
Thomas L. “Lloyd' Bartley, manning the
guns. Mustangs and Thunderbolts hovered
about in defense of the formation. As they
approached the coast, flak became their
next enemy. Hruby brought Sabrina III safely through ; and to everyone's relief, the
coast of England came in sight.”
That was the best part of the mission, of
course. As Appenzellar remembered: “The
patchwork of the English fields never
appeared so lovely and serene as when they
passed smoothly beneath us on the return
to base. As we neared our airfield, we
looked down, and silhouetted upon the
light, half-transparent clouds was the shadow of our Liberator, completely circled by a
perfect rainbow of most brilliant reds, blues
and yellows. The entire crew watched it
with awe, forgetting now the earlier
encounters, the deadly guns and the load
Plane showing bomb markings
Sabrina III, #42-95209, 506 Sq. was
built at the Ford Willow Run plant and first
flown in combat by the Richard Hruby
crew. Her 106 missions were an amazing
record for any B-24 at a time when 15 missions were about average.
Brad Wallingford, nephew of the Bartley
twins, has done considerable research on
his uncles' craft. Quoting from the diary of
'Doc' Blanchard, Radio Operator,
Wallingford wrote that on a mission to an
airfield at Laon, France, (23 June 1945) the
hydraulic system was shot out by flak, and
had no brakes for landing. The two waist
gunners tied their chutes to the waist guns,
to aid in stopping the plane.
Four days later the Fred Stones crew
flew the plane to the marshalling yards at
Creil, France. Flak hit the #3 booster pump
connection to #3 gas tank, causing fuel to
pour out into the slip stream. Believing the
spray to be smoke, Sgt. William Strange,
RW Gunner, jumped out, parachuted safely
to the ground, then was captured and was
a POW until May 1st.
On July 6 on the mission to Kiel, Fount
Bartley got hit on his right leg by flak. It
was his 30th mission, so his twin brother
finished his missions with another gunner.
T/Sgt. David H. Appenzellar flew with the
Hruby crew as an observer on 15 June
1944. The target was a bridge in Tours,
France. His dramatic description of the
events appeared in the Spring 2002 issue of
the 8 Ball Tails.
3
…continued on page 4
�SABRINA III… continued from page 3
our cargo carried as we left the base some hours earlier. The shadow and rainbow glided
along beside us, disappearing finally as the airfield pushed into view. Lt. Hruby slowly let the
bomber down as we headed in to land.”
PHOTO TAKEN AFTER MISSION
15 June 1944
L-R Top: David Appenzellar, Observer; Eddie Rosenburg, Navigator; Tom
Smith, Co-Pilot; Richard R Hruby, Pilot; Herman Flugman, Bombardier;
Doc Blanchard, Radio Operator/Gunner
L-R Bottom Robert Petkoff, Tail Gunner; Fount Bartley, Right Waist
Gunner; Lloyd Bartley, Left Waist Gunner; Cletus Clark, Top Turret
Gunner; Dog “Malfunction.”
Left: Fount Bartley; Right: Lloyd Bartley
Can anyone identify the Ground Crew man in the
center of this picture?
THE OTHER SABRINAS
The first Sabrina #42-95209, returning from the German port of Bremen, crashed in a
clump of trees at Shipdham in 11 November 1943, the victim of enemy fighters.
The story of #42-52611, Sabrina II, is a mystery. The Database has no record of missions.
4
�The late Paul Kay
With great sorrow and regret, we must report the death of our
beloved President, Robert Paul Kay. Paul had heart surgery, had
survived his post-op experience, had been through cardiac rehabilitation, and was ready to go home for the Christmas holiday.
He passed away on December 24, a victim of a blood clot.
When he was preparing for surgery, he spoke to Bob
Lehnhausen, Past President and Adviser to all presidents. Bob
made a very profound statement. He told Paul that 'going into
heart surgery is like going on a mission. You start out with high
hopes, but you never know what will happen when you get
there.' How true.
Paul had laid out a good plan for the 2007 Reunion at Carlisle, a
plan which has been placed on file for the 2008 Reunion.
Because the 8 Ball Tails was near completion at the time of his
passing, we are retaining his Presidential Briefing.
PRESIDENTIAL BRIEFING
We were so happy to see all of you at the Reunion in Washington. To our
delight, more than a hundred people from the 44th arrived, including second
and third generations. Those of you who couldn't make it, please believe that we
missed you.
Fortunately, the weather was on our side for the unveiling-blue skies and
hardly a cloud. Needless to say, there was no veil over the monument. The three
spires reach 270 feet in the air, and resemble the take-off pattern of three jets.
The celebration was a short walk from the Pentagon, and we passed vehicles and
armament that were two generations past the equipment of WWII. The
President's speech was appropriate-that the Air Force was the only service without a memorial. He said, “Looking from this promontory to a place once filled
with smoke and flames, we remember why we need them.”
We were happy to see the P-51 Mustang fly over, the F-86 Sabrejet from the
Korean era, the Viet Nam F-4 Phantom; and we were dazzled by amazing performance of the Thunderbirds. To me, none were more impressive than that
beautiful B-24 that modestly passed over our heads. It was flown by General
Bodycombe, a Liberator pilot in the 15th AF.
We are looking forward to seeing all of you at our 2007 Reunion. We expect it
will be in Carlisle, where our memorabilia will be on exhibit. More information
will be available to you soon.
5
�A MESSAGE FROM THE TREASURER
To simplify the bookkeeping, the 44th BGVA, members will receive their registration
notices in January; and they will be considered late in March. Do not send dues at odd
months, as was done in the past; you will be getting a bill the following January.
Our newly catapaulted member to the Presidency is George Washburn. George was
out of the country when he received the message of Paul's death. For those who don't
know George, you will meet him in the Spring issue of the 8 BTS.
2nd LT. RICHARD J. HRUBY'S RENOWNED FEAT
He ditched in the Channel, and everybody survived.
Returning home from bombing the
Friedrichstrause Railroad Station in Berlin, 29
April 1944, 2nd. Lt. Richard J. Hruby , flying
# 41-29513, had come through heavy and
intense anti-aircraft fire and damaging
attacks by many enemy aircraft. It is believed
that flak damage caused a leak in either the
main gas tank or gas lines. The prop-governor stuck at 2500 rpm, and #2 engine was
surging as much as 600 rpm. In addition, the
formation was nearly 45 minutes late on the
flight plan, prior to reaching the enemy coast
on the way out.
On the return, as they were leaving the
Dutch Coast, Sgt. Cletus Clark, Engineer &
Top Turret Gunner, reported that all gas
gauges registered nearly empty. Determined
to bring his A/C back to Shipdham, Hruby cut
back his RPM on all four engines. He instructed his crew to throw out all possible equipment, and told Clark to switch all engines to
cross-feed fuel, to keep all engines running
as long as possible.
The men assumed ditching positions. The
VHF radio equipment malfunctioned, so they
were not able to transmit their dilemma.
Flying at 5500 feet and with the English
coast barely in view, all four engines quit!!
Hruby and his Co-pilot, Thomas Smith, lowered one-half flaps and put their plane into a
dive to maintain airspeed. As they neared the
water's surface, Lt. Hruby leveled off; and
after skimming off one swell, settled down
into the next one in a slightly nose-high position. The nose of the A/C buried itself for
approximately 30 seconds; then the plane
came to rest on the surface - floating and
intact.
The pilots hit the water so skillfully, not
only was the plane not visibly damaged, but
the plexiglass in the nose turret remained
unbroken. No member of the crew was
injured!
The crew exited the upper hatch and
released the two life rafts. One of them was
unserviceable; the other would only partially
inflate. The plane slowly sank and was gone
in approximately fifteen minutes. One man
got into the raft, the others clung to the
ropes and remained in the water. In about
one half hour, luckily, a British minesweeper
arrived and picked them up.
Ed. Note: One other pilot in the 44th BG
was able to ditch without casualties. Who
was that?
6
�THE 44TH BOMB GROUP VETERANS ASSOCIATION
JOINED THE SECOND AIR DIVISION
IN A GREAT BIG CELEBRATION IN WASHINGTON
The 44th BG showed up in flying colors to see the soaring spires of the U.S. Air Force
Memorial, a monument long overdue; and well worth the long, long wait. It honors the Air
Force and its proud predecessor, The Army Air Corps.
The three silver spires, mirroring the bomb burst maneuver of the dashing Thunderbirds, are
representative of the core values of the Air Force-integrity first, service before self, excellence in
all that is done.
The Thunderbird's smoke designs on the blue sky were amazing, but the breathtaking
moment came when a beautiful Liberator streamed from the west and proceeded over the
heads of a dazzled audience. President Bush and Secretary of Defense Rumsfeld spoke with
genuine respect and gratitude to those who have flown in honor and defense of our country.
At the Marriott
Dick Lynch, Treasurer and George Washburn, Vice
President of the 44th BG chat after the General
Meeting.
Pilot Christopher Spagnola (Center) met with two
crew members, Lee Aston, Navigator, and John
Gately, Gunner.
Will Lundy, Sterling Dobbs and Kevin Lundy
emerge from the meeting. Dobbs was elected
Director of the Board.
Andrew Hawker from Norwich, England, a member of the Heritage Trust of the Memorial Library.
7
…continued on page 8
�GREAT BIG CELEBRATION IN WASHINGTON … continued from page 7
The Aerospace Museum was a backward look at planes from WWII, Thunderbolt and
Mustang and more, with a forward look at progress since.
Cynthia Harmonowski, George
Washburn and Beryl Apgar
viewed a German fighter plane.
This brought bad memories for
both girls, natives of Norwich.
During a raid in Norwich, Cynthia
flattened out on wet ground to
escape a German dive bomber.
Syd Paul stopped by a fighter
on the balcony of the
Aerospace Museum
Perry Morse's side trip to the White House hit unexpected snags; but nevertheless, a hundred people from the U.S., Canada and UK gained entrance. At the last
minute, by e-mail we were able to collect passport numbers. It became a family
assignment. Ken Kelly, his son-in-law, directed the flow, getting everyone qualified for entry. Daughters Nancy and Ellen pushed wheel chairs and extended a
helping hand at every juncture. Only one person was nervous about the outcome
- that was Perry.
8
�THE SQUADRON DINNER WAS LIKE A 44TH REUNION
all in one big room, with impressive award presentations.
The 2nd Air Division Banquet was an event for all 440 attendees, 147 of whom were from the
44th . Many of our English friends were present, representative of the great group who oversee
the care of the Memorial Library in Norwich.
Scenes at the Banquet
Perry Morse, John Lee and Richard Butler lit
the candle, honoring the heroes of the Ploesti
mission. Bud Koorndyk was at the podium.
With great enthusiasm, Granddaughter Julia
Folsom embraced Beverly & Jerry Folsom. Julia is
a Banquet Cook at the Marriott, working with the
renowned Sr. Sous Chef David Nvodjo.
Lowell & Jackie Roberts, Lois & Tony Cianci.
Irma & Bob Dubosky
Frank Schaeffer dined with Robert and Roberta
Johnson .
9
…continued on page 10
�SCENES AT THE BANQUET… continued from page 9
L-R Pilot Clay Roberts (center) was joined with
William Lundquist (Co-Pilot) and Arthur Aronoff
(Navigator) at the Banquet. Robert's special interest at the Aerospace Museum was the renowned
B-29, Enola Gay. Roberts flew a B-29 in the Cold
War.
Since his 'Blues' still fit, he decided to wear them.
The Enola Gay
Matthew Martin thanked the Americans
for library support; but more, for joining the battle against the Nazis in WWII.
Martin is Chairman of the Heritage Trust
for the 2AD Memorial Library in
Norwich, England.
Ardith Butler and Granddaughter Kayla
presented roses to Evelyn Cohen, Reunion
Chairman.
A PROFOUND THOUGHT
“Heroes are like mountains. You have to move a distance away from them before you
can realize how big they are.”
Col. Gerald E. Otterbein, U.S. Air Nat'l Guard
These words were spoken at a Veteran's Ceremony Nov. 11, 2006 in York,
Pennsylvania. How true. It was at the 50th Anniversary of D-Day that Tom Brokaw
named WWII Veterans the 'Greatest Generation'. Now, twelve years later, those words
are resounding louder than ever.
10
�44TH BGVA AWARDS, DECORATIONS & MEMORIALS
R. Lee Aston, Director
Three recipients of belated decoration for
valor and bravery in combat received awards
at the October 2006
Reunion in D.C. Two of
the three recipients, 2nd
Lt. Delmer F. Phelps and
1st Lt. Edgar J. Spencer
have “folded their
wings” and the medals
were presented post
humus to family members. The third recipient,
Capt. Edwin M. Lavitt
2nd Lt. Delmer F. Phelps, Pilot,
was present and very
ASN 0-743272, 66 Sqdn, 44th
much alive to receive his
Bomb Group, 8th A.A.F. ca.
1943
decorations. Colonel
Charles Hughes presented the medals with
Mary Aston assisting, as R. Lee Aston read
the citations.
Lt. Edgar J. Spencer
died July 4, 1998 at age
80. He was survived by
his wife, Estelle Voelker,
and a son Thomas
Spencer, both of whom
were present to receive
th post humus decorations for Lt. “Jay”
Spencer. Lt. Spencer
completed a tour of 37
1st Lt. Edgar J. Spencer, Pilot,
missions. His widow,
67th Squadron; 8/03/1944 to
Estelle, and son received 12/31/1944
for husband and father,
the Distinguished Flying Cross, and two Oak
Leaf Clusters to his Air Medal. His co-pilot
was Lt. Frank J. Colella.
L to R: Lt. Spencer’s son Thomas, widow Estelle Voelker, receiving 1st Lt.
Spencer’s post humus DFC and AM from Mary Aston, Col. Hughes, R. Lee
Aston at 44th BG’s Reunion, October 2006
L to R: Sgt. Kevin White, Col. Charles Hughes, and Capt. Robert Lee Aston
Delmer Phelps died in 1976. His wife Luella is very much alive and actively employed in the
Santa Clara,CA, school system, but could not be present. Their grandson, Sgt. Kevin White, a
member of the New Mexico ANG was present to receive his grandfather’s decorations. Lt.
Phelps was the co-Pilot on the Richard W. Bridges’ crew. Flying from their base at Benghazi,
Libya, Phelp’s aircraft was shot down on his 5th mission to an aircraft factory at WienerNeustadt, Oct. 1, 1943. Phelps and 5 of his crew became POWs for 20 months. Sgt. White
received, for his grandfather, the Air Medal, POW, Mediterranean Theatre, and WWII Victory
medals, the Presidential Unit citation with 2 stars. Phelps was a member of the 66th Bomb
Squadron and was promoted to a 1st Lt. while a POW.
11
…continued on page 12
�44TH BGVA AWARDS… continued from page 11
Distinguished Flying Cross (2+3) and Air Medal for
Capt. Edwin M. Lavitt, 67th Squadron
Capt. Edwin M. Lavitt, Ellington, Conn., was
a Lead Pilot from the 67th Squadron. He flew
a tour of 27 missions with 20 lead missions
from 9/22/44 to 4/18/45. Capt. Lavitt flew
lead misssions for Group, Wing, 2nd Air
Division, and one 8th AAF lead.
L to R: Mary Aston, Capt. Lavitt receiving Distinnguished Flying Cross OLC
#2 and #3 and Air Medal OLC#4 from Col. Hughes, and R. Lee Aston with
medal citations.
Lee Aston Receives an Appreciation Award
At the 2006 Reunion, Paul Kay, President of the 44th BGVA, presented Director of Awards and
Decorations R. Lee Aston with an appreciation award. The award was a glass, two-pen desk
set etched with the above shown word of appreciation for Aston’s acquiring belated WWII
combat medals for some 24 veterans of the 44th Bomb Group over the past three years. Lee
Aston looks forward to continuing his work in being able to obtain more belated medals for
more veterans that should have received them during their combat time.
Will Lundy Receives an Appreciation Award
At the 2006 D.C. annual Reunion, after the
belated medal presentation, Mary and Lee
Aston presented a 67th logo suncatcher to
Will Lundy, on behalf of the 44BGVA in
appreciation of Will’s many “labors of love”
as Historian for the 44th Bomb Group, and
for his recent Roll of Honor book. (Will Lundy
was a member of the 67th Squadron.)
L toR: Mary Aston, Will Lundy, Charles Hughes,
Lee Aston
(2006 Reunion photo credit to John Gately, 67th Squadron)
12
�AMERICAN EX-POWS
IRWIN STOVROFF'S SPECIAL PROJECT
Passion Pit and 24 other B-24's were sent on
a mission to bomb the road junction
between Le Havre and Rouen, France.
Germans were trying to escape from an area
described as horse shoe shaped. General
Bradley's plan was to entrap this large group
of German soldiers, preventing them from
coming to the aid of those who were still
fighting at Normandy. The Passion Pit was hit
by flak, and went down in a fiery burst.
Fortunately, all ten of the crew parachuted
safely, only to be captured by the waiting
German Army. Stovroff's POW experience will
live with him forever.
In a major interrogation center outside
Frankford, Germany, he was questioned by a
German officer who spoke excellent English.
To his astonishment, he learned that the
interrogator had lived one street away from
Stovroff's family home in Buffalo, New York.
In fact, Stovroff had been his paper boy!!!
The former neighbor did make a minimal
effort to help his American captive by putting a question mark on the form designating religion. However, at Stalag #1, Stovroff
was separated from his original group and
placed with a number of Jewish prisoners
who were slated for execution.
The lives of Stovroff and other Jewish
prisoners were spared by the courage of two
POW army officers, Col. Zehmke and Col.
Spicer. They vowed to their German captors,
that if they killed the Jewish prisoners, they
would pay a heavy price after war.
Stalag Barth was situated near the Polish
border. When the Russians came through,
Stovroff and his fellow prisoners were freed.
However, their liberators had a dubious plan
for their liberation - take them to Russia and
release them there. Fortunately, the 8th Air
Force sent a special mission to deliver them
safely to England and then back to the
States.
Living in West Palm Beach, Florida,
“It's the most fulfilling work I have ever
done,” states Irwin Stovroff, who dedicates
his life to helping ex-POWs get the entitlements that the government provides.
Stovroff and his associate, Mitchell Cohen
(also an ex-POW), provide the means for
deserving veterans to get services for which
they are qualified to receive.
Stovroff was a member of the Millikin crew
whose plane went down on August 13, 1944
at the Falaise Pocket near Caen, France. As a
POW who happened to be Jewish, Stovroff
saw the worst of the German hatred. He can
empathize with those who seek his help.
“EX-POWs suffer from alcoholism, depression and denial, and may not even relate
their problems to their POW experience. In
our office, the goal is to help those who cannot help themselves. Government services are
available to them; and 95% of the time, we
are able to get the help they need.”
Historically, his clients have been POWs
from WWII, Korea and Viet Nam. “We aren't
getting any from Iraq. The Iraqi fanatics kill
their captors,” he noted.
His clients have amazing stories. In WWII,
Stanley Willner, a young Merchant Marine
officer, was blown off an exploding ship. He
was picked up by a German destroyer in the
Far East, and held on board the German ship
for two months. When his captors were
ordered to return to Germany, they dropped
him off in Singapore where he became a
prisoner of the Japanese. He spent 4 years in
slave labor as part of the group who were
building the bridge over the River Qui.
Another client, equally notable, was Lt.
Col. Mel Pollack, who was flying an F-14
Phantom in the Korean War. He was shot
down on his 78th mission, and became a
guest in the Hanoi Hilton. His cage mate was
none other than Senator John McCain.
Irwin Stovroff has a clear memory of the
plight of the POW. On August 13, 1944 the
13
…continued on page 14
�AMERICAN EX-POWS… continued from page 13
Stovroff volunteered to help Ray Knisley who
had opened an office for the express purpose
of aiding ex-POWs. When Knisley retired,
Stovroff took charge of the office. He carries
the title, National Service Officer. Among
those he has helped are six ex-POWs who
were held in the same camp where he was
imprisoned. Stranger than fiction, his next
door neighbor in Florida was in the same
barracks as Stovroff when he was in Stalag
Luft #1 'segregated'. The man's family owned
a delicatessen in New York, whose slogan
was, “Send a Salami to a Soldier in the
Army.”
“Our office has great success in getting
the help that the veteran deserves,” Stovroff
explains. “We have helped several hundred.
Some find us through our Web Site. Others
read articles about entitlements, but don't
know how to get them. If they can prove
that they were a POW, we can help them.”
Recently the Stovroff/Cohen team has
taken on a new project. With so many
wounded and blinded servicemen coming
home from Iraq, they have started a program
of procuring Guide Dogs and trainers. The
cost of raising and training a VetDog from
birth to placement is approximately $30,000.
Since the Guide Dog Foundation delivers its
dogs free of charge, sponsorship opportunities have been created to assist the
Foundation in providing a new lease on life
for the veterans.
Veterans who receive a guide dog
become a partner in a VetDogs team.
Through this program, blind veterans can
acquire a dog, but also get Guide Dog training and computer-assisted technology training.
Stovroff's work is all voluntary. However,
three years ago he did receive one notable
award--his DFC Medal, 6 decades late. It was
pinned on by Senator John McCain.
The phone number of Ex-POW office at
the VA Medical Center in West Palm Beach,
Florida is (561) 422-7475. Stovroff's home
number: (561) 488-6155;
E-Mail IRWINTFI@AOL.COM
Irwin Stovroff's story was featured in
Volume 3, Issue #7 of the 8 Ball Tails, Spring
2001. The grim circumstances of his POW
experience are described in The Mighty
Eighth by Gerald Astor.
Senator John McCain and Irwin Stovroff
Irwin Stovroff
14
�IN DESPERATION, THE LUFTWAFFE TRIED THIS
Gerald Gross, Navigator on the Thomas
McKenna crew, recently found a book with
details about a little known, fearsome secret.
THE LAST FLIGHT OF THE LUFTWAFFE, The
Suicide Attack on the Eighth Air Force, 7
April 1945. The behavior of the pilots in the
obsolete and war-weary planes of the enemy
was so bizarre, High Command could not
believe their tactics were deliberate.
This carefully researched treatise by
Adrian Weir, credits Herr Hajo Herrman, the
Luftwaffe officer, with the planning of this
suicidal group which became known as the
Elbe Force, named because its base was near
the Elbe River. 1500 very young and inexperienced German pilots volunteered for this
service, totally unaware of the plan. Herrman
believed by ramming the bombers of the
USAAF, it would slow their attacks long
enough for the Jagdwaffe (jet fighters) time
to re-equip.
Herrman planned for 1500 fighter A/C for
the plan, but Hitler wanted fuel for troop
support, so he allocated enough for only
1,000. On further thinking, he supplied
enough for only 350.
The plan was that the BF-109 pilot was to
dive at the wing or tail surface of a bomber
and use the propeller as a circular saw. He
could either throw the canopy aside for easy
exit from the plane; or wait until the last second, then parachute to safety. An alternate
plan would be to ram the bomber, bringing
both planes down.
All armor was removed from the fighters
to increase speed. Only 50 rounds of ammunition would be made available. The radios
for these A/C could receive, not transmit; presumably to prevent conversations that could
lead to loss of courage for the assignment.
The young pilots had almost no training, as
there was no extra fuel available for this purpose.
The day that the attack plan was to be
implemented was April 4. As it happened,
Herr Herrman was shot down and captured
on that day. The weather was bad, so the
scheme was delayed until April 7.
Luftwaffe Losses
German losses in 1945 were increasing at
a rapid rate. From January to March 24th,
112 pilots were KIA or missing; 168 planes
went down. Their worst day was January
14th when 54 pilots and 69 planes were lost.
As American pilots learned, the best laid
plans do not always work. Jet pilots were
ordered to ignore the bombers and attack
the fighters. Formations of jets flew through
the bomber formations without firing. The
Elbe fighters were to follow the jets, then
choose a bomber to cut with their propellers.
Those youthful pilots that attempted that
strategy chose to avoid the wings, in recognition that they cause a massive explosion
from the stored fuel, bringing both planes
down.
Some groups of the inexperienced
German pilots were to climb above the
USAAF formations and dive down. The temperature at 30,000 feet was minus 48
degrees. Many got lost in the clouds and
turned the wrong way. Some had mechanical
problems and returned to the air base; some
bailed out; 60 were recalled because their
fuel was dangerously low.
The famous English author, Roger
Freeman, reported on the events of April 7th:
972 B-17s from the 1st and 3rd ADs and 340
B-24s from the 2nd AD took to the skies that
morning. Despite the inclement weather, the
3 AD (B-17s) succeeded in bombing seven
cities in the Fatherland; the 2 AD (Liberators)
bombed Krummel, Doneburg and
Neumunster; the 1 AD ('17s) bombed six.
A total of 1314 bombers were airborne
and 898 fighters. P-47s & P-51s claimed 64
German a/c destroyed. The bombers claimed
40 kills, but it was probably 10, as a number
of gunners could be shooting at the same
plane.
Freeman wrote that at least half of the
bombers lost that day were known or suspected lost through ramming tactics.
However, he did not conclude that these
were deliberate suicide missions.
15
…continued on page 16
�IN DESPERATION… continued from page 15
The 2 AD Experience
One Elbe Fighter rammed a '24 which
turned to avoid the crash and bumped
another. Both Liberators went down, along
with the Messerschmidt. Both crews parachuted and survived, as did the Elbe pilot.
Two other Liberators sustained damage
from Messerschmidts, and they turned back
toward a French Airfield. Accompanied by a
Thunderbolt, they limped across the North
Sea and made it safely back to England.
As determined as the bombers had to be,
continuing to their targets, the skies were full
of the contrails of Mustangs and
Thunderbolts circling and shooting.
THIS MISSION IS LOST FROM THE 44TH RECORDS
The History of the 67th Squadron indicates five A/C were on that mission; an
unknown number from the 66th flew that
day; the 68th put up twenty two. The
Database credits only one plane which went
to Neumunster that day, hitting a Railroad
Center. One Weakness was flown by William
Warner. The navigator on that crew was the
44th BGVA President, Robert Paul Kay, who
fortunately could supply that information to
Will Lundy.
In his History of the 68th Squadron,
Webb Todd reported that the 44th dispatched twenty two A/C, five from the 68th.
Their destination was to hit the dynamite
installations at Krummel as priority target
number one. He states that a rack malfunction in the lead A/C caused the lead
squadron to go on to visually bomb target
two, which was the Railway Center at
Neumunster.
Todd's account stated that the high right
squadron continued to attack Target One
(Krummel), but because of the intense smoke
at the target, the aiming point could not be
picked up until just before bombs away, and
the bombs landed short and to the right of
the target.
However, Paul Kay's recollection was
somewhat different. 'I'm sure we hit the
Dynamite Factory at Krummel,” he recalled.
“I remember the debris from that explosion
rising up 12,000 feet. If our plane missed
that target, the one that followed had to
have hit it. Never before have I seen debris
rise that high from a bombing.” Kay remembered the fighter attacks. “We were attacked
by FW 190s. Our gunners got 40 and the
Fighters got 63.”
He also recalls the interesting tactics of
the fighters. “One Messerschmidt came
straight through our formation, followed by
another that was shooting at our A/C. Our
gunners brought him down. We thought perhaps the first German pilot was showing the
ropes to the second, who appeared to be
quite inexperienced.” According to Weir's
book, Kay's evaluation of enemy activities
was probably accurate.
The 66th Sq. reported their formation had
been attacked for the first time in three
months. They claimed three destroyed, one
ME 262 and two ME 109s, with only minor
damage to their own A/C.
Gerald Gross, Navigator on the Thomas
McKenna crew (506 Sq.) recorded bombing
Geesthacht on that date.
The German High Command determined
that suicidal maneuvers were no deterrent to
the onslaught of the bombers. It was the last
mission of the Luftwaffe.
If any member of the 44th has a record of
four missions in April 4-5-6-7, 1945, please
let us know. It would be invaluable in helping us to complete the Database.
Gerald Gross and Paul Kay Two Navigators
Who Flew This Mission Met at the Squadron
Dinner
16
�A GERMAN CAPTIVE'S POST WAR EVALUATION
During the post war interrogations, Ehrhard Milch was able to tell his English captors that it was the USAAF daylight raids which had defeated Germany, as these raids
had concentrated upon transportation and oil targets.
He added, “The British inflicted grievous and bloody injuries on us, but the
Americans shot us in the heart.”
On the other side of the globe, another noteworthy event took place on April 7,
1945. U. S. Navy planes sank the Japanese battleship Yamato in the East China Sea.
****************************************************
Did you know: The first U.S. aircraft lost in combat was a B-24 destroyed on the
ground during the attack on Pearl Harbor. The last bomber lost in combat over Europe
was a B-24.
Source: LIBERATOR by Alwyn T. Lloyd
****************************************************
SORRY TO REPORT
Regretfully, the well-planned “Last Hurrah” trip to the UK has been cancelled. Sad to
report, many who wished to go, had to cancel. Age is taking its toll. The eager young
men who set forth to free the world from the Nazi scourge in 1942 have developed a
lot of aches and pains since then. We'll have to depend on the Brits, to tell us how the
Shipdham Museum is progressing.
THE 2007 REUNION
Despite everyone's best effort to follow the 44th Memorabilia to the Army Heritage
Museum in Carlisle, it cannot happen. The word has come from Michael Lynch,
Director of Operations, that the expansion which was planned, cannot be completed in
time.
Before the invitation to the Washington ceremony came about, the decision had been
made to go to Branson, Missouri for the 2006 Reunion. Plan #2 came about when the
2nd Air Division eagerly offered to be the host to this 'once in a lifetime event.'
Now we are in Plan #2 for 2007; it looks like Branson, Missouri will be our destination.
Look for the details in the next 8 BTs.
Blessed are the flexible, as they never get bent out of shape !!!
INDISPUTABLE SAYINGS
“The only time you have too much fuel is when you are on fire.”
“There are more planes in the ocean than submarines in the sky.”
(From an old carrier sailor)
“When one engine fails on a twin-engine airplane, you always have enough
power left to get you to the scene of the crash.”
Here's a good one to ponder: Without ammunition, the USAF would
be just another expensive flying club.”
17
�LETTER FROM SHIPDHAM
Winter is knocking at the door as I look out my office window, and it will no doubt be well and
truly established both in the US and the UK by the time you get to read this small note. Our
new grass runway at Shipdham (140 / 320) is already a bit soggy from the heavy autumn rains
we have had this year, but its grass surface is still very usable. (Remember the rain in Norfolk)
guys? It hasn't changed at all since you were here. (Come to think of it, it may even be the
same water recycled… now there's a thought!) Obviously our flying activities have slowed down
and we are into the more indoor, winter activities that all rural flying clubs get into. Soon we
will get a visit form the Safety Division of the Civil Aviation Authority (the UK version of the
FAA) and they will deliver their current General Aviation Safety Lecture. We have hosted this lecture several times before and it is a really good 'heads-up' to keep us amateur pilots all to speed
with the latest safety thinking. As their senior lecturer once said…'it's good to learn from the
mistakes of others, no human pilot can live long enough to make them all himself'. (Or herself
with deference to Shipdham's 5 lady pilots.)
I have to advertise the 44th Bomb Group Museum yet again, as it is now almost fully complete.
The main room and the library are completed and room three is well under way, complete with
Audio Visual section showing the DVD 'The Mission'. Strange to think that Leon Johnson's deep,
rich, southern voice would still be heard at Shipdham, on a regular basis, all these years on. A
copy of Will Lundy's amazing book arrived earlier this month and will have pride of place in the
library. The building itself had a good khaki paint job on the outside just before the Norfolk
winter set in and should now hopefully be good for another few years, before we have to do it
again. As I write this we are anticipating a visit from the family of a 44th Veteran, John A. Gray,
who was a navigator. Both John's son and young grandson are expected at the weekend for a
trip round the old base and a chance to wander through the museum.
We had our regular Shipdham Aero Club Bonfire and Firework Night on Nov 4th and got just
over one hundred folks out on a clear autumn evening, to watch the fun, eat the burgers and
hot dogs and drink some soup, and Real English Ale. (Yup…we still brew it in the old fashioned
way, the same as it was brewed in 44, probably still in the same vats, and still without too
many chemicals. It's still served un-chilled as you remember it and it still has a pretty darn good
kick.) Our Landlady Mrs Paterson was one of the honored guests and having spent some of the
evening with her, I think I can safely say she had a great time.
It is particularly poignant that it is Remembrance Day today as I write this. Like you we get TV
programmes shown at this time of year that remind us of the vast numbers of people who
never made it through WWII to 'May 45. Personally it is these vast numbers that I cannot really
comprehend, and the mentality of the Nazi dictatorship to sacrifice millions of their fellow
humans, including their own people, even after they knew that their cause was lost. Democracy
in all its varied forms may well be slightly flawed, but it's the best we have to keep the world
on an even keel, and defeat both dictators and terrorists alike.
Our thoughts and prayers are with you over the Christmas period.
Best wishes from your old base here in East Anglia.
Peter
18
�THE DISTINGUISHED FLYING CROSS SOCIETY
October 22-26, barely a week after the
Air Force Celebration in Washington,
members of the DFC Society convened at
the Riviera Hotel in Las Vegas, Nevada.
Perry Morse and Dale Lee were two of
the few WWII airmen present for the
event. The younger holders of this distinguished group were captivated with Dale's
dramatic account of his plane going down
at Foggia, his escape from a prison in Italy,
crossing mountains and perilous stretches
of land while constantly hounded by
Germans. When the group finally
arrived to safety, they had to
prove they truly were American
airmen who had previously
flown to Ploesti. Finally, they
received the award they
had earned -- the DFC -pinned by the great
Jimmy Doolittle.
of war machines. Among the least impressive was an Anti-Aircraft gun designed by
the French. When fired at a 90 degree
angle, it tumbled backward, and soldiers
had to rush forward to put it back in operation!!!
The most impressive item on display
was the Predator Drone. Boxed in a large
metal container, this wide-winged A/C is
transported to Baghdad in pieces. It has
proven to be a valuable reconnaissance
machine. On some models, Hellcat
Missiles have been added; and
can be fired with deadly accuracy. The remarkable part of
the pilotless Predator story
is that it is directed by a
colonel, sitting at a computer in an unmarked
building at Nellis Air Force
Base.
The DFC Society is an
interesting accumulation
of heroes. Among them is a
Komacazi pilot. He was an
air cadet when captured by
the Japanese in North Korea.
He was assigned to the Imperial
'Suicide Squad', but managed to survive the war. When North Korea went to
war against South Korea, he escaped to
the south and flew for the South Koreans,
later the Americans. The Komacazi pilot
ultimately
earned
the
American
Distinguished Flying Cross.
Nellis AF Base is the
home of the Thunderbirds,
the planes that decorated
the sky at the Washington AF
Celebration. An instructor
described the goals. “We find
the best pilots in the nation, and
make them even better.” (We had no trouble believing that.)
The DFC Society strongly urges members to contact congressmen, urging support of 'The Stolen Valor Act.' This piece of
legislation is to protect the integrity of this
award; so anyone wearing the insignia has
earned this honor, by heroism and extraordinary achievement while participating in
aerial flight.
Events in Las Vegas included a trip to
Hoover Dam, but more impressive was the
opportunity to tour Nellis Air Force Base.
Their grounds have an amazing collection
19
�MISSION TO DRESDEN
(And back to Orly, a recollection of Roy Owen)
“Our Primary Target on 16 January 1945
was the Marshalling Yards at Berlin, but we
did not have good intelligence,” Roy Owen
(506 Sq.) remembered. “The weather was so
bad, we couldn't see the target, so we headed to our secondary assignment, the railways
at Dresden.” Owen (Co-pilot on the William
Smith crew) later learned that the railroad
lines at Dresden were jammed, not only with
army personnel, but also civilians who were
trying to move west to escape the onslaught
of the Russian troops.
“People were jammed into box cars, sitting on flat cars and hanging onto anything
that was moving,” he said. “Those of us who
were on that bomb run could feel guilty
about adding to the human misery below
them; however, we can take satisfaction from
the fact that we missed the target. We hit
the western edge of the Marshalling Yards. It
was not a good job.”
The headwinds were fierce, snow was
falling, and many planes didn't have enough
fuel to get back to Shipdham. The Allies had
already taken Paris, so Orly was the logical
place to stop. William Smith brought # 00829 down, only to find an airfield full of '17s
and '24, all with the same problem.
“The first night they put us into a gymnasium.” Owen continued. “The next two
nights we spent in a Red Cross Hotel with all
its unusual amenities. It was the first time
the men had ever seen a bedea, so that
sparked some interesting questions and speculation about this luxurious equipment.
“Of course, we had to leave two men
with the plane, so one immediately set forth
to acquire some local beverages. Then, somehow they got into a scuffle with another B24 crew, throwing snowballs at each other.
As the beverages flowed, the battle advanced
to firing flare guns. The next day the snow
banks were full of black holes.”
Three days later, fuel arrived from
England, and it became necessary to leave
the luxuries and the Mademoiselles of Gay
Paris behind.
On that same mission, #42-50660, from
the 68th Squadron, piloted by John Testa
was abandoned in France, Judy's Buggy
(67th) crashed near Metz, but did not burn.
It was salvaged 4 February 1945; Hellza
Droppin' (68th) got back to Shipdham but
the airfield was fogged in solid. The crew
bailed out, Gerald Lindsay, pilot, put the A/C
on autopilot and it is believed to have
crashed in the North Sea. Bill Rosser, pilot of
Big Time Operator reported being delayed
among others because someone ran off the
taxi strip into deep mud and stranded several
planes. The records indicate that fourteen
men were injured on that mission.
YOU LOST WHAT?
By Col. Clay Roberts (Ret.)
stop to the UK was not advisable. We refueled at Bermuda, and because the runway
was much less than the 10,000 feet at
MacDill, my scanners/gunners reported the
landing gear had 'tickled' the barbwire
strands on the fence at the end of the runway as we departed.
I was the fourth aircraft to depart
Bermuda, but somehow ended up being the
first to arrive at our UK destination, Royal Air
Six months following our return from
Furstenfeldbruk in January 1948, we found
ourselves enroute to England for 90 days
deployment under Strategic Air Command's
new policy of rotating bomb groups to the
UK. As luck would have it, the 307th was one
of the first.
All of the aircraft were well over
Boeing's maximum gross weight of 120,000
pounds. Because of the weight factor, non20
…continued on page 21
�YOU LOST WHAT?… continued from page 20
Force Station, Marham. I guess being the
Squadron Flight Engineer paid off. The Base
Commander and welcoming party were there
to greet us and cheered when my navigator's
golf clubs hit the tarmac, the instant the
bomb bay doors opened. It was good to be
back in England and 'The Wash' area again.
Our daily routine was pretty much as
it had been back at MacDill, but the Base
Commander wanted his pilots to get some
experience in attacking a bomber formation,
so the routine was spiced up with some formation flying. At that time the Royal Air
Force was flying the Meteor, a twin-engine
jet that looked a lot like the WWII German
ME 272. The fighter tactics used were pretty
much the same as used in WWII and were
carried off many times without incident until
one day something went wrong.
We were a nine ships formation with a
three ships lead, lower left and high right
elements. The jets had been making head on
passes; passes from the nine o-clock and tail
positions and had now moved to the three
o'clock position. I was on the right wing of
the high right element leader and closest to
the three o'clock attack. My co-pilot was
“Bart” Barto, a WWII bombardier now a pilot
retread. He had been calling out the fighter
attacks since my attention and focus were on
the element leader, when he yelled, “he's
going to hit us, he's going to hit us, he's
going to hit us”, and at that precise moment
160,000 pounds of airplane went up like an
elevator about 20 to 30 feet. I had been flying level with the element leader, and now I
was twenty to thirty feet above him.
Upon return to RAF Station Marham I was
the last aircraft to land. When I climbed
down out of 4072, my Squadron
Commander was waiting for me. I was told
to check the number 4 prop for any nicks one of the jets had lost its pitot tube. Much
to my surprise, one of the paddles had a nick
in it. The Meteor's pitot tube, which all pilots
know gives the airspeed reading, was at the
very tip of the left wing and was over a foot
long. The pilot that almost hit us had put his
wing tip through my outboard prop, and the
prop had cut off his pitot tube. No wonder
my co-pilot was getting hysterical!! We came
within inches of being wiped out by a jet
traveling over 300 knots! Thank God he was
the pilot in command that day or we'd all be
sporting another kind of wings today.
THE CALABAN CREW
Family members of the crew of this esteemed plane found errors in the identity of crew members on the cover of the Summer issue of the 8 BTs. Although William Egan, Bombardier, is the
last living member, the children and grandchildren of this crew have established and maintained a relationship that is amazingly strong. They have asked that the correct names be
attached to this picture:
Front Row, L-R : Clark G. Bailey,
Assistant Engineer/Left Waist Gunner;
Edward M. Dobson, Co-Pilot; James E.
Hill, Jr., Pilot; C. E. “Ted” Shuler,
Navigator; Emeric “Mike” Michalik,
Ground Crew/Medic; William J. Egan,
Jr., Bombardier; Herman Wagenfuhr, Jr.,
Ground Crew/Turret Specialist.
Back Row: Lester L. Schwartz, Ball Turret
Gunner; Ray Reeves, Radio Operator;
John H. Christensen, Ground
Crew/Electrician; John F. Russell, Rt.
Waist Gunner; John Pitcovick, Flight
Engineer & Top Turret Gunner; Hubert J.
Womack, Tail Gunner.
21
�JOHN W. HICKS
This message from Steven Adams: “A family in the U.S. is hoping to get American citizenship for their half-brothers in England.
They need to know John W. Hick's serial number and unit. He was a Sergeant at the
Shipdham Air Base. Neither the Database nor
the ROH properly identifies this man.
Does anybody remember John W. Hicks?
It would be helpful to bring a family
together. If so, notify me (Ruth DavisMorse, address on the inside cover) or
Steve Adams (s.p.adams@btinternet.com)
A REQUEST FROM ENGLAND
“I am trying to make contact with any ground-based veterans who were stationed
in the UK during WWII with the 8th Air Force from any of the Bomb Groups based
there. This would include anyone who was involved with running any of the camps in
any way, Ground Crew, Cooks, Fire Fighters or Administration Staff.
“I'm trying to do research on the ground operations, to fill a gap that so far
appears to have been overlooked, that of the sterling efforts required 'behind the
scene' to keep the bomber offensive going.
“I am looking for any first hand accounts of life on or off duty, from surviving veterans or memories from more recent generations. I would like to hear about any tasks
that were carried out, no matter how mundane. This is to get a clearer picture of how
things were organized and done, especially as there were variations of operational procedure from base to base.
“I appreciate that I'm interested in events from over 60 years ago, but there may
still be people with memories of this period of our history.”
Malcolm Holland, Swindon, England, (MAHoll200@aol.com)
The wall of the Church in Shipdham is
crumbling. When repaired, they intend to
include a time capsule. The 44th's donation to
this project, as voted at the recent meeting, is
$1,000. The space capsule will enclose Will
Lundy's book, 44th Bomb Group Roll of Honor
and Casualties; and Arlo Bartch's Database of
the 44th BGVA.
22
�ITEMS FOR SALE
Having lost our superb salesman, Sam Miceli, the 44th BGVA is in dire need of a replacement for the PX. The job entails accepting orders for shirts, hats and other notable items and
mailing them to customers. The reward is that you are helping a noble organization, and providing the means for veterans to show they are part of a proud and noble group. If you have
the time to undertake this project, call me, Ruth Davis-Morse, Secretary. 717 846-8948
Mary Aston's Sales Project
Proceeds go to 44th BGVA
Place order with Mary Aston (706 283-1337)
Mail check to
830 Cardinal Dr., Elberton, GA 30635
WWII Lapel & Hat Pin
8th Air Force - DFC - Air Metal - Purple
Heart - POW - ETO - WWII victory
$9.00 each + $0.39 postage (each)
(no photo available)
Sun-Catcher
Diameter is 14” with attached chain to
hang in a window
$100.00 + $20 for UPS packing and
shipping = $120.00
Sun-Catcher
Diameter is 5.25” with attached loop
hole to hang in a window; similar to
14” logo, but no lettering
$50.00 + $10 for UPS packing and
shipping = $60.00
Sun-Catcher
Pelican--67th Bomb Squardron, 44th
Bomb Group--8th AF (The only 44th
squaron to have its own logo)
Diameter is 14” with attached chain to
hang in a window $100.00 + $20 for
UPS packing and shipping = $120.00
New Air Force Pin
United States Air Force
60th Anniversary
1947-2007
$12.00 each + $0.39 postage (each)
23
�ASTON DONATES AAF UNIFORM UNIFORMS TO
CARLISLE BARRACKS
On a visit in October 2006 to the U.S. Army War College, Carlisle Barracks, PA, 44th BGVA
Director Robert Lee Aston, 67th Squardron, 44th Bomb Group donated his Army Air Corps
footlocker packed full with his officer’s uniforms, hats, pilot’s coveralls, Army helmet, and
other Army paraphernalia. Of particular interest to the museum personnel were the stencilled
markings on his footlocker of Aston.s shipment to the ETO with his name, rank, Army serial
nunber, and FPO address. Another item of surprising interest was his Oxygen mask stowage
bag which Aston said was used as a travel toilet kit by aircrew men. Shown in the photo
accepting the gifts, L to R are: Robert S. Durham, Director, U.S.Army Heritage Museum, former
Captain Robert Lee Aston, David J. Kennaly, Assistant to Registrar, and Jay A. Graybeal, Curator
of Uniforms.
Do you know why cannibals don't eat clowns?
Answer: Because they taste funny.
24
�HERBERT JACKSON RUSSELL'S MEMORY
OF A TREE THAT GREW IN SHIPDHAM
In September, 1942, our 44th Bomb Group
found a new home in the county of Norfolk
near the town of Shipdham in Merry Ole
England. A nice new airbase with three
hangars! This story is about Hangar 1.
Hangar 1 was the most convenient for our
68th Squadron plane inspections. The hangars
were wide enough for a B-24 to go straight
in, but you couldn't zig or “there went them
wing tips”.
The first time we used Hangar 1, we pulled
our ship in the west door and headed for the
other side to pull straight out when our 100
hour inspection was completed. Our prime
mover was the faithful “CLETRAC”, and you
remember how easy it was to steer them
straight!
Everything went well, no wing tips bent,
but someone looked at the far side to plan
our exit; and lo and behold, a huge oak tree
near the hangar door had our B-24 stymied
for an easy exit.
Well, M/Sgt. Campbell, our line chief, soon
decided how to get our plane past that tree.
Pull one wing out of the hanger, swing the tail
around in a cartwheel maneuver and back the
plane out the hangar door. It worked!
However, it took a lot of time and patience.
Well, our 68th Engineering section knew
the answer. Requisition a 72” two man saw
and we would solve the problem in a couple
of hours. (What a job for a 20” chain saw,
which we didn't know had been invented.)
Tech supply and base supply soon found
that asking for a 6' crosscut saw required a lot
of explanation. How, why, where, when, and
what were mild questions. Didn't we know
that to cut a tree, we needed permission at
the highest level? Yep, it had to go “through
channels”!
We explained our problem of using Hangar
1, and the wheels started turning. Slowly! My
memory tells me it took over four months for
permission to cut our tree, and then we didn't
get the privilege of bringing the tree down
ourselves. An official tree cutting crew was
assigned to handle this job and carry away all
the wood.
You know why we wanted to cut the tree
ourselves? We found out how 'cold' the coke
burned in our stoves, and that huge old tree
would keep our Nissen huts nice and warm
during that cold British winter.
Our story of the tree that stymied our B24s had come to a happy ending. We became
adjusted to the damp cold English weather, as
if we had six blankets for our bunks, and didn't really miss the nice firewood for our huts.
If any of our British readers know the story
of cutting a tree on government land, it
would be nice to hear the explanation.
Herbert Jackson Russell,
former M/Sgt.- 68th
25
�MAIL & E-MAIL
the postwar Air Force, died in Ridgeland, S.C.
He was 97 years old.
General Smart, then a colonel, came up
with the idea of having planes fly exceedingly
low to bomb the tightly defended refineries,
which were believed to be producing one
third of the fuel oil for the Nazi war machine.
In the face of protests by the five group
commanders who would be leading the raid,
his plan of flying at treetop level was accepted
by Dwight D. Eisenhower, the supreme Allied
Commander. Among the plan's advantages,
Col. Smart argued, was greater accuracy.
Col. Smart was not allowed to fly on the
Ploesti mission because his superiors thought
his knowledge of Allied war plans and secrets
was too great to risk his capture.
The Ploesti mission was deemed a success,
even though 54 of the 177 bombers that took
part were lost, and 53 more were heavily
damaged. The refinery output was greatly curtailed, and five Medals of Honor were awarded, the most for any single American military
action.
Later Col. Smart was allowed to fly 29 missions, the last of which resulted in his being
shot down (at Wiener-Neustadt) and put in a
POW camp. The German interrogated him
repeatedly, having seen his picture with
President Roosevelt and Winston Churchill.
Although he knew the details of the
Normandy invasion, he divulged nothing.
After the war, Col. Smart became commander of the Fifth Air Force. In 1964 he
became Deputy Commander in Chief of the
U.S. European Command. After retirement, he
worked with the National Aeronautics and
Space Administration, where he worked on
the Hubbell Space Telescope Project.
Although few members of the 44th had
the opportunity to meet Gen. Smart, he was a
powerful influence in their lives during the
war years.
From Chris Barrett in England: I am looking
for members of the crew who flew with
Kermit R. Faust, a Waist Gunner on the
Donald L. Clark crew. G. B. Jones, Co-Pilot;
Leonard Munter, Navigator; Thomas J.
McGarry, Bombardier; John Keba, Engineer &
Top Turret Gunner; H. P. Nagler, Navigator
GEE; Glenn W. Howeth, Radio Operator; C.
M. Kopperdud, Waist Gunner; R. N. Tharp,
Tail Gunner; D. S. Ocker, Tail Gunner on some
missions.
Chris is a teenager in Shipdham who has
developed a strong sense of history since moving close to the Aero Club. His E-Mail address
is barrettvolv@aol.com. If you know anything
about Faust's crew and do not have a computer, you may contact me (Ruth W. DavisMorse). My address & phone number is inside
the cover page.
Interesting recollection about the past.
From N. R. Cheek to Will Lundy, 1989: I
was a member of the 464th Sub-Depot. I was
the Assistant Supply Officer. …I remember
Captain Lee, who ran the Control Tower…
When I enlisted in the Army at Ft. Bragg, N.C.,
M/G Jacob L. Devers was the Commanding
General. He is the same General who pinned
the Medal of Honor on Col. Johnson at
Shipdham. I remember Mr. “Hardrock'
Gaggety, the Minneapolis-Honeywell Norden
Bomb Sight Tech Rep. He was the best poker
player I ever saw. Col. Wall and Major Barnes
were the best Bridge players. At the base, I
was the 'Camouflage Officer'! Big Deal!!
N. R. Cheek remained in the Army and rose to
the rank of LTC.
From the New York Times, November 16,
2006: Gen. Jacob E. Smart, a four-star general who conceived the strategy for the daring
WWII bombing raid on the oil refineries at
Ploesti, Romania, and went on to help shape
…continued on page 27
26
�MAIL & E-MAIL… continued from page 26
To Will Lundy from Peter Bodle (at the
Shipdham Aero Club.): The post delivered your
remarkable book, safe and well, this morning.
On behalf of the club, I would like to thank
you and Lt. Morton for the kindness in providing it for our library. I will pass it on to Peter
Steele, our curator, for placement in the small
(but growing) museum library. I'm sure it will
be appreciated by our pilots, and also the
steady stream of visitors we are now starting
to get to the museum. Kindest regards from
your old (temporary) home.
Ed. Note: The Shipdham Museum & Library
is growing, thanks to a dedicated group of
Brits who promised to remember our men,
and they do. This book was donated by Lt.
Morton and Will Lundy paid for the postage.
Jill knew her father had been a
Bombsight/Auto Pilot Mechanic, and that he
had been stationed at Shipdham. She also
knew he had spent some time in North Africa.
The man in England has a friend named
Howard, who had been a Boy Scout in
Crewes, England. Crewes was a heavily traveled intersection on the rail lines at that time,
and the troops frequently traveled that line.
Howard, eight years old at the time, worked
at a church canteen serving food to the soldiers who were on their way to their appointed destinations. Like all boys his age, he collected souvenirs: badges, buttons and anything they could regard as a prize. After all
those years, he still had Charles Mott's dog
tag.
Jill had to prove with birth certificates, that
she was Charles Mott's daughter; then one
day it arrived in her mail.
“Inside the envelope, wrapped in a folded
sheet of paper, was a piece of metal that my
father must have held in his hands a million
times. I couldn't wait to send an e-mail to my
new friends, to tell them that it had finally
arrived home.
“Sometimes it's easy to get so tangled in
the 'pros and cons' of war, we forget that men
and women who serve in the military are real
people. They have families who miss them
while they are gone, loved ones who worry
about them and who pray every night that
they will make it back home alive and well.
“They are heroes. The ones that don't
make it back are gigantic heroes…”
Ed. Note: Charles Mott folded wings in 2000.
To Jerry Folsom from Scarning Primary
School in England:
The Airfield at Shipdham
The big destroyer and killing machine - Deadly
It's quiet and still waiting for the planes to
land.
To destroy the enemy wherever they are.
It smells of oil; it sounds like a roar
As it takes off and is very speedy.
I can feel the rumble of the window at
five AM
In the morning when it takes off.
By Shana Cross
(Obliously,English children are being taught
the story of the air war in WWII)
From Jill Mott Roberts, daughter of
Charles M. Mott (68th Sq.) “One day I
entered my father's name into Google. On the
fourth or fifth page I found a man in England
was trying to get in touch with an American
veteran of WWII who had been stationed
somewhere in England during the early 40's.
The man in England wanted to get in touch
with this man or his family, because he had
something to return to him.”
27
�WILL SEZ
It is hard to believe, but 2007 has arrived
already, and now time for another Will Sez.
How these years roll around so quickly.
Many of you now know about the loss of
our Prez, Paul Kay, thanks to Arlo Bartsch's
note that he posted on the Web. What a terrible loss it is, both personally as well as
from our Association. His great good humor
mixed in with his dedication to his work
with our organization cannot be replaced. It
was a joy to be near him, both with our
organizational work as well as at our
reunions. He was a great one!
In early December, about a month ago,
Paul asked if I could provide him with a listing of memorial plaques that have been
placed wherever, to honor our men that
have been lost, as well as to provide some
data about our 44th BG accomplishments.
Paul did not advise me of the purpose of
this listing, but I did compile one that I hope
is fairly complete, I hope now that he might
want it made available to all of you.
I could not find any records of any
memorial being established while our 44th
BG personnel were associated with the 2nd
Air Division Association in the period
between 1945 and 1980. But when the 44th
Missile Wing was established and given our
old number, they were instructed to form an
organization to honor the military organization's roots from which their number (44th)
had been re-assigned to them. This took
place near the end of the 1970's with this
entity becoming the 44th BG Heritage
Memorial Group. At that time most of the
44th BG members within the 2nd ADA
joined this new organization that was established, and with Charles Joseph Warth
already established as our new leader. Both
the 68th Squadron and the 506th Squadron
had organized their own small units; but
they, also, were absorbed into the HMG.
During the period following 1980-1904,
Joe Warth and our new organization
designed and installed several plaques. They
were:
1. Air Force Academy, Colorado. A
bronze metal plaque dedicated 29
August 1986.
2. On our Shipdham Air Base, at the new
Flying Club: A large granite stone
mounted on a cement? base. 24
September 1988.
Shipdham Air Base
3. At Shipdham Village Church grounds
near the street rock wall: A duplicate
of the granite stone base placed on
our base. Date: 24 September 1988.
4. At the Air Force Museum, Dayton,
Ohio. 1 August 1993. A bronze medal
plate.
The Air Force Museum
28
…continued on page 29
�WILL SEZ… continued from page 28
records. Ian spent years searching to locate
all next of kin, the task doubly difficult as six
of these men were from other military
organizations. When Ian obtained the home
addresses of all these airmen, he then notified these families about the data he had
collected, and offered to any of these next
of kin, to meet them at Glasgow and drive
them to the Gairloch. Several of these family
members did visit.
Ian also managed to convince the
Scottish officials to declare this area as an
official sacred site, due to the nature of the
crash. This area is covered with the shattered
remains of this B-24, some larger pieces
being parts of engines, landing gear, propellers, etc. So, as a sacred site, the public is
warned not to remove any of the material.
Shuttleworth Family. Ian is the young
man on the right
OTHERS
1980's On a stone facing overlooking the
Fairie Locks, near Gairloch, in northwest
Scotland. The Shuttleworth family, while on
their annual vacation near Gairloch in the
1970's discovered the remains of a B-24 that
had crashed in that area in 1945, and were
so impressed that they 'adopted' it. David,
the father had served as a Navigator in
“Lancaster” bombers during the war, so had
strong feelings for other bomber airmen.
Ian, his younger son, also became very interested, began his search to attempt to get
answers for the many questions as to why
and how this crash had occurred.
The David Shuttleworth family provided
for and placed a metal plaque on the large
rock facing overlooking the crash scene
shortly after Ian had learned the identities of
the airmen. He learned that this was the
nine-man Ketchum crew from our 66th
Bomb Squadron, plus six other veteran airmen from Air Transport Command. The B-24
was from the 93rd Bomb Group, was heavily
loaded, had flown from a field in lower
Scotland, and they were on their way home
to the U.S. via Iceland. Date of accident was
13 June 1945.
Had it not been for Ian Shuttleworth contacting me, it is quite likely that I, we, never
would have learned about this tragedy. All
official records for our old 44th Bomb Group
ceased at the end of May 1945. So there
were no official records available with which
to obtain this information in any of our
1992 Shipdham Airfield. A beautiful large
stone memorial stone designed and
donated by Lee Aston. Doug Genge,
whose business is located next to the
tower, arranged for the placement of
this memorial on the east wall of the
old tower, as well as for the ceremony
itself. Prior to that time, Doug also
paid for most of the expenses to
restore the exterior walls of the tower
and the replacement of the entire roof.
So, in essence, he has made the control tower itself a memorial for us, as it
had become dangerously deteriorated.
East Wall of Control Tower
29
…continued on page 30
�WILL SEZ… continued from page 29
1996 France, near Rouen, in a small village,
the French had installed a stone monument with a memorial plate honoring
the 67th Squadron crew of Clyde E.
Price, flying in Miss Dianne that had
crashed there on 8 March 1943. Nine
men were killed, three became POW.
The French retired military personnel
arranged to conduct the installation
ceremonies to coincide with our tour
of 44th ers in 1997. I personally was
quite impressed as Miss Dianne was
the airplane I serviced; some of the
crewmen were close friends.
Butts Brow, near Eastbourne
1995 Butts Brow, near city of Eastbourne,
southeast corner of England. On 2
February 1944 the James Bolin crew,
returning from mission, flying in Ruthless, failed to clear the low mountain
and crashed, killing all ten airmen. A
young local resident, Kevin Watson,
obtained the full support of the mayor,
Ron Parsons, and placed a large
memorial stone at the site. He also
compiled and had printed a book
about the crew (Ruth-less, And Far
From Home), and the city has a small
display near the beach to exhibit and
tell more of the story about both the
airplane and the crew.
2001 Pingland Hills, 5 miles northwest of
Norwich, England - Private property on
a small lake. Here the property owner
designed, furnished and provided the
memorial plaque to honor the eight
airmen who were killed, aircraft and
bombs falling into her lake. The accident occurred 21 April 1944. The pilot,
Forrest C. Havens and co-pilot Leon L.
Del Grande survived, with all eight of
their crew not surviving.
Editor's Note: We are aware of more
monuments than those listed here. We will
try to get photos and locations of these edifices, so veterans, family members or friends
who are traveling in those areas can find
them. Because Paul Kay was so dedicated to
preserving the 44th 's history, he asked that
this information be collected and later
placed on the Web Page.
Other known monuments are at
Hammelkiln, Belgium and Kjeller, Norway.
In addition, on Remembrance Day (our
Memorial Day) this fine city has a very
full day of activities to honor the military. They start with a big, colorful
parade, then follow that with a ceremony at the Ruth-less site, which
includes a full memorial service. They
end the day with more ceremonies and
a Concert in their large auditorium,
again honoring their military and any
Americans who happen to be in the
audience. It is awesome, to say the
least.
Will Lundy
P.O. Box 315,
Bridgeport, CA 93517
30
�FOLDED WINGS
The days decline: no more again, the hills so clearly rise,
And even joy's a shade of pain where still a sorrow lies.
Nor will my soul be soon aglow, nor soon my heart be gay
For here they lie - and I must go the miles another way.
James Facos, 388th BG
Borah's first flight as Captain was on 7 January
1944. His last mission was 29 January 1945.
After WWII, Borah remained on active duty
with the Air Force, flying a total of 43 missions, including the Berlin Air Lift. Upon retirement, he entered the field of finance. He
became an officer of a bank in Riverside, CA
where he and his wife Maggie resided until his
death.
Alba, Charles #19186 27 June 2006 66th
Squadron. Borah was the Crew Chief on
Queen Anne, a plane that made two trips to
Africa, went through Ploesti, but crash landed
near Foggia after it's second trip to WienerNeustadt. No personal information is available
on the Database.
Borah, John J. #19460 4 September 2006
68th Squadron Lt. Borah, later Captain, joined
the 44th BG on 23 May 1944. He flew 34
missions. According to Robert Lehnhausen,
Lt. Borah was recognized to be an excellent
pilot who adapted to combat operations
quickly. He flew very good formation. His crew
of officers were co-pilot Otis Carmichael;
Navigator Elmer Alderman. His Bombardier
eventually was Myles Brewster. In the course
of time their combined combat skills were
noted, and they became a lead crew. Their
leads were often with PFF equipped planes.
On those occasions they had the super skills of
Wayne Elberg as their 'Mickey' Navigator. The
close relationship of these officers continued
through their lives, and they were regular
attendees of the 44th BG Reunions.
Borah's first two missions were as Co-pilot
with the crews of Charles Gayman and
Robert Knablein. His first mission as pilot was
on 21 July 1944. On other missions the Borah
crew flew with Capt. Charles Hammer, Capt.
Joy Smith and Major Harold Barnes as
Command Pilots. The crew flew in Jose
Carioca, Gipsy Queen, Gallavantin' Gal, Lili
Marlene, Lady Geraldine and Louisiana Belle.
Castro, Ladislao #19696 15 November 2006
S/Sgt. Castro was the Right Wing Gunner on
the Raymond Houghtby crew. He also flew
one mission with William M. Maynor. Most
of his missions were flown in Lucky Strike and
Gallivantin' Gal, one in Peep Sight. On his 16th
mission to Friedrichshafen, Germany, flying in
Lucky Strike, the plane was hit with flak, and
was not able to cross the Channel. The crew
bailed out in France. With the help of the
French Underground, he was able to evade
the Germans and made it to safety through
Spain. All other members of his crew were
captured and became POWs. Castro also
served in the Korean War, achieving the rank
of T/Sgt.
He is survived by his wife of 58 years, Sally;
two sons, eight grandchildren.
31
�FOLDED WINGS
Cootz, Edward P. #19833 9 October 2006
67th Squadron Cootz was a member of the
Bombsight Maintenance Section of the 44th
Bomb Group.
Haulman, Clement #20582 7 May 2006 506
Squadron (Corrected Report) Lt. Haulman was
a pilot, who sustained an injury soon after
being assigned to the 44th BG, and was
returned to the states. After the War, he
remained in the Air Force Reserve for approximately thirty years, rising to the rank of full
Colonel. Many of his yearly two-week tours of
active duty involved research and development assignments at Wright-Patterson Air
Force Base. During the same three decades he
worked for the Pittsburgh Testing Laboratory
branch in New Orleans, where he and his wife
Cecil Lurline Breaux Haulman raised three
sons. In 1979 he moved with his wife to
Lafayette, Louisiana, where he belonged to
the Reserve Officers Association, the Retired
Officers Association, the 44th Bomb Group
Veterans Association and Asbury United
Methodist Church. Not long before he died,
Col. Haulman and his wife moved to
Gainesville, Florida. There is a display commemorating Col. Haulman's service in the Air
Force Historical Research Agency at Maxwell
Air Force Base. Among other items, it contains
his WWII uniform, a wooden model of a B-24
he carved while recuperating from his wartime
aircraft accident, and a book about the 44th
Bombardment Group in WWII.
(This information was supplied by Col.
Haulman's son, Dr. Daniel L. Haulman, Chief of
Organizational Histories Branch, Air Force
Historical Research Agency.)
Eckstein, Herman J. “Joe” #20090 9
December 2006 68th Squadron. Captain
Eckstein was a pilot. Information of his death
comes to the 8 Ball Tails from Robert
Lehnhausen, who remembers Eckstein as a
model combat bomber pilot. “He joined the
68th Squadron as the co-pilot of the Jack
Leibrich crew in late July, 1944. He possessed
a quiet confidence that made him very popular with crewmen and his peers. After 7 missions as Leibrich's co-pilot, he flew a few missions as co-pilot to Ray Suddeth and also my
brother “Doc” Lehnhausen.
“He was then made co-pilot for the
George Washburn crew. After 19 missions as
a co-pilot, his skills were rewarded and he got
his own crew.
“Joe was soon trained as a lead pilot, and
flew his last several missions in that responsibility. He completed his 35 mission tour on 28
February 1945.
“He attended a few of our reunions. His son
Tony has been active member of the 44th
BGVA for several years.
“Jack Leibrich and George Washburn
would both attest to the piloting skills of Joe.
Both of these first pilots owed their survival to
his airmanship during a flight in which a crisis
arose. He calmly corrected the problem without fuss or feathers. His attitude was, 'isn't
that what I was supposed to do?'
“Joe Eckstein was, to me, one of the finest
examples of a very good combat bomber
pilot. We are saddened by his departure.”
Editor's Note: Eckstein flew with three
Command Pilots: Harold Stanhope, Dale
Benadon and Wayne Stevens. In his 35 missions, he flew in Jose Carioca, Flak Magic,
Puritanical Bitch/Puritanical Witch, Corky, Gipsy
Queen, Lady Geraldine, and Gallavantin' Gal.
32
�FOLDED WINGS
Heyer, Edwin #20649 8 September 2006
68th Squadron. 1st. Lt. Heyer was a Navigator
on the George Martin crew, but he flew also
with John Diehl, Jr., Baxter Weant, Joseph
Brown, Samuel Williams, Frank Sobotka and
one mission with Major George Jansen as
Command Pilot. This crew joined the 68th
shortly before the 44th was sent to Benina
Main, so they were part of the group that
joined the low level mission to Ploesti.
Heyer's first mission was 5 July 1943. In his
24 missions, many times as lead crew, he flew
to Italy, Norway, Germany, France, Austria
(twice to Wiener-Neustadt) and the awesome
mission to Ploesti, Romania. The crew flew in
Victory Ship, Eager Eve/Hag Mag/the Moth Ball
Queen and Pistol Packin' Mama.
Heyer and his wife Irma resided in South
Holland, Illinois. He is remembered as being
very upbeat and positive; and even though he
was battling a serious lung disease, he intended to attend the Washington celebration, 'just
to be with the guys.' Tragically, he missed it by
about a month.
44th BG Board of Directors in 2002, and in
2004 was named Vice President. He 2005 he
served as Reunion Chairman, and he moved
into the presidency after that meeting.
Kay was preceded in death by his wife
Doris Hurst Kay, a marriage of 52 years. The
couple had two children, one son, Paul Kay, Jr.
and one daughter, Rebecca Kay Sprague, and
four grandsons. His daughter Rebecca was the
source of information about his death.
Laas, Robert F. #21018 12 November 2006
67th Squadron S/Sgt. Laas was a Gunner on
the Jack Thomas crew. He flew 29 missions,
the first on 2 February 1944. Laas usually flew
in the Waist position, but on one mission,
served as a Belly Gunner. On another mission
he was with the Rockford Griffith crew. Twice
the Thomas crew went to the heart of the
conflict - 'The Big B' (Berlin). As the War
advanced, he flew with different Command
Pilots - R. L. Cox, Frank D. Slough, Howard
K. Halladay and Sylvester S. Hunn. The
Thomas crew flew in many different A/C: F for
Freddie, Shack Rabbit/Star Spangled Hell,
Tuffy, Judy's Buggy, Raggedy Ann II, Mi Akin
Ass, Myrtle the Fertile Turtle and Phyllis. His
last mission was 30 May 1944. Laas & his wife
Gladys resided in Bellville, Texas.
Knowledge of Laas's passing came from his
grandson, S/Sgt. Thomas M. Laas, and was
forwarded by Roger Fenton, 44th BGVA
Historian.
Kay, Robert Paul #20888 68th Squadron 24
December 2006 2nd Lt. Robert Paul Kay was a
Navigator on the William Warren crew. He
flew thirty one missions, according to official
documents. However, his personal records
indicate more, especially one on 7 April 1945
to Krummel. This mission that has recently
attracted the attention of German researchers;
but unfortunately, the U.S. records have been
lost. The Warren crew flew in Puritanical
Bitch/Puritanical Witch, T.S. Tessie/Beck's Bad
Boys, Phyllis,Limpin' Ole Sadie/San Antonio
Rose and One Weakness.
After the war, Kay earned his B.S. degree in
Agricultural Engineering at the University of
Tennessee, and an MS from the University of
Illinois. He was employed by the Weyerhauser
Corporation, rising to become V.P. of Sales and
Distribution. He was elected Director on the
33
�FOLDED WINGS
Miceli, Samuel #21332 29 August 2006. 506
Squadron 1st Lt. Miceli was a Bombardier on
the Ernest Grosset crew; however, he also
flew with Capt. Carl Horne, Major William
Cameron, Col. Eugene Snavely and Major
Wayne Middleton as Command Pilots. He
joined the 44th Bomb Group of 14 August
1944, having flown 21 missions with the
492nd Bomb Group. Because of their heavy
losses, the 492nd was closed and airmen were
assigned to other Groups. Most of Miceli's
mission were flown in Southern Comfort III,
but also in unnamed planes. Miceli's missions
were directed to depriving the Germans of
fuel and equipment, and destruction of railroads to prevent movement of troops.
Upon completion of his 30th mission,
Miceli returned to the States and became a
Bombardier Instructor at Midland, Texas. After
the war he maintained Reserve Status, retiring
with the rank of Major. He and his wife Edith
resided in Mentor, Ohio. He was revered by
members of the 44th Bomb Group for his
dedication to fundraising by managing the PX,
selling materials at Reunions and by mail.
of whom were POW. He was hospitalized for
three months, and was liberated on 9 April
1945. He was flown to Paris, then to the ZOI
on a stretcher where he was hospitalized at
Winter General Hospital.
After recovering, he became a member of
the Missouri National Guard. He entered into
the field of Medicine and was engaged in
General Practice until 1996.
At the time of his death, Mitchell was
residing at Mount Ayr, Iowa.
O'Brien, James #22096 Date Unknown 68th
Squadron. Capt. O'Brien was a pilot. He flew
21 missions, flying in Rugged Buggy, Victory
Ship, Hitler's Nightmare, Lynn Bari and Lemon
Drop; on one mission, Col. James Hodges
was Command Pilot; on another, Col. Leon
Johnson.
On his 21st mission to the Krupp
Submarine Works at Kiel, his plane was beset
by enemy fighters and went down; O'Brien
and seven of his crew were captured and
remained POWs for two years; two crew
members were lost.After the war, O'Brien
remained in the Air Force Reserves. He retired
at the rank of Colonel.
Mitchell, Duane E. #21377 68th Squadron
19 August 2006 1st Lt. Mitchell was a
Navigator on the Donald H. Steinke crew. He
also flew with Frank L. Foy, Ben H. Gildart, Jr.
and A.D. Bennett. He flew one mission with
Robert Lehnhausen as Command Pilot.
Mitchell's first of 29 missions was on 26 April
1944. He flew in a large number of planes:
Jose Carioca, Northern Lass, Full House,
Wendy W, Channel Hopper, Flak Alley II,
Fearless Fosdick and Mary Harriet. On D-Day
he was on the mission to Colleville and St.
Laurent.
On 7 July 1944 on a mission to bomb an
A/C factory in Bernburg, flying in Any Gum
Chum, the plane was shot down by enemy
fighters. Only two members of the crew survived- Mitchell and the Radio Operator, both
Orthman, Harry L. # 21567 67th Squadron
23 September 2006 Capt. Orthman was first
assigned to the 492nd Bomb Group. When
their losses became so overwhelming, the
group was dissolved and Orthman was among
those transferred to the 44th BG, with whom
he piloted seventeen missions, most on
unnamed planes. During the period from 18
August 1944 when he flew his first mission
with the 44th, he flew with many Command
Pilots: Col. A. T. Reed, Capt. D. M. Lavis, Capt.
Frank Davido, Capt. Merrill G. Berthrong
and Capt. George Rebich. His last mission
was 3 January 1945. Orthman was a Life
Member of the 44th BGVA. He and his wife
Sally lived in Mission Viejo, California.
34
�FOLDED WINGS
Rommelfanger, Ernest #21844 67th
Squadron 3 December 2006. Captain
Rommelfanger was a Navigator, flying with
many different pilots. His first mission was 23
May 1944, two weeks before D-Day. Activities
at that time were directed to preparation for
the Invasion, then support of the troops as
they advanced across Europe. His last mission,
24 May 1945 was to Wesel at the Rhine
Crossing. Rommelfanger flew with many
pilots, frequently as the Lead Crew: Richard
Thornton, Frank Davido, John Mueller,
Charles Mercer, Dale Benadom, Robert
Gunton, Robert Knowles, William
Mayerriecks, Norman Bartlett, Russell Peller,
Jr. and four Command Pilots: J. I. Turnbull,
Wayne Middleton, George Rebich and
William Cameron.
In his 33 missions, Rommelfanger flew in
many planes: Old Iron Corset, Glory Bee, Mary
Harriet, Fearless Fosdick, Mi Akin Ass, My Sad
Ass and Lady Fifi Nella.
Arrangements for a military funeral came
about from the efforts of 44th BG Awards
Chairman, Lee Aston, who had been able to
acquire belated awards for Rommelfanger,
which were presented on 12 October 2005. At
that time he received DFC/OLC#1 and AM/OLC
# 4 & 5. He spent his last years in Omaha,
Nebraska. He is survived by a daughter Rosan
Royal.
Siracourt, France to the V-1 sites, flying with
the Howard Metts crew on an unnamed
plane. On 30 November he flew as an observer with the Ray Boggs crew to Neunkirchen,
Germany. Flying in Lady Geraldine, they
bombed the Marshalling Yards. News of
Weaver's death came from William Smythe,
68th Squadron Intelligence Officer and longtime friend of the deceased. Bob Lehnhausen
remembers both officers with respect and
admiration for their dedicated service. In
Lehnhausen's last conversation with Weaver,
he learned that his friend was approaching
the golden age of ninety.
Yuspeh, Michael #22673 506 Squadron 16
December 2006 T/Sgt. Michael Yuspeh was an
Engineer/Top Turret Gunner on the Thomas G.
Waters crew. On one mission he flew as a Tail
Gunner with Hal C. Tyree. His first of 35 missions was 1 August 1944. The Waters crew
was part of the group that bombed ahead of
the invading troops, all the way into the
Fatherland. They flew in many different A/C:
Ole Cock, Sabrina III, Shack Rat, Flying
Log/Pregnant Peg, I Walk Alone, Down De
Hatch, Chef's Delight/Chief Wapello, Southern
Comfort III and Puritanical Bitch/Puritanical
Witch. His last mission was on 2 January 1945.
After the war, Yuspeh became a dealer in
auto parts, selling them nationwide. Upon the
request of Roy Owen, he became Reunion
Chairman for the 44th BGVA. His most unforgettable Reunion was in New Orleans, where
the Banquet became a masquerade ball.
Among the great contributions that Yuspeh
made to the 44th BGVA was his fundraising
success, raising money to refurbish the
Louisiana Belle, now on display at Barksdale.
Mike and his wife, Rose Faye, had two
sons, both of whom became experts on U.S.
government projects. The family lived in New
Orleans for many years. Mike and Rose Faye
moved to Germantown, Tennessee after a catastrophic flood in New Orleans.
Thornock, Newell Bruce #22308 Date
Unknown 67th Squadron. T/Sgt. Thornock was
a Radio Operator on the Harold Pinder Crew.
He flew three missions, the first, on 11th
December 1943; the last 14th January 1944.
He flew in the following planes: 4 Q-2, The
Shark and Lib-erty Belle Lass. Thornock and his
wife Florence resided in Bloomington, Idaho.
Weaver, William H. #22491 July 2006. 67th
Sq. Captain Weaver was the Intelligence
Officer for his Squadron, but he flew on two
missions as an observer: 21 May 1944 to
35
�TO ALL THE MEMBERS OF THE 44TH BOMB
GROUP: THIS MEMORIAL IS FOR YOU.
This graceful monument reaching high in
the sky can easily be seen on the skyline of
Washington, DC and Northern Virginia.
Remember, before there was an Army Air Force,
there was the Army Air Corps. Before there was
a Thunderbird, a Saberjet or an SR71, there was
a B-24.
Located on a promontory in Arlington,
these graceful spires overlook the Pentagon and
are adjacent to Arlington Cemetery. There is a
Runway to Glory at the site entrance, a bronze
Honor Guard statue, two granite inscription
walls and a glass contemplation wall that honors
fallen airmen.
MANY WARS FOLLOWED WWII.
NONE WERE GREATER.
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
�
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8 Ball Tails
Newsletter
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Text
44th Bomb Group Veterans Association
m
41-24232
8 BALL TAILS
Vol. 8 Issue #2
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Summer 2006
EIN # 68-0351397
Most of Calaban's missions were flown by the
crew of James Hill, Jr., and the memory of this
beloved A/C still lingers with its Bombardier, William
Egan. Calaban arrived in Shipdham on 3 March
1943, and was assigned to the 67th Squadron. The
plane's first mission was the successful raid on the
Submarine Pens at Bordeaux, flown by Walter
Bunker with Richard Butler as Co-Pilot.
Named for a dim-witted serf in English literature, Calaban's last mission 11 December 1943 was
to a boat and rail center in Emden, Germany. The
'24s were set upon by a large fleet of German fighters; however, it was a bomb from a
'24 above Calaban, dropping on the wing that brought her down. Richard O'Neill, pilot,
and nine members of his crew were KIA. One survived to become POW.
L-R 1st Row, Front: Edward Dobson, Co-Pilot; Clint Shuler, Navigator; James Hill, Jr., Pilot;
John Pitcovich, Flight Engineer & Top Turret Gunner; Ray Reeves Radio Operator.
Standing: Mike Chayka, Ground Crew Chief: John Christensen, Assistant Ground Crew Chief;
Lester Schwartz, Ball Turret Gunner; Herman Wagenfuhr, Ground Crew Turret Specialist;
Hubert Womack, Tail Gunner; Clark Bailey, Left Waist Gunner; Emerson “Mike” Michalik
(Ground Crew Medic); John Russell, Right Waist Gunner; Bill Egan, Bombardier
1
…continued on page 3
�President: Robert Paul Kay
Summer address:
10411 Brook Lane SW
Tacoma, WA 98499
Phone (253) 584-4420
Winter address:
206 Lakecrest Lane
Palm Desert, CA 92260
Phone: 760 341-0064
E-Mail: RKay1017@msn.com
Vice President: George Washburn
11505 N. Armenia Avenue
Tampa, Florida 33612
Phone (813) 932-6425
E-Mail: liberatorpilot@msn.com
Secretary/8 Ball Tails Editor:
Ruth W. Davis-Morse
2041 Village Circle East
York, PA 17404
Phone (717) 846-8948
E-Mail: rdavismorse@aol.com
Treasurer: Richard (Dick) Lynch
109 Jason Road, Box 518
Conrad, IA 50621-0518
Phone (641) 366-2414
E-Mail: r_blynch@netins.net
(first 3 letters r_b)
Immediate Past President:
Roy Owen
108 Wawona Place
Chico, CA 95928-8429
Phone (530) 891-9157
FAX (530 891-9157
E-Mail: rwowen44bg@aol.com
Archivist: C. W. “Will” Lundy
2519 Westville Tri.
Cool, CA 95614-2008
Phone (530) 886-8636 (Winter)
P. O. Box 315, Bridgeport, CA 93517
(Summer)
E-Mail: willundy@aol.com
Director: William Ward
120 B Heritage Hills
Somers, New York 10589-1317
Phone (914) 277-5830
Historian: Roger D. Fenton
4311 E. Sunrise Drive
Phoenix, AZ 85044-1010
Phone (480) 893-3761
E-Mail lomadanger@aol.com
E-Mail bhward8@aol.com
Decorations & Awards:
Robert Lee Aston
830 Cardinal Drive
Elberton, GA 30635-2606
Phone (706) 283-1337
leeaston@elberton.net
U. K. Representative:
Steve Adams
28 Bassingham Road
Norwich, England NR3 2 QT
Phone/FAX 011-44-1603-400221
E-Mail: s.p.adams@btinternet.com
(Web Page courtesy of
X-Mission, Salt Lake City, Utah)
2
�CALABAN
“IT TOOK MORE THAN LUCK, BUT WE'LL TAKE THE LUCK”
The Calaban crew joined the group that
flew to North Africa, and immediately
joined in bombing missions to Sicily and
Italy, preparing for the upcoming invasions
by Generals Montgomery and Patton. On
August 1st they were part of the low level
mission to Ploesti, one of 37 A/C assigned
to bomb Credito-Minier and Columbia
Aquila. Following Suzy Q, flown by Colonel
Leon Johnson, Calaban flew through the
fiery inferno at treetop level with planes
going down on all sides
Those that emerged from that fiery cauldron were badly damaged. Calaban's right
wing was severely cut between the fuselage
and #3 engine all the way to the main spar
where she had smashed through a balloon
cable. All planes were blackened by the oil
fires, blistering the paint.
Skimming low between and under telegraph wires, and rubbing their bellies
against fields of corn in an effort to avoid
the fighters and flak towers, the 24's
dashed bravely along, pursued by fighters.
James Hill managed to evade the fighters
and made it as far as Malta. With repairs,
they were able to return to Benina Main in
time to join the awesome raids at Wiener
Neustadt and Foggia. When these missions
were completed, Calaban was the only surviving plane in the 67th Squadron.
Squadron Commander Col. Bill
Cameron remarked that Calaban was the
most shot-up plane that kept coming back.
Of Calaban's original crew, only one
member did not survive the war, Ed
Dobson, Co-Pilot. He became pilot of his
own plane and was lost with his crew on a
mission to Norway. Bill Egan is the last living member of the crew. He and his wife
Theresa have two grandsons who graduated from the Air Force Academy, both of
whom are pilots. Bill had the honor of commissioning one of them as an officer in the
USAF.
Calaban
Calaban in the Hangar for Repair
According to Steve Adams, this is the first time this picture
has been published.
Does this sight look familiar to anyone in the Maintenance
Crew?
3
�HITTING THE KJELLER AIRFIELD AT OSLO, NORWAY
Bombing the Motor Works at the airfield
near Oslo was challenging. Returning to
Shipdham was even tougher. Enemy fire and
fuel shortage brought death to some, internment to others. Nevertheless, the raid was
successful. The Norwegians built a monument to those who were lost on this difficult
assignment.
It was Edward Dobson’s second mission
as pilot with his own crew. As Co-Pilot on the
James Hill crew, flying in Calaban, he had
survived the low level mission to the oil fields
at Ploesti, and the awesome raid on the
Messerschmidt plant at Wiener-Neustadt. On
November 13, 1943 he flew his first mission
as pilot on Raggedy Ann. Five days later on
the raid at Kjeller, the plane was beset by a
JU-88 and went down, losing all members of
the crew.
Each loss is a personal story: it was the
first mission for Norman Charleston, CoPilot; Byron Latimer, Navigator, had flown
11 missions, some on Miss Emmy Lou with
Richard Butler; Sydney Burroughs¸
Bombardier, was killed on his 5th Mission;
David Faust, Radio Operator, was lost on his
2nd; Joseph Gallagher, Engineer, was on his
8th; Henry Voorhies, Ball Turret Gunner, 4th;
Aaron Hulphrey, Gunner, 16th; Joseph
Gilbert, Gunner, 3rd; Hershel Feichter,
Gunner—3rd Mission.
Crew, Joseph Houle crew and Earl Johnson
Crew. Rockford Griffith made it to
Shipdham, ordered his crew to bail out then
made his famous landing on only the left
gear; the Dellas Brown crew lost one gunner, shot in an attack by an Me 210. The
Edward Mitchell crew went down in the
North Sea and all members were KIA.
The Baxter Weant crew of the 68th
Squadron were forced to land in Sweden.
The entire crew was interned, but later nine
returned to duty. T/Sgt. Frank Gavin, (engineer) was retained to repair the plane, which
later was used by the Swedish Air Force. The
Avenger, piloted by Lt. William D. Hughes,
made it back but lost one member of the
crew to enemy fire.
Briefing advice about Norway: If you
plane goes down, find a church and stay
there. The Underground will find you.
Why was Norway important to the Nazis?
Their thousand miles of coastline were ideal
for ship building, and for stopping the flow
of supplies from U.S. to Russia. When
American bombers went to Kjeller, they had
to precisely hit Nazi targets. Norway was a
neutral country.
The war was moving in many directions
when Kjeller was attacked. The city of Kiev
was liberated; German defences on Dnieper
were crumbling; Allies were crossing the
Sangro River in Italy; and Roosevelt, Churchill
and Chiang Kai-shek were meeting in Cairo.
Source: History of the Second World War, a
Time-Life Book, Prentice Hall Press.
Kjeller Tally
Total loss of life-- 42; Internees-- 10
The 67th Squadron lost the Edward Dobson
Broken Mulberries at Normandy,
after the storm.
4
�PRESIDENTIAL BRIEFING
Similar to Shipdham mission briefing, when weather was clear (not often) and the
target was not heavily protected, the briefing was shorter.
So is this one - stay healthy, keep your spirits high (as always). I'll see you in
Washington. We have registered sixty 44th BGVA members to date.
Paul Kay
COMPLETED: A FORTY YEAR PROJECT
AND IT'S ALREADY ARRIVED TO CARLISLE
Will Lundy climbed up on John
Warsinske's pickup truck in a final farewell to
his 40 year project of preserving the history
of the 44th Bomb Group. With the help of
Kevin, Will & Irene's son, they worked for
more than five hours, moving and packing
cartons of paper.
According to Will, John was an expert, filling the boxes and keeping the material in
order of dates, which will make it easier for
the experts at the Army Heritage Library in
Carlisle to file and catalog the information.
The experience provided Will with an education in shipping. The Post Office had special containers about six feet tall, 24-30 inches deep and about three feet wide. They
were open on the front to load the boxes. It
had a flexible heavy screen to keep every-
thing inside and secure. Will's files filled two
of those and they went directly to Carlisle
with no further handling.
A tribute to Will's lifetime effort,
Warsinske said that in his twenty years of historical work, he has never seen anything that
even comes close to the details of our 44th
BG's collection of data. Will modestly credits
the members who provided pictures and stories, making it possible for this collection to
come to completion and reach its final destination.
It came about because of Will's foresight, Irene's support, great perseverance,
and the fact that members trusted that
Will would take care of their precious
memories.
“Sign on Wall of Army
Heritage Museum”
The Eye of the Army
The Army in your Attic
5
�HAVE YOU REGISTERED FOR THE 44TH BOMB GROUP REUNION
IN WASHINGTON? IF NOT, THERE IS STILL TIME!
THE BIG EVENT IS THE UNVEILING OF THE
ARMY AIR FORCE MEMORIAL
October 13-16, 2006
Our Reunion coincides with the 2nd Air Division Association's 59th Annual
Convention. We will be joining 17 other Groups. It will be the biggest showing of
WWII airmen that Washington has ever seen. Of course, young airmen will also be
in our midst-all those who dared to look up in the sky and choose to join other
brave men who flew there in defense of liberty.
PROGRAM
Sunday, October 15, 2006
Buffet Breakfast
Special Options **
Friday, October 13, 2006
Registration
Hospitality Room
Cocktail Party--Cash Bar
Squadron Dinners
Bus Trip to Aerospace Museum $17.50/person
Tour of Washington, DC–$37.50/person
Memorial Service at Air Force Memorial
10:00 - 11:00 AM (No bus service for
this event)
Saturday, October 14, 2006
Buffet Breakfast
Business Meeting
Lunch on you own*
Dinner on your own*
*Food Court, Park Bistro, Club Lounge
Buses to Air Force Memorial
Buses to Air Force Memorial Concert
Banquet
Monday, October 16, 2006
Buffet Breakfast
Farewells
COST
Single Room . . . . . . .$692.00
Double Room . . . . . .$542.00/per person
Triple Room . . . . . . . .$492.00/per person
These costs include hotel room for 3 nights
And all events except Tour of Washington
Aerospace Museum and Sunday AM
Memorial Service at the AF Memorial.
Extra nights $92 + 9% Tax
Deposit: $50/person; Balance Due Aug. 1st
Refund Policy: (60 days prior to convention $15 charge per person)
(30 days prior--$25 charge)
DIRECTIONS
From Washington National
Airport - Take 1-66 West to
1-495 South to Exit
50 B. Follow signs to
Fairview Park South.
Hotel is on the left.
From Dulles Airport Take Dulles Access
Road East to 1-495 South to
Exit 50B East.
Follow signs to Fairview
Park South
Hotel is on your left.
TAXI SERVICE: RED TOP (703) 522-3333
6
�RESERVATION FORM
44th BOMB GROUP VETERANS ASSOCIATION
Please print or type. All information must be complete
Name ___________________________________ Spouse ______________________________________
Address _______________________________________________________________________________
City ______________________________________________
______ State ________ Zip Code_________
Phone (_____)______________________ E-Mail _________________________
Hotel Room: Single ______ D/D ______ King _____ Non-Smoking _____ Handicapped _______
Arrive: _________________________________ Depart: ____________________________________
Sunday Tour 10/15:
AeroSpace Museum, Chantillly, VA $17.50 per person Yes ___ No ___ # ___ $ _________
Tour of Washington DC
$37.50 per person Yes ___ No ___ # ___ $ _________
DEPOSIT - $50/PERSON (Balance Due by August 1st): $______ PAID IN FULL: _______________
Registration includes: Everything on agenda except tours as listed above.
Registration must be received by August 25, 2004
Send this form and all correspondence to:
EVELYN COHEN • 06-410 DELAIRE LANDING ROAD • PHILADELPHIA, PA 19114
TEL. (215) 632-3992 • FAX (215) 632-8319
'THE ARMY IN YOUR ATTIC'
AT THE HERITAGE MUSEUM & LIBRARY
HAS OUR DATABASE
Greg Statler, Registrar at the General
Stillwell Building, accepted the 44th BGVA's
Database Disk from Perry Morse. At the Board
Meeting held in Carlisle one year ago, Arlo
Bartsch, did a presentation of the unbelievable
amount of information that is held on the disk.
Completion of the disk project is one of the
44th's great accomplishments. Placing it into
the Library/Museum guarantees that it will be
continuously available to researchers, family
members and historians. When the Flying Eight
Balls are only a memory, their deeds and sacrifices will not be forgotten.
Greg Statler and Perry Morse
7
�8
…continued on page 8
�44TH BGBA AWARDS, DECORATIONS AND MEMORIALS… continued from page 7
9
�LETTER FROM SHIPDHAM
Well, we Brits are always said to be pre-occupied with the weather, but for the moment that
is with good reason. Summer has arrived at Shipdham, and it really is one of the old fashioned
summers you knew when you were here in Norfolk. We get sun, a little cloud and for the last
month or so, a little rain, usually at night. As long as we don't have to pay with some of the winters that hit the Shipdham area during some of the winters of the late 1940s, we'll be OK.
Needless to say, we are getting to use your old runways a lot, and getting in some decent flying
time.
The work to date on the 44th BG Museum is really bearing fruit, and it is starting to look like
a real museum, as the support equipment is being taken away; and we can see what Peter Steel,
the curator, and his small team has created. The 6 ft. high 'Flying 8 Ball' sign is soon to be fixed
on the north wall of the museum building, so it should be visible from a long way off. The 44th
Bomb Group Museum Library is now a separate room in the same building. It has only two
books in it at the time of writing this; but by next week the hundreds of books we have been
bought, donated, loaned or otherwise acquired, will be rounded up from their various storage
places, and will be installed on the shelves. The offer of a couple of scale model B-24s from a
North Pickenham enthusiast has been accepted, and we now have them in the library room.
They really are superb. The model of Lemon Drop¸ your assembly ship, has been given a prominent place in the main room. However, in these days of GPS navigation, modern on-board radar
and transponder location systems, I suspect we will have to elaborate a little to our visitors on
the role the assembly ships played in the bombing missions of the 44th BG and the rest of the
2nd Air Division.
In my last letter I commented on the flying display season, which is now well under way. Here
in the UK we recently had the major RAF Fly Past of Buckingham Palace to mark the Queen's 80th
Birthday. Because we were right on the assembly route for some of the formation, flying was
restricted from Shipdham for a couple of hours each day of the week, running up to the Big Day.
But boy, was it worth it! You just can't fail to be impressed by a big ship formation passing overhead. OK. OK. I know you guys did this sort of thing virtually all day, every day when you were
here; but formation flying on that grand scale is not so high on the training agendas these days;
and we mere mortals on the ground do not get to see it that often… It was worth waiting for.
Our new runway was recently christened by a variety of aircraft, big, little, gliders and older
style tail-draggers… and is now readily available for use. I had been calling it 130/310, but compass measurements look like it will be 140/320. No doubt someone with a really expensive GPS
will come back with a heading to ten significant figures, but as that is the only runway within 45
degrees of that heading, I guess everyone will understand which I meant!!
Steve Adams, our UK representative, has a good friend, Paul Wilson, who has just completed
a book on the 389th at Hethel, and that is selling well. As you know, the smaller books that I
have been involved with on the 44th, the 389th and the 492nd/492st are all being received very
well here in England. Steve's book is being considered for reprint, so you can see the flame of
your memory is still burning as bright as ever here in Europe. The interest in what you guys did
all those years ago is now carrying down to another generation. Long may that continue.
Peter
Peter Bodle is President of the Shipdham Aero Club. He can be contacted at
peter@bodle.demon.co.uk. The Bodle/Adams booklet, “The 44th Bomb Group in Norwich” will
be on sale at the 44th BG Reunion in Washington DC. The cost is $5.00. If you wish a copy, call
Ruth W. Davis-Morse at 717 846-8948.
10
�INTERESTED IN ANOTHER LOOK AT THE UK?
Mary Aston invites the 44th BGVA to one 'Last Hurrah' in the environs of England,
including the Shipdham Airbase, the 2AD Memorial Library in Norwich, and other
points of interest in that wonderful island from which you once flew. Mary and Lee are
working out a schedule, along with tentative dates. They will present this information
at the 44th's General Meeting at the October 2006 Reunion in Washington.
Correspondence from friends in England indicates that they will welcome us as
always. At the Airbase, major changes are taking place, all directed toward preservation of your history.
Even now, Mary would be grateful to hear from people who have a definite interest. You can call her at (706) 283-1337 or E-Mail leeaston@elberton.net.
THE EFFECTS OF WIENER NEUSTADT — STILL RESOUND
Luella Phelps (wife of the late 2nd. Lt. Delmar Phelps) is a school teacher who is
determined that her students will know about the sacrifices of WWII. She bought a
stack of back issues of the 8 Ball Tails for her school library, then a second stack for
her grandson, Kevin White and another for her nephew, Jay Richardson.
Kevin's grandfather, Delmar, (66th Sq.) was flying as Co-Pilot on Fascinatin'
Witch. According to the report of the pilot, Richard W. Bridges, A/C # 41-23811
had previously been grounded because the two inboard engines were using too
much oil. However, Bridges believed that he could manage that problem, as it was
only a ten hour flight.
Unfortunately, when the Group started its second climb somewhere over northern Italy or Yugoslavia, the battle-weary plane lost power and was not able to keep
up with the Group. Later, when the Group leveled off, 2nd Lt. Bridges was able to
slip back into his assigned position.
Shortly after 'Bombs Away', four Me 109's attacked the plane and set a fire in the
Bomb Bay. With extra fuel aboard, it was time to bail out. Three members of the
crew were KIA by the fighter attack; Phelps was one of the six that survived the bailout, only to become POWs. Several months later, the pilot was able to escape from
his prison in Hungary with the help of Tito's partisans. Others stayed in the German
prison camp until the war was over.
To add to the frenzy of bailing out, while the flyers were coming down in their
chutes, fighters flew directly toward them, then turned and flew away. It is assumed
they were just wanted to look at American airmen.
Kevin and Jay are lucky to have someone teach them the price of freedom.
11
�AN OPEN LETTER TO THE 44TH BGVA FAMILY
FROM
ROBERT J. LEHNHAUSEN
2540 BENTON COURT, PEORIA, IL 61615
My sincere thanks to those of you who
have already purchased the ROH. In fact, the
initial printing has been sold out. Your enthusiastic response exceeded my expectations.
Will has ordered a second printing, half of
which has already been sold. This assures
that the record of the 44th in WWII is, without doubt, the most thoroughly researched
and documented of any Heavy Bomb Group
in WWII. This is all because of your fantastic
support. For those of you who have not yet
placed your order, please do not delay. Send
your order and your check to:
Will Lundy, P.O. Box 315,
Bridgeport, CA 93517.
You will be pleased with this magnificent
historical work. Read it, retain it for your
library or consider donating it to you favorite
library.
Bob Lehnhausen
THANK YOU THANK YOU THANK YOU
What a marvelous group of dear friends
you are. You permitted me to serve as your
president a few years ago. During that time I
asked you for the voluntary contribution of
money to permit the completion of the
Master Database program. Your response
was magnificent. The work was completed at
the end of 2005, and each member of the
BGVA was sent a copy of this valuable CD
which is chock full of 44th history.
More recently I asked that you further
support the memorializing of the 44th Bomb
Group (H) by buying a copy of Will Lundy's
“Roll of Honor and Casualties of the 44th
Bomb Group”. My plea was that you buy the
book, not only for your own library, but consider making sure that copy of this historical
treasure be placed in the library of your
favorite college or university, or other centers
of historical research, to assure that the
courageous young patriots, with whom we
flew or supported, are never forgotten.
Did you know that in the twenty nine
months that the 44th flew against the Axis
powers in WWII, we lost 859 of our brave
young comrades, killed in action (KIA)? 186
of our B-24s were lost to combat and aerial
operations. These are overwhelming figures.
Will Lundy, in the ROH, has carefully
researched and documented each of the
Casualties.
One of the principal reasons that the 44th
BGVA exists is to insure that the deeds and
achievements of the men and planes of the
44th are never forgotten. Especially the sacrifice of life that resulted from fulfilling our
mission. Will Lundy's revised and expanded
ROH pays tribute to each of the men we lost.
The book is an unusual collection of stories
of true bravery and heroism…and tragic endings. It is easily worth the $50 break-even
cost, which includes shipping.
Ed. Note: Bob Lehnhausen, one of the most
beloved and respected members of the 44th
BGVA, was recently honored in his hometown newspaper, Journal Star. The Memorial
Day article noted his piloting skills and mentioned the day he ran out of fuel and had to
tragically ditch in the Mediterranean Sea,
resulting in the loss of five of his crew. He
also lost his only brother, Edward, a pilot
who was KIA in combat. Despite these
painful times, Lt. Col. Lehnhausen rose to
Commander of the 68th Sq. His leadership
skills served him after the war when he
became Mayor of Peoria, Illinois.
12
�FROM THE FILES OF THE LATE LT. CHARLES J. SELASKY
(Navigator on the Suzy Q on Ploesti Raid Flying with Col. Leon Johnson)
WAR DEPARTMENT
HEADQUARTERS OF THE ARMY AIR FORCES
WASHINGTON
20 August 1943
TO OFFICERS AND MEN OF THE 201ST COMBAT WING OF THE EIGHTH AIR FORCE.
I have listened with greatest interest to the stirring accounts brought back to me of the
details of the attack on the Roumanian oil refineries by heavy bombers of the Eighth and
Ninth U. S. Air Forces. The destruction of these oil wells will be far reaching in its effect upon
the German ability to carry on their operations. In fact, it might well be the “straw that broke
the camel's back” and cause the dislocation of the German war effort. The dogged determination to reach and destroy each of those vital installations; and an utter disregard for personal safety, characterized the action of officers and men of your striking force and evokes
my profound admiration.
The heroic accomplishments of the combat crews, and the splendid efforts of the members of the ground echelons who made the mission possible, are all deserving of the highest
praise.
You were assigned the tremendous task of destroying in one day a target that could have
been reached by surface forces only after many months of combat involving great losses both
of men and materiel, and you carried your attack home in spite of the strongest kind of
opposition built up by the Axis forces. Some of your comrades fell in the attack - others are
now held as prisoners of war. Those of you who return to fight again must realize, as I do,
that those men who gave their lives did so that others might live. The officers and men of the
U. S. Army Air Forces all over the world take pride in your achievement.
H. H. ARNOLD
General, U. S. Army
Commanding General, Army Air Forces
Will Lundy's Roll of Honor is in Norwich, England, placed alongside the Roll of Honor in
the 2nd Air Division's official listing of airmen lost in the War. Librarians can immediately look up the circumstances of any 44th's airman's death, when visitors come in to
inquire. This new positioning of Will's book came about through the efforts of David
Hastings.
13
�(Walter) Thomas Holmes, Jr. Lt. Col. USSAF Salutes
The Late Reginald H. (Bud) (Phil) Phillips, Lt. Col. USSAF
Born 1/October/1919 - Folded Wings 3 April 2006
Phil and I were two of the original B-24
pilots of the 68th Squadron, 44th BG, trained
at Barksdale Field, Shreveport, LA., early in
1942. He told me I was the first B-24 pilot
with whom he flew. From Barksdale we were
sent to Will Rogers Field, Oklahoma City, then
on to Manchester, NH, where we checked
out our new B-24s and prepared to fly the
North Atlantic to report for duty in England.
This was the first time I had seen the
Northern Lights, and they were beautiful.
My bomber was named Victory Ship, but
since Phil's plane developed a fuel leak and
was sent back to Hershey, PA for repairs, his
crew gave it the name of Lemon Drop!
Lemon Drop was one of the few survivors at
War's end. In these early days, so many of
our planes were shot down, we doubted we
would complete our requisite 25 missions.
Two of our most dangerous raids we will
never forget: the Kiel Raid, May 14, 1943,
and the well-documented low-level raid on
Ploesti oil fields, August 1, 1943. One-third
of the participating bombers were lost on
that day.
At Kiel, which I consider my worst experience, we encountered some 125-150 German
fighters for 51/2 hours on a 71/2 hour mission.
Returning from this raid, Phil and I saw a
plane from another group in dire straits with
smoke pouring from two engines. Thinking
as one, we escorted him, one on each wing,
across the North Sea. When the crippled
plane veered too close to Holland, we picked
up two Folke-Wulf 190's and five
Messerschmitt 210's. We survived a running
battle to the coast of England, shooting
down five of the seven enemy planes.
The Victory Ship suffered severe damage.
Hit in the middle of the bomb bay, its
hydraulic system was knocked out; and with
no flaps and no brakes, we had to crank the
gear down manually, resulting in a very dangerous and difficult landing.
The Ploesti raid was even worse. Phil said
it best when he commented: “I have been
through and out of the mouth of hell!”
Everybody agreed. Fittingly and thankfully,
this was our last raid.
Both of these raids earned Presidential
Citations for our Group. Phil was one of the
most decorated pilots of WWII, many times
cited for bravery and the recipient of the second to the highest medal award.
When Phil married Dorothy Jane (Dusty)
Dustin in August, 1945, in Oklahoma City, I
was privileged to serve him as best man.
They were married for nearly 57 years and
had three children, two of whom survive:
Richard Phillips of Tulsa and Beth Warwick of
Broken Bow, Oklahoma. Through all these
years our families stayed in close contact frequently visiting and vacationing together. In
the last few months, as Phil's health deteriorated, our communication was confined to
the telephone. I talked with him the day
before his death. The two of us were as close
as any brothers, and for the course of our
friendship, we never shared a cross word.
My magnificent friend, Phil, has now
made his final flight and the best landing he
could possibly make.
Tom
Victory Ship was hit on the crew's 4th mission to Abbeville. Holmes sustained a head
injury and was knocked unconscious. He
recovered and brought the plane back to
Shipdham.
14
�FROM THE NATIONAL ARCHIVES
THESE FIGURES THAT TELL THE STORY
(CREWS SENT TO REPLACE LOSSES)
Replacement crews, March 1943 . . . . . . . . . . . . . . .5
Two months later, June 1943 . . . . . . . . . . . . . . . . .20
Two months later, August 1943 . . . . . . . . . . . . . . .16
Two months later, October 1943 . . . . . . . . . . . . . .20
November, transferred from 466th BG . . . . . . . . . . .2
December . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
February 1944 . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
July 1944 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
August 1944, transferred from 492nd . . . . . . . . . . .24
Most of these figures represent only the larger replacements. New crews were arriving
every month because, as Major Howard Moore said, “The Luftwaffe was wiping us out.”
Where were the missions going? To Dunkirk, Holland, St. Nazaire, Wilhelmshaven, Rouen,
Vegesack, Kiel and other strategic sites. Our men were flying unescorted daytime missions
and the losses were huge.
When all that was going on, the War was raging on many fronts. President Roosevelt
and Prime Minister Churchill met at Casablanca to plan the Allied strategy. On the German
side, Admiral Karl Donitz took command of the German Navy and General Paulus surrendered the German 6th Army at Stalingrad.
Imagine this: Der Fuhrer believed that the Hitler Youth would outdo the American Boy
Scouts in battle!
44TH BOMB GROUP PX
Flying 8 Ball Golf Shirts .....................................................$25.00 + $3.00 Postage
Flying 8 Ball Caps (Indicate Squadron).............................$15.00 + $2.00 Postage
Flying 8 Ball Squadron Pins (Indicate Squadron) ................ $5.00 + $.50 Postage
Blue Liberator Shirts (Light Blue with B-24 designs).........$30.00 + $3.00 Postage
44th Bumper Stickers..............................................................$2.00 (Postage Incl.)
Order From: Sam Miceli
(Make check payable to Sam Miceli)
6398 Dawson Blvd., Mentor, Ohio 44060-3648
Please Note: The felt patches which were previously advertised are no longer available.
Sam Miceli and I talked about all the aches and pains that go with reaching this 'mature'
time of life (the 80's). Sam said, “It's supposed to be the Golden Years. In truth, it is all
FOOL'S GOLD!!!” How true!
15
�Donald Higgins, nephew of S/Sgt. Hartwell J. Higgins, invites members of the 44th
BGVA to a salute to veterans in Gibsonville, North Carolina. The event will coincide with
the arrival of the Collings B-24, The Dragon and Its Tail, October 20-23. He is planning a
Mission Briefing in a huge tent located in back of a Bread & Breakfast that dates back to
the 1900s.
(Gibsonville is located 30 minutes from the Greensburg Airport and one hour from
Raleigh.)
If you are interested in joining this patriotic, foot-tapping party, contact Donald at:
Donboy37@earthlink.net
S/Sgt. Hartwell Higgins was on Pappy's Chillun (68th Sq.) on 21 April 1944. The mission
was recalled because of severe icy conditions. Apparently ice formed on the A/C; and at
14,000 feet it went into a severe spin and turned over on its back. Due to the violent
maneuvering, the right wing and tail tore off. The pilot, Forrest Havens and Co-Pilot,
Leon Del Grande were flung free. They survived, but all other members of the crew were
KIA.
Pappy's Chillun was originally assigned to the 486th BG at Sudbury, and was named
Turnip Termite. It was renamed when assigned to the 44th BG.
LOOKING UP WHEN THE PLANES CAME TO MUNICH
“We knew they were coming because
the ground trembled under our feet,”
Norman Dauerer of Hopewell Junction,
New York recalled. “I was seven years old,
and I can still remember that it shook so
hard, it made my stomach shake; and
after a while, my stomach began to ache
from all the shaking.
“The planes followed the
Munchen/Nurnberg Railroad line. 1,800
B-24s flew over us, headed for Munich.
First we felt the earth shake; then we
heard the roar; after that we saw the
planes.”
Dauerer's father had come to America
to live before Hitler rose to power. To
help his relatives in Germany, he returned
for a visit and the officials took his passport, then drafted him. Norman and his
mother joined family members on a farm
outside of town, and were present when
the 106th Cavalry Group took over the
town.
The GI's were so considerate of the
German family, a bond was established
that continues to this day. When the War
was over, the Dauerer family was able to
return to America. Norman got a scholarship to pay for his education. He attends
veteran gatherings and publishes a magazine about WWII. He goes to great
lengths to extol the virtues of the 106
Cavalry, 60 years later, who are still his
dear friends.
FOR SALE
13” Diam. Colored glass logo of Flying 8 Ball
$85.00 + $15 for UPS Shipping
Proceeds go to 44th BGVA
Place order with Mary Aston (706 283-1337)
Mail check to
830 Cardinal Dr., Elberton, GA 30635
16
�Please note: The 8 Ball Tails is running a
'LOST AND FOUND' Column.
What's lost? A LOT OF OUR MEMBERS
The 8 Ball Tails is sent by Bulk Mail. If the member has moved or the zip code has changed,
it is discarded, and we have no way of knowing that the member did not receive the magazine. This is especially troubling with Life Members, as they do not receive annual invoices.
So…………please check this list, and if you know of the circumstances of a person on the
list-change of address, folded wings or any other information, let us know. We are a
family. We can't afford to lose anybody. Notify Ruth Morse of changes. See inside cover for
address and phone number.
Marjorie T. Austin, Steamboat Springs, Colorado
Clarence Baker, Portland. Maine
Kathleen (Mikoloski) Cataldo, Holmdel, NJ
John B. Conrad, Lexington, KY
John J. Dayberry, Salisbury, NC
George H. Flynn, Pittsfield, MA
Stewart H. Grove, Hutchinson, Kansas
Earl J. Guy, Glendale, AZ
H. William Holmes, Norwich NR6 7RQ
Dean W. Johnson, Gary, Indiana
Eric A. King, Hingham-Norwich-Norfolk, England
Curtis Kinion, West Plains, MO
Harry Koester, Mechanicsburg, PA
Raymond J. Lacombe, Slidell, PA
Morrris W. Larkin, Delray Beach, FL
Robert C. Ledger, Farnham Surrey, England Gu98RB
James L. Livingston, Ruskin, Florida
William Maynor, Oklahoma City, Oklahoma
Charles McPherson, Tucson, Arizona
Stanley Mikolosky, Shrewsbury, MA
David Mundell, Tamuning, Georgia
Keith Nutter, Brooksville, Florida
Elvin D. Ours, Frederick, Maryland
John Page, Norwich, Norfolk, UK NR14 7LZ
Louis Parker, Jr., Lawrenceville, NJ
Archie M. Solatka, Tacoma, Washington
Charley Strange, Chicago, Illinois
Heath Strange, Lubbock, Texas
Erwin Stromhmaier, Oakland, California
Col. William Barrett Taylor, Arlington, Virginia
Charles W. Temple, Newpane, Vermont
Nancy Van Epps, Pensacola, Florida
Morton Zahler, Pompano Beach, Florida
17
�GOING FOR THE TOGO
15 February 1943.
right side and going down. Major Mac
unstrapped his belt and with lots of effort
on his part (it must have been agony for
him) and a little pushing on my part, he
went through the roof - or rather where the
roof used to be. He got down all right, but
died on the operating table of a German
Luftwaffe hospital in France. After Mac left,
I went, but hit the tail of the ship, broke my
leg in another place, and also my arm. I
heard from the Germans that John Mackey
(Navigator) was killed in the airplane.”
Sgt. David H. Woo, Radio Operator
added: “On that day I had three relief men
in the rear of the plane, so I was more or
less in charge of making sure they had their
chutes on properly. We had just made our
bomb run and dropped our bombs when I
felt a jolt and a sudden quietness. We were
hit!! I called the Captain on the intercom
for orders, but no reply. So I thought I had
better get out. At least three times I tried to
crawl out the waist window, but each time I
was thrown back. The next thing I remember when I came to, I was in the open. I
pulled my ripcord. I looked up in the sky
and saw only pieces of our plane, but no
chutes. So I must have been the last one to
come down. I landed in the heart of downtown Dunkirk, and there must have been a
whole German Army waiting for me.”
Sgt. Charles Arnold normally flew with
'Pappy” Hall, but was called in to substitute
this day as a waist gunner. “It was a beautiful day for flying! Approaching the target,
flak was not too heavy. Then I heard a muffled explosion and a dull thud - was it front
or belly? Our plane shuddered but flew
straight and level for a few seconds, then
flipped over on its right wing and
started spinning. The radio was out; everything loose was flying around. Jesse, David
and I were all tangled up. (Jesse Norwood,
Gunner; David Woo, Asst. Radio Operator) I
knew that we had had it. I tried to get out
of the waist window, but got hung up
The target for this hurried afternoon
mission was a German Raider thought to be
the Togo, which was found on the morning
reconnaissance flight. It was thought that
the ship was ready to slip out at any time to
raid Allied shipping. Crews were hurriedly
called and briefed,with 17 planes of the
44th BG soon airborne. They rendezvoused
with aircraft of the 329th Squadron, 93rd
BG, and were led by the 67th Squadron's
Captain Arthur Cullen and the C.O. of the
67th Squadron, Major Donald W.
MacDonald, as the formation's Command
Pilot. Two aircraft were lost. A third crashlanded on the beach south of Ramsgate.
The bomb run was exceptionally long in
order to make certain of scoring hits, as this
target required bombing of the utmost precision and accuracy. At approximately 1540
hours, on final approach to target, the
Germans placed very accurate flak bursts on
the formation. Immediately after releasing
bombs, leading A/C #783 was hit very hard
by flak. #2 engine burst into flame and #3
was shot completely out of the wing.
Captain Cullen reported, “We were on the
bomb run. The target was in view. I flew P&I
about 10 seconds, and he made a big correction to the right about 8 to 10 degrees.
We flew that about 10 seconds and I saw
the bomb release light go on - and then
everything flew to bits. It must have been a
direct hit with 88 mm under the flight deck
at about the nose wheel section. It stunned
me for a while, and when I could think reasonably, I looked around to see that we
were in a dive, no ships were in sight, no
roof on the cabin - just the windshield;
numbers 2 & 3 were smoking and the cowling was blown off both engines and very little control on the wheel. I couldn't try the
rudder because my leg was broken.
When I looked over at Major Mac
(Donald W. MacDonald), he made motions
to bail out. I then noticed he had a serious
wound in his stomach. By this time we quit
fooling with the airplane, as she was on her
…continued on page 19
18
�BLACK JACK’S LEFT VERTICAL STABILIZER… continued from page 18
between the gun mount and window frame,
so Jesse went out the other window. As I was
struggling to get free, I saw someone from
the front fly past me. I just got a glimpse of
yellow “Mae West” and black hair, so I could
not identify. I just couldn't see that much in
just a flash.
“Finally I worked myself free and got out
to fall free of the plane. My chute opened
and I landed in the village of Dunkirk, right
on top of a high barn. I got free of my harness and then fell off the roof into a pile of
fresh cow manure!! Quickly a German Field
Artillery Sergeant picked me up. Woo,
Norwood and I were taken to Stalag Luft 8B
& 7A. I escaped three times, was caught
quickly the first two; but my third was successful, and I came back through Russia.
“Just before the takeoff, Capt. Cullen's
regular waist gunner (Cecil D. Goddard) got
clearance for flying by Dr. Hymie and wanted
to take my place, and for me to fly with Lt.
Rufus Oliphant; but since I had already gotten my gear aboard, I asked to stay aboard;
and he flew with Oliphant on our right wing.
After we got shot down, I thought, “Heck! I
should have flown with Lt. Oliphant and I'd
probably be back at the base or in some
English Pub now. Later I heard Oliphant's
ship was shot down with no survivors.”
Cullen's craft was Betty Anne/Gallopin
Ghost. Seven members of the crew were KIA:
Donald MacDonald (CP); John Mackey,
Navigator; Paul Caldwell, Bombardier;
Albert Emery, Engineer and Samuel Weiser,
Radio Operator
Arthur Cullen became POW, was wounded and repatriated; David Woo and Jesse
Norwood were POW; Charles Arnold was
POW, escaped and returned.
The Rufus Oliphant crew on Boardwalk
Flyer were all KIA.
From the 68th Squadron, the Thomas
Cramer crew on The Captain and His Kids
crash landed; three bailed out and were KIA;
eight survived the crash; three of the survivors were later KIA.
****************************************************
On the left side of this picture by Jerry Folsom is a flak explosion. Flying as Co-Pilot on
the George Beiber crew, Folsom snapped this picture at the moment the explosion
occurred, intending only to capture the bomb release.
He believes that the purpose of this
explosion was to ascertain the altitude of the planes for the anti-aircraft guns. (A flak explosion was
referred to as a German Scarecrow.
Many pieces of black metal would
be discharged, endangering any
plane in its vicinity.)
19
�MISS DIANNE (67th Sq.)
ACCEPTED THE CHALLENGE OF THE FORTS
(As reported by Stars & Stripes, February 18, 1943)
These were the stories that came out of the homecoming of Eighth Air Force bombers that
returned to their bases in Britain today after dumping hundreds of tons of explosives on St.
Nazaire, one of the biggest Nazi U-Boat bases in a daylight raid. For the Liberators it was their
second raid in 19 hours, following Monday's visit to Dunkirk.
Good-naturedly ribbing the Forts, the Navigator of Miss Dianne”, a Liberator piloted by
Captain Clyde Price, of San Antonio, challenged the B-17s to match their record of five enemy
planes shot down.
The Navigator, 2nd Lt. Jacob A. Augenstene, Jr., of Pittsburgh, recounted the engagements:
“As we were flying in the tail-end formations, the Germans would attack the Fortresses flying ahead and below us from the front, circle around, and then come to us from behind.
“The first plane that we got,” Lt. Augenstene continued, “was blasted from 200 yards
away, exploded and went all to pieces in the air. The second stalled when it was hit, plummeted straight into the clouds below, leaving a trail of smoke behind.”
Dalton L. Snell, of Marked Tree, Arkansas, Top Turret Gunner; and Sgt. Iris C. Wyer, Jr.
Waist Gunner from Clarksburg, Virginia, each got two of Miss Dianne's victims. Sgt. Lewis J.
Fleshman¸ of Virginia, Tail Turret Gunner, got the fifth.
Fleshman's bullseye was scored on a plane that made the fatal mistake of exposing a vulnerable underside as it turned.
The rest of Captain Price's crew were 2nd. Lt. Robert E. Forrest of Columbus, Ohio, CoPilot; 2nd Lt. Morton P. Gross, of Denver, Colorado, Bombardier; Sgts. Kenneth Laughton of
Pine Grove, California, Radio Operator: Kenneth L. Erhard, Clearfield, Pennsylvania, Waist
Gunner; and Earl W. Holton, Mulliken, Michigan, Rear Hatch Gunner.
Crew Chief of Miss Dianne was M/Sgt. George Baccash.
On 8 March 1943 Miss Dianne went down at Rouen, four missions after answering the challenge of the Fortresses at St. Nazaire. Eight members of the crew were KIA; 3 became POW.
****************************************************
ON THE HOME FRONT
Aluminum Cans collected in
Johnstown, Pennsylvania for the war
effort.
20
�MAIL & E-MAIL
FLAK MAP
Jerry Folsom sent
this Flak Map. It is
labeled September 26,
1944. Webb Todd lists
the mission to Hamm,
Germany on that date.
Can anybody interpret
the meaning of the
notations on this map?
Memories of 2nd Lt. Charles Titkemeyer,
(Navigator, 66th Sq.) from the Database:
“November 5, 1943, we bombed Munster,
Germany. This was the first time we had fighter protection, and it greatly reduced losses.
“January 5, 1944, led raid on Kiel with Col.
Culbertson as Command Pilot. We were out of
position at target, so he ordered us to turn &
bomb target directly into the wind. We
dropped bombs directly on target, but at that
slow speed, we all aged ten years.”
(After the War, Titkemeyer became a veterinarian.)
Tower at Shipdham, could not save the old
edifice; but nevertheless, he moved some of
his heavy metal structure material close to the
tower, protecting it, along with the excellent
stone memorial that Lee Aston made and
installed on the east wall.
Doug continues to monitor all activities
around the Tower. He keeps the Roll of Honor
in his office, making it available to anyone who
visits and seeks information about the activities
that went on there when the 44th BG was flying out, winning the War, 60 years ago.
Steven Oudshoorn of Holland sent this picture to Susan Alexander, niece of Thomas
Cordes, a gunner on
Southern Comfort III.
This A/C was lost on the
low level mission to
Wesel, Germany on 24
March 1945. Two members of the crew survived, Bob Vance &
Louis DeBlasio.
The Dutch people
honor Americans who died, liberating their
country. Cordes is buried at the American
Cemetery at Margarten.
Steve Adams, our UK Representative, laid
the flowers for the 44th BG at Madingley on
Remembrance Sunday. He reported, “This is an
Honor for me to do this for all the Heroes of
the 44th BG who paid the highest price for
the freedom I enjoy, and who some would try
and deny me this God-given right.” The service ended with the missing man formation,
followed by a lone Spitfire, a Dakota, for the
Airborne and finally a B-17.
THE OLD CONTROL TOWER
FALLING APART BUT STILL A TREASURE
Doug Genge, owner/operator of the
Monster Cranes, whose business is next to the
…continued on page 22
21
�MAIL & E-MAIL… continued from page 21
Lester Arms wrote this to Will Lundy, 13
September 1986: “I went overseas in April
1944 as Group Bombardier with the 492nd
BG. Due to excessive losses, we ceased as a
bomb group in August 1944. (530 KIA, 58
MIA) after 10 weeks of operation.
“I was on one of the ten crews reassigned
to the 44th. We had flown 9 missions with the
492nd, and got 20 with the 44th. I was on
(the late) Joe Testa's crew. Col. Eugene
Snavely was Command Pilot and we were the
Lead Squadron on a memorable mission to
Dresden, 16th January 1945.
“We were on the bomb run and target in
the bomb sight when we got hit in #2
engine. Fire was past the waist gunner and
the prop was vibrating badly. I salvoed the
bombs as Captain Testa dove to 16,000 feet.
The fire went out, but the terrific vibration
continued. As we prepared to bail out, the
engine froze and the prop was flat, causing a
drag. Believe me, it is a lonesome feeling, seeing the bomber stream leaving us, along with
the escort fighters. Here we were - 600 miles
from our base and 400 miles from our lines.
We soon lost #4 engine and had to lighten
the plane. Out went our guns, ammo, bombsight, flak vests, helmets and anything we
could throw out. The weather was unusually
clear; we could see horizon to horizon. For
some unknown reason, no fighters came up
to do us in.
“Before reaching the Rhine, we lost another engine, but let it windmill for what good it
might do.
“Knowing the French Army had taken
Strasbourg and the Battle of Haguenau Forest
was still going on, we crossed the Rhine at
Strasbourg, trying to make Nancy. We were
flying at about 10,000 feet; then an Ack Ack
shell went through the wing between #3
engine and the fuselage. That emptied our gas
tanks so we bailed out in the Alsace Lorrain
area in the 44th Infantry Division territory. For
some reason, a fighter pilot reported to our
group that he saw us go all the way down
when we dove to put out the fire. So, when
we showed up about a week later in a C-47, it
came as a surprise to the group.”
Captain Arms continued his report: “We
got in the 29 of the 30 required missions. Our
plane was taken by the SQ Staff for the flight
home. We managed to change 3 engines in
the war-weary plane they gave us. We would
have changed all 4, but could only find 3. We
were the last scheduled to leave for the
States. The old plane had a coating of oil in
the port side due to the bad engine, but we
made it.”
The Testa crew flew the last mission of the
44th, to Hallien, Austria 25 April 1945.
In the Spring 2000 Issue of the 8 Ball Tails,
1st. Lt. Robert Dubowsky (Co-Pilot) reported
on this same mission. His recollections of the
bomb run and bail-out paralleled Capt. Arms
report. This 66th Sq. crew was flying in a 68th
Sq. A/C. All members bailed out safely, but
four sustained injuries: Capt. Testa, Lt.
Dubowsky, T/Sgt. Edward Sledghill, Radio
Operator/Gunner and Robert Frady, Left
Waist Gunner.
When #42-50660 limped to unoccupied
France and could go no farther, the crew
bailed out. Before departing, Capt. Snavely
threw his '50 Mission Hat back into the plane.
Miraculously, the plane went down but did
not burn. A member of Roy Owen's crew
retrieved the hat and returned it to its surprised owner.
“I lost my hat on that mission, also,”
Dubowsky recalled. “The folks in the 95th
Evacuation Hospital in France (in the town of
Saverne) where we stayed for two days were
great. They gave me a hat and treated us all
just fine. I gave my leather flying boots to one
of the doctors.”
On that same day, Judy's Buggy, piloted by
2nd. Lt. Howard Hinman (67th Sq.) was hit
by Flak and crashed near Metz. Two men were
injured. The plane was salvaged.
On returning to Shipdham, Hellza Droppin',
piloted by 2nd. Lt. Gerald Lindsay was abandoned due to fog. The crew bailed out; seven
were injured. The plane was set on autopilot
and presumably, crashed in the North Sea.
…continued on page 23
22
�MAIL & E-MAIL… continued from page 22
down in Germany were also on the
Ballyshannon Liberator. Our historic group
placed a memorial stone on the site last year,
and the Deputy American Ambassador to
Ireland, Jon Benton attended. Little did we
know that Arthur Dittmer died 1 month after
the Ballyshannon crash. (Finn discovered this
on the 44th BG Web Site)
We would appreciate any assistance
that you might offer regarding contacting
any of the relatives. We would like them to
know that he has been honored on a
memorial stone in Ireland. E-Mail;
billfin@oceanfree.net
Frank Scheaffer found the identities of the
men on the picture on page 21 of the Spring
8 BTs. The site was at Marquis de la hue des
Meuliers near Montmoat France. These were
Allied Airmen who had been evading capture
by German troops. The American was a B-17
Co-pilot from the 452nd Bomb Group. His
crew went down on their first mission, 29
May 1944 on a mission to Leipzig. Also on the
picture are a Canadian and an English airman.
Others were members of the FFI (French
Forces of the Interior).
The members of the FFI saved many of our
men; and at great personal risk, kept the
British & Americans apprised of the activities
of the enemy. This information was a critical
when the Invasion began on D-Day.
From the Legacy Pages, William S.
Aldridge's Claim to Fame: “I was Operations
Officer of the 67th Squadron. On 24 July 1944
it was the 2nd Air Division's turn to lead the
8th AAF; 14th Bomb Wing's turn to lead the
2nd AD ; 44th BG's turn to lead the 14th
Bomb Wing & the 67th 's turn to lead the
44th BG. I was advised by my CO (William R.
Cameron) that I would be leading the whole
show. The Mission was saturation bombing of
the German Army at Saint Lo.
Here is my claim to fame: I led the largest
bomber formation that was ever assembled to
bomb one target (approximately 1500 to
1600 B-24s and B-17s.) We flew the mission,
but due to cloud cover over the target, we
were unable to bomb. I flew the mission again
the next day; and again, was Lead Aircraft
Commander for the 8th AAF.
Aldridge can claim fame for another
famous mission nine months earlier -to
Wiener-Neustadt 1 October 1943. “My crew
joined the 67th at Bengazi (a few days after
Ploesti). We did not fly a single mission out of
Bengazi. I cannot forget our second trip to
Africa, that 'milk run' to Weiner-Neustadt.
Well, the ol' 44th BG got the hell-shot-out-of it
on that little ol' milk-run. My crew was flying
'Earthquake (McGoon)' and I was lucky enough
to make it back as far as Italy on 2 _ engines
(no hydraulic system, etc.) I left Earthquake on
the Salerno beachhead buried in the mud.
That was my crew's roughest mission.
From Billy Finn to Will Lundy:
“Greetings from Ballyshannon, Co.
Donegal, Ireland. Very interested in the site (at
Ballyshannon). My main interest concerns
Arthur H. Dittmer who was involved in TWO
Liberator plane crashes, one in Ballyshannon
(19th June 1944) and one over Langenhagen,
Germany (24th August 1944). On both occasions he was pilot. Our local history group,
Historic Ballyshannon, honoured the crew of
the B-24 Liberator which crash landed due to
lack of fuel near Ballyshannon. Arthur Dittmer
survived, while two of the crew of 10 died.
Amazingly, he was pilot of a plane which
came down near Langenhagen 2 months later.
The crew parachuted out, but apparently
Arthur was shot dead by civilians before the
military arrived. Most of the rest survived, and
another crew member, Arthur Grueber, lived
to relate the tale. Four of the crew who came
23
�WILL SEZ
I want to take advantage of this column
to get a message to those of you who have
ordered our Roll of Honor & Casualties and
have not yet received it.
assigned for it all. Although my 'war room'
looks rather depleted, I kept several items -loose photos (boxes of them), many newsletters from several sources, microfilm, etc.-until it can be determined whether they can
be utilized at Carlisle.
Thanks to the great letter that Bob
Lehnhausen wrote and mailed to many of
you, the response was overwhelming. I not
only could not keep up with your orders; my
supply of books on hand quickly sold out! I
immediately requested a reprint of 100 more
books, but the printers had a backlog and
have just finished printing the new order.
Unfortunately, the printing company is in
Massachusetts, so delivery to California will
be taking a week or so.
I also retained most of William (Bill)
Cameron's letters, writings, photos and his
'Journal', so that later I can try to compile
the individual personal accounts of our airmen who flew the famous Ploesti mission.
Webb Todd and Norman Kiefer, our historians for the 68th and 56th Squadrons
respectfully, have included much data about
that mission in their Squadron books.
However, that mission is so important to our
history, it seems fitting to combine it all in
one story. Bill Cameron had attempted to do
the same thing in his revised 'Journal', so it is
important in my view at least) to place it all
into our Master Database and/or in a booklet. I hope to make a dedicated effort on this
project this summer.
In the meantime, I have made my annual
'migration' to my summer cabin here in the
High Sierras, so will be mailing them out
from here; and unfortunately, mail service is
slow, at best. But rest assured that I will be
packaging and mailing them as quickly as I
can. If you wish to contact me for any reason, my phone number and address is at the
bottom of this column. The other important
business regarding the 44th BG is the arrival
of a representative from the Army
Educational Center at Carlisle, PA, to my
home in Cool. He quickly packaged most of
my 44th BG collection of data, books and
photos. After several hours, we loaded
about 15 large boxes onto his pickup and
delivered them to the local Post Office in
Cool.
So, if any of you have recollections, stories or whatever concerning the Ploesti project, and would like to have it included,
please send it to me at my Bridgeport
address, written above. PLEASE DO THIS. We
must make every effort to save YOUR stories
NOW.
Will Lundy
P.O. Box 315,
Bridgeport, CA 93517
Yesterday, thanks to Ruth Morse, I
learned that all of those boxes arrived safely
at the Army Educational facilities near
Carlisle, PA where they are being cataloged
and will be placed in an area specifically
24
�FOLDED WINGS
And so the day drops by; the horizon grows
The fading sun, and we stand struck in grief,
Failing to find our haven of reliefFrederick Goddard Tuckerman
HULBERT, KENNETH #20751 67th Sq. 2 June
2004 T/Sgt. Hulbert was a Radio
Operator/Gunner on the crew of Leslie Lee, Jr.
On one occasion he flew with the Raymond
Maynard crew. He flew 32 missions on
Fearless Fosdick, Three Kisses for Luck, Limpin'
Ole Sadie/San Antonio Rose, Mi Akin Ass, Old
Iron Corset, Miss Marion, Missouri
Belle/Missouri Sue and Lady Fifi Nella. His first
mission was 31 December 1944; his last was
25 April 1945, which was the last mission
flown by the 44th . On this day the American
and Soviet troops met at the Elbe River.
LT. GUY, EARL #20496 66th Sq. 1st Guy was a
pilot, and was credited with two missions, flying with the Thomas Harrocks crew as an
observer. His first mission, 26 November 1944,
on Jersey Jerk was to Bielefeld, Germany,
bombing a Railroad Viaduct. His second mission, 30 November 1944, was to the
Marshalling Yards at Neunkirchen. He was flying in Southern Comfort III.
HAULMAN, CLEMENT # 20582 506 Sq. 7
May 2006 For reasons unknown, Haulman's
record is not in the Database. However, his
obituary from the Gainesville, Florida newspaper states that he attended the USAF Institute
of Technology, later, post graduate work at the
University of Maryland, Tulane University and
the University of New Orleans. He was certified as a Testing Engineer by the USAF. He
served over thirty years of active and reserve
duty in the Air Force. According to the newspaper account, during WWII, he flew both B17 and B-24s. He spent 14 years in Research &
Development as a Testing Engineer at Wright
Patterson AF Base in Dayton, Ohio.
Members of the 44th BG might remember
him at the Reunion in Barksdale, where he
was highly visible in his still-fitting WWII uniform with all his medals. The reason his history is not in the Database is troubling. It can be
assumed that he reached the rank of 2nd or
1st Lieutenant.
LOWE, NELSON #21143 67th Sq. 26 January
2006 S/Sgt. Lowe was a Waist Gunner on the
Jack M. Hyland crew. He flew 38 missions,
the first on 7 July 1944 at a time when the
44th was wiping out railroads, air craft factories and communication centers in Occupied
France, Holland and the German heartland.
The Hyland crew flew in many unnamed
planes, also in Old Iron Corset, Myrtle the
Fertile Turtle, Ffifinella, Three Kisses for Luck,
Mi Akin Ass, Limpin' Ole Sadie/San Antonio
Rose, Fearless Fosdick and Heaven Can Wait II.
Lowe's last mission was 17 October 1944.
25
�FOLDED WINGS
MORRISON, HAROLD C. #21418 66 Sq.
Information of his death came to the 44th
with a returned envelope labeled 'Expired.' 1st
Lt. Morrison served first as a Co-Pilot with
Walter T. Milliner. His first mission was to
Berlin 8 March 1944. After two missions he
was given his own crew, and his first mission
as Pilot was to Bernberg. On one mission he
flew with Frank Davido as Command Pilot. The
Morrison crew flew in such notable A/C as
Myrtle the Fertile Turtle; The Banana Barge,
Patsy Ann II, Gipsy Queen, Northern Lass and
Any Gum Chum. Their last mission, # 36, was
on 4 July 1944.
PECK, FRANCIS J. # 34612 2 June 2006 T/Sgt.
Peck was a Radio Operator on the Newton
Condray crew. His first mission was 16 August
1944. At that time the Allied troops had broken out of the Normandy Beaches and were
on a steady eastward movement. Staying
ahead of the troops, the Condray crew were
bombing strategic sites in Germany, limiting
troop movements and slowing the production
of war materials. Except for one low level supply drop in Holland, all other missions were
flown into the heart of Germany.
The crew flew their thirty-four missions in
Fearless Fosdick, Mi Akin Ass, Lady Fifi Nella
and several unnamed planes. Their last mission was March 12, 1945.
Peck and his wife Donna resided in
Spokane Washington. He became a detective
in the Spokane police department, later
spending ten years working in the Public
Defender's Office. The couple had two children, Karen & Michael.
MULL, FRANK S. #21446 68th Sq. 3 March
2006. Mull succumbed to cancer, as stated in
a note from his wife sent to his buddy
Wendell Drennan and relayed to Ivo DiPiero.
According to Bob Lehnhausen, Mull, Drennan
and DiPiero were all members of the 68th
Armament section. He remembered that 'all
three were exceptional in their skills, exemplifying the old fable about birds of a feather.' As
CO of the 68th, Lehnhausen expressed pride
in these three men who were so proficient in
their assigned duties.
PECKA, WILBUR J. #21630 2nd. Lt. Wilbur
Pecka was a navigator, first on the Richard
O’Neill crew; later he flew with Leroy
Hansen. Pecka flew three missions, first on
Poop Deck Pappy, The Shark and Bad Penny.
His first mission was 3 November 1943; his
last, ten days later on a mission to a Port &
Storage Facility in Bremen, Germany.
Tragically, it was the first combat flight for
the Hansen crew. The weather was severe and
the fighters were fierce. First the #4 engine
was damaged, needing it to be feathered.
Nevertheless, the plane made it through the
target. On the homeward journey, a flak burst
destroyed #4 engine and damaged #2.
Unable to make it across the Channel, Hansen
turned back to Holland and was able to safely
belly-land in a canal. Immediately the crew
became German prisoners.
NABORS, WILLIAM H. 21475 67th Sq. Date
unknown. S/Sgt. Nabors was a Tail Gunner on
the James Perry crew. He flew four of his five
missions in Raggedy Ann II, his first on 20
December 1943. His second mission was to
Escalles sur Buche, an effort to wipe out the
V1 Missiles that were targeting London.
Nabor's last mission was to Berlin on 6 March
1944.
26
�FOLDED WINGS
PHILLIPS, REGINALD (PHIL) #23274 68th Sq.
3 April 2006 Lt. Col. Phillips flew seven submarine patrols before receiving his overseas
assignment. In 1942 he flew Lemon Drop to
Shipdham, arriving at a time when planes
were being shot down at an alarming rate. His
first mission was on 14 November 1942. Most
of his 32 missions were in Lemon Drop, but he
also flew in Natchez Belle, The Avenger and
Eager Eve/Hag Mag/TheMoth Ball Queen.
Phillips was among the group that flew to
North Africa, and became part of the force
that cleared the way for the invasion of Sicily.
He was among the raiders on the Ploesti mission. Phillips left the 44th for the start of the
14th Combat Wing as Assistant Operation
Officer; later Operation Officer. He returned to
the states September 1944. Phillips became
CO of the 206 Base Unit, at Almagordo, NM.
He finished in AAF Board at Orlando, FL.
Bob Lehnhausen remembers Phillips as a
very handsome, quiet, very laid back, intense
pilot who demonstrated all the desirable qualities of a no nonsense bomber pilot. He was
the original pilot of Lemon Drop #699, with
the original call letter of “P”. Charlie Pigg was
the dedicated Master Sergeant who crewed
the Lemon Drop. Lehnhausen remembers the
warmth between the pilot and his maintenance man, Charlie Pigg.
After the war Phillips graduated from
Purdue University. At various times he was a
cattle buyer for Wilson & Co., was active in
farming, insurance and real estate. He and his
wife Dorothy (Dustin) lived in Oklahoma. They
had two sons, one daughter and five grandchildren.
SIMONS, DAVID #22043 4 March 2005
506 Sq. Captain David Simons was a Co-Pilot
on the Richard Parker crew. Their first mission
was on 10 October 1943. Most of their flights
were in Peep Sight, but also in Sad Sack II,
Lucky Strike, Sky Queen and Gallavantin' Gal.
Simons flew with Capt. Jay Smith and Capt.
George Insley at different times.
On 5 November 1943, on a mission to
Munster, Germany, targeting a railroad junction, the bomber group was attacked by a
large number of FW 190s. Peep Sight was hit
and all but one member of the crew were
wounded. Fortunately, the pilot's wounds
were slight; and although he could not stay in
the formation, he was able to bring the A/C
back and crash land at Shipdham.
After fifteen missions with the 44th BG,
the crew was transferred to the 93rd BG
where they served as Lead Crew on Pathfinder
missions, flying a total of 31 missions.
After the War he entered the field of education, serving as principal of a local school.
Later he entered the ministry, an occupation
which he followed for the rest of his life. Rev.
Simons lived in Huntington, PA. He had six
children, one was lost in infancy. His oldest
son Richard was killed in Viet Nam.
THORNOCK, NEWELL BRUCE #22308 2006
67th Sq. T/Sgt. Thornock was a Radio
Operator on the Pinder Crew. He flew three
missions, both on Lib-erty Belle/Lass. His third
mission was to Escalles Sur Buchy, hoping to
wipe out the V1 Missiles that were attacking
London. Several days later another crew took
Liberty Belle/Lass to the same area and the
plane was lost. Thornock and his wife Florence
lived in Bloomington, Idaho at the time of his
death.
TRAGER, MEL #22339 506th Sq. No record is
on file about this veteran.
27
�Join us in Washington. We'll sing it together.
Oh………Off we go into the Wild Blue Yonder, climbing high into the sun;
Here they come zooming to meet our thunder. At 'em boys, giv'er the gun!
Down we dive spouting our flames from under; off with one terrible roar!
We live in fame or go down in flame. Nothing'll stop the U.S. Air Force
Here's a toast to the host of those who love the vastness of the sky.
To a friend we send a message of his brother men who fly.
We drink to those who gave their all of old, then down we roar
To score the rainbow's pot of gold.
A toast to the host of those we love, the U.S. Air Force.
Off we go into the wild sky yonder, keep the wings level and true;
If you'd live to be a grey-haired wonder, keep the nose out of the blue.
Flying men, guarding the nation's border, we'll be there, followed by more!
In echelon we carry on. Hey! NOTHING'LL STOP THE U.S. AIR FORCE
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
�
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�r
44 TH
BOMB GROUP
VETERANS ASSOCIATION BOARD
2004- 2005
President: Roy W. O w e n
108 W a w o n a Place
Chico, CA 95928-8429
Phone(530)891-9157
FAX (530) 891-9157
E-Mail Rwowen44ba@sbcalobal.net
Archivist: C W . "Will" Lundy
2519 Westville Tri.
Cool, C A 95614-2008
Phone (530) 886-8636 (Winter)
(P.O.Box 315, Bridgeport, C A 93517)
(Summer)
E-Mail willundv@aol.com
The 8-Ball Tails©
Official Journal of The
44th B o m b Group
Veterans Association,
Inc.©
Compiled, written and
published tn yearly at
Vice President: Robert Paul Kay
2041 Village Circle
Director: Sidney Paul
10411 Brook Lane S W
East, York, PA, by Ruth
64
Pondview
Drive
Tacoma, W A 98499
Chicopee,
M
A
01020-2139
W . Davis-Morse, Editor.
Phone (253) 584-4420
Phone (413) 593-9082
E-Mail RK1017Omsn.com
Printed and mailed Bulk
Rate at York, PA
Historian: Roger D. Fenton
Secretary/8 Ball Tails Editor:
under U S P S Permit
4311 E. Sunrise Drive
Ruth W. Davis-Morse
#323.
All original
Phoenix,
AZ
85044-1010
2041 Village Circle East
Phone
(480)
893-3761
written
material such
York, PA 17404
E-Mail lomadanaer@aol.com
Phone (717) 846-8948
as letters, stories,
FAX (717) 846-6688
excerpts from personal
Decorations & Awards:
E-Mail rdavismorse@aol.com
diaries or memoirs,
Robert Lee Aston
drawings and photos
830 Cardinal Drive
Treasurer: Richard (Dick) Lynch
submitted to this
Elberton, G A 30635-2606
109 Jason Road, Box 518
Phone
(706)283-1337
journal
will become the
Conrad, IA 50621-0518
E-Mail leeaston@elberton.net
Phone (641) 366-2414
property of the 44th
E-Mail r blynch@netins.net
B o m b Group Veterans
U.K. Representative:
(first 3 letters r_b)
Association and will be
Steve A d a m s
copyright protected
28 Bassingham Road
Immediate Past President:
except where noted.
Norwich, England NR3 2 Q T
Robert J. Lehnhausen
Phone/FAX 011-44-1603-400221
The text and photos are
2540 Benton Court
E-Mail s.p.adams@btinternet.com
Peoria, IL 61615-8838
otherwise reproduced
Phone /FAX (309) 243-1952
from official U S A A F
E-Mail RELehnhausen@aol.com
and U S A F documents
and photos which have
been released for
(Web Page courtesy of
publication. Permission
X-Mission, Salt Lake City, Utah)
is granted for the
contents of this journal
to be reproduced
W e have n e w informati on about our Website.
Read aibout unde r MAIL & E-MAIL.
specifically for personal
archives. Otherwise,
copyright material herein m a y be reproduced by the journal of other incorporated non-profit veterans organizations so long as this
publication is properly credited and prior permission is granted by the editor. (June 2003)
Those submitting letters, stories and photos to the editor or historian must do so with the understanding that this material will
most likely be published in this journal as a matter of interest to the members/subscribers of the Association and this journal. While
every attempt will be made to answer all of the material received, there is no explicit or implied guarantee that an answer will be
provided or published. Except for specific requests for the return of original documents and photos, all material submitted will
become the property of the 44th Veterans Association, Inc., or its successors.
2
�HOWARD MOORE
THE MAN THEY CALLED 'PAPPY'
MB m
m
Howard Moore in 1941
Howard Moore was a First Lieutenant
when he was assigned to Barksdale, the first
h o m e of the 44th B o m b Group. He became
Squadron C o m m a n d e r of the 67th. That w a s
in 1942.
" W e were a b o m b squad, but there were
no planes," he remembered. "After a few
weeks they received one B-24. It was just sitting there two days, so finally I asked the
Line Chief to 'keep m e straight about the
engine, and I'm going to fly it.' The Line
Chief had just graduated from Maintenance
School, but he helped m e get it going. I
took it up, circled a couple of times and
brought it back down.
" W o w ! Did I get in trouble! Frank
Robison, m y C O chewed m e out because I
hadn't been checked out on B-24s. Then, a
couple of days later, I was appointed
Instructor Pilot."
Moore had joined the National Guard in
1940 and was already licensed as a commercial pilot. W h e n the war broke out, he w a s
assigned to active duty with the 153rd
Observation Squadron in Meridian,
Mississippi. America had very few pilots at
that time, so Moore's commercial license w a s
accepted by the Air Corps. Since he was a
first Lieutenant in the Infantry, he retained
the rank in the Corps.
From Barksdale the 67th went to
Oklahoma City, got their equipment; and off
they went across the pond, the first group to
arrive in UK. "Preswick, Scotland w a s
'socked in', so w e had to do an Instrument
Landing. W e missed the runway, and the
Control yelled, 'Turn left, turn left. There's a
mountain ahead.' W e turned, and arrived
safely. Then w e waited for the rest of the
planes...and waited...and waited. None
came. The next morning w e learned that
planes were diverted all over England.
Finally w e got together and flew into
Shipdham."
The RAF did all they could to help the
n e w arrivals. A m o n g other kindnesses, they
fed them English food. That was one of
many adjustments the airmen had to m a k e —
mutton & Brussels sprouts. By this time
Moore was a Captain, having achieved that
rank before he left the States. "Things
moved pretty fast in those days," he
laughed.
"When the missions began, the losses
were horrible. W e were losing planes and
crews at an unbelievable rate. W e were
doing daylight bombing, and with no fighter
support, Luftwaffe was slaughtering us. The
RAF helped as much as they could. Finally,
Frank Robinson, our C O went to Ira Eaker to
complain. They sent him back to the States
.continued on page 4
�H O W A R D M O O R E T H E M A N T H E Y C A L L E D 'PAPPY'... continuedfrompage 3
and put Leon Johnson in charge. Then
when the P-47s came, it helped; and the P51s were life-savers.
"On one mission our plane was battle
damaged, and I couldn't keep up with the
formation. I knew our best bet was to get to
the Channel, and I was almost there w h e n
Roy Klinger, our Tail Gunner reported that
there were fifteen fighters closing in. Just as
the Gunner started aiming at the fighters, fifteen or sixteen RAF Spitfires came up. W h a t
I saw was the most dramatic dog fight I
could ever imagine. There were so many
contrails, it was like a great big ball of snow
up there. W e could see fighters going down,
and hoped that they were German. W e
m a d e it across the Channel and got back to
Shipdham safely. Absolutely, the RAF saved
our lives," he declared. "There was no w a y
w e could have survived that attack."
Moore was sad to remember that on a
later mission to Kiel, Klinger was flying with
another crew. Fighters shelled the tail turret
which fell off, carrying the Tail Gunner to his
death.
H o w did he get the lingering title, "Pappy
Moore"? The answer, of course, is that he
had attained the ripe old age of 28, which
was amazingly ancient to his 18-21 year old
crew members.
W h e n the 44th went to Africa, Moore
was part of the group that were bombing
strategic areas in Sicily, in preparation for
General Patton's assault on the island. W h e n
the Ploesti Raid was in the planning, he had
already completed his missions. Having a
wife and two babies at home, he opted to
hitchhike to London on a transport plane,
travelling via Marakesh. From there, he
m a d e it h o m e to his family.
His next assignment was to be the personal pilot for General Mark Clark. This took
him on flights in and out of Moscow, flying
in a B-17; once into Vienna. At one point his
skills became known to General Eisenhower,
but Mark Clark was not ready to release his
prize. W h e n the situation changed, he was
assigned to fly a C-47 to the Presidio in San
Francisco.
In 1947, w h e n the Army Air Corps
became the U.S. Air Force, Moore was transferred to Carswell in Washington, D.C. with
the 7th B o m b Wing. By that time he had
risen to the rank of Lt. Colonel.
Next he became C o m m a n d e r of the Base
in Rapid City, South Dakota, later Base
C o m m a n d e r on B-36s, later Wing
C o m m a n d e r on B-36s. From there he
returned to Carswell to become C o m m a n d e r
of the 11th B o m b Wing. While he was there
his Wing w o n two Fairchild Trophies in an
International Bombing Competition. He later
flew B-52s.
Brigadier General Howard Moore
His next assignment was at the National
W a r College in Fort McNair in Washington,
D.C. Then Wing C o m m a n d e r of Bergstrom
AFB, Texas. He was there one year; then on
to Altus, Oklahoma, where he was 816 Air
Division C o m m a n d e r for two years. Then
back to Carswell as 19th Air Division
Commander.
Moore's next assignment was G u a m ,
where B-58s were flying. A n unexpected
health problem arose, and he passed out on
the job. They ushered him to the hospital,
then informed him that he was grounded,
.continued on page 5
�HOWARD M O O R E THE M A N THEY CALLED 'PAPPY'
one of the most sobering moments of his
life. From there he went to Ogden, Utah
where he was Vice Commander of the Depot.
However, with his flying days over, the allure
of the Air Force was gone. He retired and
moved back to his home in Ft. Worth, Texas.
He was 52 years old at that time, and had
risen to Brigadier General.
General Dynamics was working on the
F-16; so he was a welcome addition to their
operation. He was named Chief of Training,
a job he held for the next six years.
His last occupation was to take up ranching. He joined a partner, and between them,
they had 50 head of cattle. Being a rancher
was not as much fun as flying, so he gave up
that occupation, and currently enjoys retirement at his home in Ft. Worth with his wife
of 72 years. Margaret Myers Moore had been
his 7th grade sweetheart. The couple lost
one child. Their son, Howard, Jr., followed in
his father's footsteps and became a Captain
on a major airline. He recently retired, and is
now a private pilot for Ratheon.
continued from page 4
'The little farm boy from Indiana' has
rubbed noses with many of the most powerful people of his era. He laughs that 'he was
the only person w h o ever passed up dinner
at the White House.' President Eisenhower
invited him, but his friends from the War
College were dining at the same time, so he
joined them. Later, Ike requested his company at Bergstrom, and they reminisced about
the War.
General Ira Eaker met B/General Howard Moore
at Ogden, Utah, a great opportunity to
exchange war stories, 1965.
Howard Moore and Margaret with John
Kennedy at Carswell. 11/2 hours later,
Kennedy was assassinated.
Howard Moore & Lynden B. Johnson arriving at
Carswell.
Howard Moore and Bill Cameron are the only two of the original 90 combat men to complete
their tour of 25 Missions.
�T H E PRESIDENTS C O R N E R Roy Owen
After all of the times I have been through the 'passing of the
gavel" process, one would think it would become rather routine
However, here it is once again, time to frame s o m e words which will express both
the gratitude I feel for again being afforded the opportunity to serve as your
leader in this, the most beloved and proud organization, to which I belong. At the
same time, I welcome the return to attending to the promises I have made, to continue as best I can, to ensure w e hand over to our heirs, the most respected WWII
B o m b Group Association in our nation.
The most significant event of this brief two year term we have witnessed is the
affiliation of the 44th B o m b Group Veterans Association with The U.S. Army
Heritage & Education Center at Carlisle Barracks, Pennsylvania. With the recognition of the Army of the 44th B G V A as the archival parent of the USAAF W W I I 44th
B o m b Group (H), w e have finally found a proper historical h o m e for the 44th
Colors and Battle Streamers to fly, and the archival body of our official history to
safely reside. For this, w e should all be thankful to our Secretary/8BT Editor, Ruth
Morse and her Tailgunner husband, Perry, for their diligent m a n a g e m e n t in seeing
this project become a reality.
I am really looking forward to our reunion in Tacoma. It is such a beautiful part
of the country, and the center of a large part of the air transport production of our
nation. Paul Kay has the Welcome M a t laid out for us. See you there!
Your President
(This is the last time)
v_
J
�THE KIEL RAID REVISITED
Roy O w e n wrote a well-researched report on the Kiel Raid in the Spring 1997issue of the 8
BTs, Vol. 2 - Issue # 2 . A m e m b e r of a third generation of Douglas Myers, Andrew Turner, his
grandson, wrote a documentary on the aftermath, telling the story of the P O W s w h o survived
the mission to suffer the hellish consequences of imprisonment.
The mission, 14 M a y 1943, w a s to the Krupp Submarine Building Works at Kiel, one of the
most heavily defended targets in Germany. Its value to the Reich w a s in production of U-Boats
that were successfully attacking Allied shipping. The 44th, led by Col. Leon Johnson, had 21
aircraft following B-17 formations; their assignment, to drop high explosives. The Liberators
were to b o m b with 100 lb. & 500 lb. cluster incendiaries. The object w a s to set fire to the rubble created by the Fortresses. According to Will Lundy's report, it w a s the toughest test to
date. Enemy Aircraft destroyed by the gunners: 21, 13 probable and 1 damaged.
The 66th Sq. lost Scrappy; 67th Sq, lost Miss Delores, Annie Oakley and Little Beaver;
Rugged Buggy (68th) went d o w n , Margaret Ann w a s not lost, but one gunner w a s KIA and
three were seriously injured. 506th Sq. Wicked Witch went down. She had only a nine m a n
crew.
The Ruthless w a s too battle-damaged to land at Shipdham; so she w a s directed to Ireland
for repair. A total of six planes were lost, 25 m e n were KIA, 27 became P O W . M a n y of the
P O W s w h o survived that mission were sent to Stalag Luft III.
T w o years later, w h e n the Russians were approaching, they were sent on the infamous
Death March, described by Andrew Taylor. His grandfather, 2nd. Lt. Douglas Myers, Co-Pilot
on the Captain John W . S w a n s o n crew; Swanson, Myers, Schiefelbush and Sidney Bank survived and became P O W s . Wolf, Mears, Christensen, Duncan and Glemboski were all KIA.
Wicked Witch w a s the second 506 aircraft and crew lost since joining the 44th in March.
For the success of this mission, the Group w a s awarded its first Unit Citation.
Crew of the Wicked Witch
Front R o w L-R 1st. Lt. James C. (Curt) MacAtee, Pilot; 2nd Lt. Douglas B. Myers, Co-Pilot; 2nd. Lt.
Richard L. Schiefelbusch, Navigator; 2nd. Lt. Sydney W. Bank, Bombardier.
Second R o w L-R S/Sgt. Joseph B. Duncan, Left Waist Gunner; S/Sgt. George E. Christensen, Right
Waist Gunner; S/Sgt. Stanley W. Gliemboski, Tail Gunner; T/Sgt. William J. Mears, Top Turret gunner;
T/Sgt. Frederick T. Wolf, Radio Operator.
Back Row: Maintenance Crew. Names not known.
�THE DEATH MARCH OF THE KRIEGIES
As written by Andrew Turner,
Grandson of Douglas B. Myers
O n Saturday, January 28th, 1945, the prisoners of Stalag Luft III could hear artillery
rumbling in the distance. The Russian army
was advancing and was reported to be about
22 miles away from their c a m p in Sagan,
Germany.
It was surmised one of three things would
happen. The first was that the Russians
would overtake the c a m p and the Goons
(German guards) would surrender or flee. If
this happened, the Kriegies (a short form of
the German word for P O W ) expected their
liberation would c o m e without fear. The second option m a y be an order from a fervent
Nazi official for the prisoners to be executed.
If this were the case, the Goons were sure to
have a fight on their hands. The last option
would be a mass march across Germany. To
this option, American Brigadier General
Charles Vandermann said, "In that event w e
will suffer m a n y casualties, and it will be a
March of Death." This last option w a s soon
to become a reality.
The m e n had been expecting something
to happen for days, but on the evening of
the 28th the announcement came. Orders
were given to evacuate the c a m p post-haste,
they would begin marching in one hour. In
his 1960 book Krieggie, Kenneth W .
Simmons describes the time directly after the
order was given.
"The next forty minutes of accelerated
activities surpassed all records for assembling
and preparing for a mass-moving project.
Closets were emptied, food divided, packs
rolled, beds disassembled, kitchen stripped of
food and dishes, tools and weapons were
uncovered. Most of us dressed with two
pairs of socks, two suits of underwear, two
shirts, overcoat, hat and G.I. gloves. By tenthirty most of us were ready and waiting to
move out."
The situation was even more grim for the
Goons w h o would be guarding them, than
for the Kriegies themselves; there were about
8 guards for every 100 prisoners. The Goons
were just as cold, just as hungry, and just as
ready for the war to end as the prisoners. By
11:30, the Kriegies were beginning their
march from Sagan toward Berlin. Simmons
says:
"I had never expected to be marching
from Sagan in the direction of Berlin...the
mark m a d e on us at Sagan would never be
erased, and I knew it. W e moved up the
long hillside. The column slowed d o w n as
the climb grew steeper. Somewhere near the
top I turned around and saw Stalag Luft III in
flames. The fire covered several square miles,
and the flames leaped high in the cold air.
This was the end of Stalag Luft III and the
beginning of the March of Death in
Germany."
In The Longest Mission, a 1995 reunion
publication by the Association of Former
Prisoners of Stalag Luft III, the fire blazing
below and the tremendous migrations is
given greater definition:
"Over in the North Compound, Block 104
went up in flames, small retribution for murder of 50 Kriegies. It had been the origin
point of the 'Great Escape' tunnel. The West
C a m p moved out at 12:30 a.m.; the North
and Center at 3:45 a.m., and the East at 6:00
a.m. The great exodus was on, a line of m e n
stretching for 20 miles."
The Kriegies were not the only reluctant
travellers on the road. Lt. Richard
Schiefflebusch had been a P O W at Sagan for
almost 2 years. In a World W a r II Odyssey, he
describes the departure from Sagan:
" W e had strange, mixed feelings - glad to
be leaving the camp, but fearful about our
future in the extremely cold, snowy night.
After several hours of marching the German
c o m m a n d arranged for us to stop for rest
and to receive rations. Unfortunately, the
stopping place was a windswept autobahn.
The food supplied w a s black bread and white
margarine. After about an hour w e went on
•continued on page 9__
�T H E D E A T H M A R C H O F T H E KRIEGIES... continuedfrompage 8
with the march, much colder and less confident than before. O n e of the principal
aspects of our march was the excessive number of civilians, especially old people and children, w h o were crowding the roads as w e
moved toward our still unknown destination.
They were, of course, trying to escape the
westward moving Russian armies that were
over running their villages and their homes.
The estimates were given in the historical
account of this migration was 6,000,000
people. They were mainly Polish and
German. It was the most abject, massive
human tragedy that I have ever seen. The
procession included people with small horsedrawn carts, wagons and people with sleds
and people with backpacks, all trying to
survive."
Vernon L. Burda writes about one incident
during the first hours of the march in his
composition I Saw Ten Thousand M e n Cry;
"The column of m e n was terrifically long
and w e moved very slowly. Along the highway (Highway 99), w e met the once mighty
Wehrmach Ski Troopers, all in white - and
these 'Supermen' were begging cigarettes
from us as w e passed. They were either
about 40 or 50 years old or young kids headed for the front."
Simmons' account of the beginning hours
of the March of Death is very similar to
Schiefelbusch's.
"Our travel along the highway was almost
paralysed by the thousands of people moving
in one direction. These civilians were bitter
and demoralized, and many of them, I felt
sure, would rather surrender to the Russians
than continue. The civilians were, in fact,
prisoners too, for the S.S. troops moved
them by the force of rifles and bayonets.
Every n o w and then some civilian would sit
d o w n and refuse to go on. A rifle shot
allowed the civilian to sit there forever."
O n the night of Sunday the 29th, The
Germans allowed an overnight stop.
Schiefelbusch was able to grab some sleep in
a barn. Simmons and about two thousand
others spent the night packed into a small
church. The Kriegies began to realize their
situation was even worse than they had
expected. Many of the m e n were becoming
very ill. Simmons describes his night in the
church:
"The church was packed so tightly that
any m a n w h o found it necessary to m o v e
more than a few feet was almost certain to
step on someone else. Toilets were set up
outside, and there was a continuous line to
and from them. With two thousand m e n in
one small building, lines were moving all
night long. Many m e n became desperately
sick at their stomach and were never able to
reach the door. Dozens of m e n rushed up
aisles vomiting all the way. Others with
dysentery stepped on hands, feet and stomachs, trying to get outside. Nerves were
strained to the breaking point."
The next stop on the March of Death
would be Muskau. After hours upon hours
of marching in the freeing cold, sleet and
snow, they arrived. The m e n were to be sheltered in an industrial area, in abandoned factories and plant buildings. This was somewhat alarming, since they would be targets
for air raids, but as Simmons put it, "Most of
us were too tired to care". Simmons and
Burda were housed in brick buildings with
heaters. Burda describes it as dry, w a r m and
lit..."and best of all, w e got German black
bread and marge. W e were too tired to do
much but eat - and then w e slept on the
concrete floor."
Schiefelbusch's experience at Muskau
shows the enormity of the March by the contrast in available shelter.
"On the last phase of marching, our
group was on the tail end of the marching
line. This meant that w e would be the last
group to be sheltered. After an hour w e
were herded into the only shelter left for us,
an abandoned glass factory. A 30' x 20'
massive iron slide door designed to close us
off from the wind and snow wouldn't close.
It was off the slide mechanism and couldn't
.continued on page 10
�T H E D E A T H M A R C H O F T H E KRIEGIES... continuedfrompage 9
ahead of the engine, and there were water
fountains in the station. W e broke ranks en
masse, and started for the pond and water
fountains. Guards fired in the air, but all of
us moved to the water. M e n drank and filled
their cans and jars with water. Until that
m o m e n t I had never realized the value of
plain water. It was the most valuable necessity of life. Without water, m e n became animals."
It would be four days before the m e n
would arrive at Mooseberg and their n e w
h o m e StalagVII-A. The buildings at Vll-A
were meant to house 100 prisoners, but
were n o w housing 300. The latrines were
overflowing, and there was excrement all
over camp. The fleas, lice, bedbugs and rats
were rampant. M a n y of the Kriegies had not
changed clothes or bathed in over a month.
The Kriegies would spend the rest of the winter at Mooseberg in bad conditions.
Schiefelbusch tells of the conditions:
" W e came into a louse infested, crowded,
hungry, under heated and confused environment. I honestly believe the Germans were
doing their best, but their transportation system was breaking down. Red Cross supplies
could not get in. The communication with
our h o m e folks was non-existent. The
Germans literally did not have enough food
and fuel for the camp, and worst of all, they
did not have any clear-cut policy for running
the camp."
O n April 29th things were about to get
better. Tanks were seen in the distance. A
short battle ensued and ended quickly with a
tank from Patton's Third Army crashing
through the gates. The soldiers were throwing rations to the prisoners as if it were
candy. Celebration ensued as the Krieges
knew that for them, the war was really over.
Burda explain the m o m e n t very passionately.
"Then, suddenly, for no apparent reason,
a hush fell over the compound, and all eyes
turned toward the town in which stood two
high church steeples...and then it occurred, a
be moved. So w e tried to make the best of
it. W e arranged those in the worst shape
into a compact group on the cement floor of
the huge enclosure and found blankets to
put over them,. W e searched through their
clothing and back packs to find something
for them to eat. W e reasoned that their bodies had simply run out of heat, and that w e
must help them to replenish it. Sleep for
most of the helpers was out of the question
until w e got those in shock or those convulsing stabilized so that they could rest. W e lit
fires, but the smoke became so thick and
dangerous that w e had to put the fires out."
The next day, the Kriegies would make the
march some 18 miles to Spremberg where
the second phase of their nightmare would
continue. Burda says:
" W e saw plenty of signs that reminded us
of h o m e - Esso, Mobiloil, Kodak, Agfa and
others. The Germans crowded us into the
old French 40 and 8s', and I do mean crowded. There were 55 m e n and a guard in our
car...I lay on the floor and several times I
woke up with four m e n laying zig zag across
me, so that I couldn't even move...we had
gotten to the point where w e didn't care
where w e were going, as long as w e got
there. The Germans gave us no water, and
that was no fun. Most of the guys had loose
bowels and were throwing up."
S o m e h o w the Kriegies were able to find
some sort of order in this chaotic environment. They would stand and lay d o w n in
shifts, organized areas of the cars for toilets,
cared for the sick, and attempted to get
along with each other. The major problem
was the lack of water and the refusal of the
Goons to provide it for them. Eventually it
came to a breaking point, as Simmons
explained:
"All of us started hollering 'Wasser,
Wasser.' W e had m a d e up our minds w e
were either going to get some water or die.
The station was crowded with civilians trying
to board trains. There was a pond just
.continued on page 11
10
�T H E D E A T H M A R C H O F T H E KRIEGIES... continued from page 10
bond allowing them to make the march from
Sagan. A union enabling a m a n to carry a
stranger on his back for days through the
snow, and to never meet him again was not
u n c o m m o n . There was an inner strength,
empowering a sick m a n on the verge of
death to march tough arctic conditions with
only a vision of h o m e to move his tired legs.
Many of these m e n left Sagan and never
completed the march to Mooseberg.
However, many more did make it h o m e to
their families, careers and lives. They have a
fascinating story to tell and one which needs
to be remembered.
scene, the happening of which brought tears
streaming d o w n the face of every American
prisoner-of-war, and a sob from every throat
- w e saw the greatest sight, the most emotional m o m e n t w e would ever witness raised before our eyes and flying defiantly
above one of the church steeples was the
symbol of our beloved land - The American
Flag. Yes, the tears flowed from over ten
thousand faces that day - over ten thousand
unashamed faces, as that flag shocked us
back with memories of the place w e all held
most dear - our beloved land, our home."
Many of the Kriegies in Stalag Luft III
were airmen w h o had been shot down. They
may not have fought the war on the front
lines, but they fought a different type of war
- a war in their mind. A war against discouragement, hopelessness and despair was their
fight. They battled to keep their fellow
Kriegies in high spirits, to make sure they all
saw their homes again. A bond developed, a
Ed. Note: This well-researched treatise was
written by Andrew Turner, grandson of
Douglas B. Myers, a co-pilot on the John
Swanson Crew, 506 Sq. Their plane went
down on May 14, 1943 on their 5th mission
to the Krupp Submarine Works in Kiel,
Germany.
YOU ARE CORDIALLY INVITED
The 2nd Air Division is planning a huge turnout of veterans for the upcoming unveiling of the Air Force Memorial in Arlington, October 14, 2006. They are asking all B o m b
Groups to be participants. Until now the Air Force has been the only branch of the
service that has not been memorialised.
The Department of Defence recently released the final design for this monument
which will be placed at the promontory of the Arlington Naval Annex Property, overlooking the Pentagon. The design is intended to evoke the soaring images of flight, while
providing a spectacular visual gateway into the nation's capital.
Although the 44th held their Reunion in Washington two years ago, the Board is considering a return for this momentous event. The final decision will be m a d e at the
Tacoma Reunion, Labour Day Weekend.
Two members of the 44th, Dick Butler and Roy Owen, have been involved in the
creation of this overdue edifice.
Any veteran is welcome. Membership in the 2 A D is not required.
n
•
�THE SECOND AIR DIVISION AT SAN ANTONIO
More than 275 members of the 2 AD,
eleven from England, gathered at the Hyatt
Regency, front door to the Riverwalk, in the
famous town where the Alamo was lost, but
Texas was born. Dick and Ardith Butler,
Perry and Ruth Morse carried the torch for
the 44th. It was a gathering of happy
remembrances and a strong determination to
launch n e w initiatives.
The Heritage League brought photos of
the Memorial Library in Norwich, a m o n g
them, the Donor Tree which features the
names of those w h o have m a d e contributions—bronze leaves, gold leaves and decorative rocks, each indicating the size of the gift.
There are also dark leaves, awaiting donors.
T w o generations of Anglicans enjoyed the
Mexican treats along the Riverwalk and
explored the shops at Market Square.
Matthew Martin, Chairman of the Memorial
Trust Board of Governors thanked the 2 A D
for their generosity in establishing the
Memorial Library, and reported on current
activities. The current Fulbright Scholar has
completed her commitment, and will be
returning to the States. A n e w one has
already been assigned.
David Hastings, a m e m b e r of the Board of
Governors, w a s effervescent in his gratitude
for the fact that Americans c a m e to England
in their 'darkest hour', to bring defeat to the
Nazis. A RAF Pilot, Hastings related his
delight in once having the opportunity to
pilot a B-24, Diamond Lil. This Liberator,
o w n e d by the Confederate Air Force, is one
of only two that are still airborne, and probably the last that will ever cross 'the pond'.
Dick Butler stands by as Ardith shows her award,
presented for her many years of dedicated service. Jean Hastings was also cited.
Howard Nesbitt (93rd), Earl Zimmerman (389th)
and Perry Morse (506) light a candle for those
lost in the Ploesti Mission.
The Donor Tree
�(
LETTER FROM SHIPDHAM
Well, the wind has dropped and the rain is now warm; it has to be Shipdham in the
summer-time. There is a good deal of flying going on and the club's n e w motor glider
is working hard, getting its pilots through their check rides, and in some cases, their
first full licenses.
Our hard working Museum Curator, Peter Steele, revalidated his power pilot's license a
week ago. Not bad, w h e n you think he was flying Mosquitoes over Germany, just a
couple of years after you guys had been there with the B-24s. So w e are not only getting the youngsters airborne again, but also returning some 'retired' pilots back into the
air for a second go.
In the last edition I told you that the Aero Club was taking part in the Shipdham village
fete to celebrate the VENJ 60th anniversary. Well, w e did, and it was superb. Even the
Shipdham weather held out for us, and the club put on a large display featuring one of
the gliders from the Shipdham fleet together with a stall showing and selling items of
memorabilia, together with badges and stickers of the Flying Eight Balls. W e also did a
double fly past with one of the club planes immediately after the opening ceremony.
The Aero Club stand soon became the centre of attraction for all the visiting veterans,
Army, Navy and RAF, w h o all wanted to pass by and share their memories of their W W I I
experiences. Obviously w e also had several local villagers w h o also held fond memories
of the air crews and ground crews w h o flew out of Station 115 back in the 40s. There
was a lot of reminiscing!!!!!!!!!! With a traditional British T o w n Crier' keeping the
whole thing going, it was a memorable day that only came to a close well into the early
hours of the following Sunday morning.
We are planning a concerted working party to push along the work of the 44th museu m as progress has slowed somewhat after Peter Steele damaged his arm quite badly,
and was put out of action for many months. He feels that a good concerted push over
this winter should get us back on track.
Thanks to all of you who made contact with words of sympathy and encouragement
after the b o m b s that recently shook London. As you guys that were here in W W I I
know, a few b o m b s wouldn't shake Londoners that much, and certainly would not stop
Londoners going about their normal business. It's just so hard to understand w h y anyone would be so set against the freedoms that you guys fought so hard for here in
Europe all those years ago. Particularly as you and I know, they just won't win. 9/11
has told them that already.
Look after yourselves,
Love and best wishes from your English friends,
Peter Bodle
\ ,3 J
�44TH M E M B E R S H O N O R CAPTAIN R O B E R T KEYES
A Memorial Service held May
13, 2005 for Robert Keyes,
co-pilot on the Spagnola
crew (67th Sq.) w a s attended
by L-R (rear) Lee & Mary
Aston, Bernadette & John
Gately; (front) Mrs. Marie
Keyes, daughter Louise Rutky.
Aston w a s Navigator on
Keyes' crew; Gately was an
aerial gunner.
Aston arranged a Flyover from Gabreski AFB, Long Island, N Y
for Keyes' Memorial Service. Keyes' cremated ashes were
scattered over Peconic Bay by an AF helicopter near the
Keyes' summer h o m e on the Bay.
�INTRODUCING THE WEBMASTERS
W h e n Jerry Folsom was Treasurer of the
44th BGVA, his enthusiasm for the 44th BG history inspired his wife's son to suggest setting
up a W e b Page. Guy Adams, our first
Webmaster, presented the idea to the 44th
Board at the Barksdale Reunion. He was so
inspiring and enthusiastic; the Board authorized
him to proceed. Jerry provided the information, introduction to the 44th, brief history of
the group, the front picture and other pertinent information; Mike Mikoloski supplied
most of the personal pictures.
Guy Adams (Beverly's son) and Jerry Folsom
Guy set up a meeting for Jerry with a Salt Lake
City computer company, X-Mission. They were
kind enough to accommodate this veterans group. The W e b Page came into existence without cost to the B o m b Group.
Guy set up the Website with the intention of making it very simple to navigate; and as he
describes, 'there were lots of 'bells and whistles' left out that are on today's 'fancy' websites."
This was a deliberate decision, as he felt that in time, someone would take the website to the
'next level', and include the military database and other more interactive parts.
With a full time job and being a scoutmaster plus a m e m b e r of a very active family, Guy's
schedule was extremely busy. However, the work he had done proved to be truly beneficial.
People w h o didn't even k n o w there was a 44th BG contacted Jerry, many joined, increasing
our membership, some came to the next reunion. In fact, Jerry's computer was filled with
hundreds of E-Mails, asking for information about missions and lost friends. Guy's life got
busier; so w h e n the 44th Board voted to transfer the Website to Arlo Bartsch, he was very
happy to release the password to someone w h o he considered more skilled. He stated, "I
wanted the Website to become much more than I could make it - and n o w it can be."
The 44th is truly indebted to Jerry & Guy for their dedication to this noble project.
(Guy's occupation is Assistant Director for High Performance Computing System, University
of Utah.)
Next in line for the title of Webmaster was Arlo Bartsch. Arlo
knew a great deal about W W I I — h e had been a pilot on, of all
things, a B-17, 379th B o m b Group, 525th Squadron, based at
Kimbolton, England. He flew 37 missions.
After developing combat proficiency, flying as a Co-pilot for 20
missons, 1st Lt. Bartsch was assigned to fly as the Aircraft
Commander, teaching n e w pilots h o w to handle combat. He can
proudly say that in the nineteen different planes that he flew as
C o m m a n d Pilot, with 114 different crew members, not one was
wounded or killed, none bailed out, none became P O W . He was
there in the latter part of the war, 1944-45, and was lucky enough
to be spared attacks by enemy fighters. Flak was in constant supply. Arlo Bartsch
15
�I N T R O D U C I N G T H E W E B M A S T E R S . . . continuedfrompage 15
Having survived the war, like most veterans, he went h o m e and filled his life with marriage
and family. Tragedies struck, and after the death of his second wife, he searched for n e w
direction in his life.
Forty five years had passed since he had climbed out of a Fortress. From an article in the
local paper, he learned that Boeing was celebrating the 50th Anniversary of the B-17; so he
attended, only to learn that he didn't k n o w a single soul at the gathering. He went h o m e and
set up a simple spread sheet with all planes and all crews of his B o m b Group, and then decided the entire 8th Air Force should be on record. Unfortunately, it just didn't happen.
At that time veterans were interested in placing plaques and m o n u m e n t s to herald their
activities, and creating a database was too n e w of an idea to attract their attention. Only his
o w n group were supportive of the idea.
W h e n Arlo ran into Will Lundy at a Second Air Division Reunion in Chicago, they found
they had mutual goals. Will realized that there was a w a y to preserve and distribute all the
information about the 44th B o m b Group which he was laboriously collecting. W h e n the 44th
BG met in Savannah, Arlo demonstrated his creation; and at last, Computer Generated Data
Ltd. found a group of airmen w h o saw value in his work. N o w , ten years later, almost all the
data has been entered. Disks will soon be available for all members. Technology has m a d e it
possible for the details of three years of air war in the greatest conflict in h u m a n history, to be
preserved in minute detail. Arlo hopes your children and grandchildren will put it into their
computers, so the stories will never be lost.
In the Winter edition of 8 Ball Tails, you were given a lesson on accessing the 44th BG information from cyberspace. Y O U R DISK WILL H A V E M U C H M O R E INFORMATION. D o not put it in
a drawer, to be dealt with at a later date. Share it with your children, grandchildren, local
library, VFW, American Legion...any place that has a computer. This is your history. You helped
win the War, so at this point in your life, there is nothing to gain by modesty. Here's an interesting bit of knowledge that you might enjoy—once you've installed it in your o w n computer,
you can add anything to your o w n history that you wish. You can embellish your war experience to your o w n liking. How's that for a challenge? In your o w n office, you can even be a
brigadier general! (Your disk will continue to hold the official record. Your computer can say
anything you like.)
If you wish to contact Arlo, call (501) 922-5247; his e-mail address is afbas@aol.com. He
will be demonstrating the use of the Database at the General Meeting of the 44th BGVA at the
Tacoma Reunion over Labour Day. Come and get an education.
/J11 v\\
�THE CONSOLIDATED LIBERATOR
(THE BOYS IN THE B-24)
By Christopher D. Clark
The Consolidated Liberator w/the boys of the B-24,
From Ploesti to Berlin, they knocked on Hitler's door
In the days before 9/11, Al-queda, and Iraq
The boys of the B-24 dropped many an egg from
their b o m b rack.
Off to fight on a distant shore, the roar that was heard,
was of the B-24
From the boys of 42 or 43, came the m e n
that set Europe FREE.
For all that they have done, w e can't repay,
but thank God for the eggs they dropped
From their b o m b bays,
for these m e n in the B-24,
all of their history is n o w folklore.
Ed. Note: Chris Clark is a regular researcher of 44th history in the National Archives
From George Washburn, 44th Vice President to the 2nd Air Division:
The Second Air Division Association has opened a fund drive to support "Second
to None: The Legendary Liberator Gallery" at the Mighty Eighth Air Force M u s e u m in
Savannah, Georgia. Approximately $87,000 is needed to complete this major centrepiece of the 2nd Air Division exhibit.
The exhibit centers around the nose section of "Fighting Sam" on loan from the
Imperial W a r M u s e u m in Duxford, England. It contains n e w exhibits and graphics
and a B-24 Flight Simulator. A large screen will feature original B-24 combat
footage.
I would encourage all 44thers to contribute to this exhibit. Donations m a y be
sent to E. W . Nothstein, 2nd A D A Treasurer, w h o will pass the funds on to the
Museum. Make your donation out to "2 A D A Second to None Legendary Liberator
Campaign" and mail it to him at 40 M e a d o w Drive, Spencerport, N Y 14559-1142.
17
�THEY'RE ATTACKING OUR FRIENDS
July 7, 2005
From Kevin Watson (longtime friend of 44th BGVA): "I was at Heathrow Airport in a hotel
w h e n the b o m b s went off. I thought something w a s up, as all of a sudden m y cell phone
would not work.
"Something has got to be done about the religion that allows them to commit atrocities in
the n a m e of God."
The terrorist attack in London was shocking on both sides of the ocean. The close relationship between the two countries was evident at the 2 A D Reunion w h e n Perry Morse and
David Hastings met, each thanking the other for kindnesses extended in W W I I and later.
Americans are cheering, everytime Scotland Yard catches another Terrorist.
Elizabeth Mills is conducting an ongoing search to locate Jack Holtzman, friend of
Ackerman. He was the Bombardier on the Fineman Crew, 66 Sq. Any information about his
whereabouts can be directed to the editor of the Eight Ball Tails.
David Hastings & Perry Morse
Elizabeth Mills of Eastbourne placed a cross for
Edward Ackerman, her lost sweetheart; and James
Bolin, her friend. The Ruth-less crashed February 2,
1944, carrying the entire crew to their death.
BUTTS BROW, CRASH SITE OF THE RUTH-LESS They said they would always remember, and they
do. Butts Brow, 29 May, 2005
18
�Warren F. McPherson Remembers When
THE WILD BLUE YONDER TURNED BLACK
Flak! Ask any crew m e m b e r to define
flak, and you might get dozens of answers,
because it meant m a n y things to each of us.
These meanings would include bitter m e m o ries, fear, anxiety, pain, frustration, despair
and even determination. It usually meant
terrifying nightmares which continued for
years to come.
It was never hard to identify flak. The
first time w e saw it, w e knew beyond question what it was. O n our first bombing raid,
the deeper our bomber got into Nazi territory, the closer w e were to seeing our first
burst of flak. W e weren't disappointed!
Suddenly, just outside the w i n d o w of the
left waist position, it was like the burst of an
artificial bouquet from a magician's sleeve.
It announced its arrival with a roar like the
violent clash of a mighty set of cymbals and
an angry burst of flame which quickly
clothed itself in a puffy cloud as black as an
undertaker's shroud.
Each flak burst propelled scores of whitehot metal slivers scampering in every direction through the subzero atmosphere—
searching for a bomber on which to hitch a
ride. W e never welcomed such hitchhikers,
but many found their mark. Sometimes their
mark was a vulnerable gas tank, an essential
engine part, a control cable, or a fragile landing gear. Sometimes it was a pilot, navigator, bombardier or other crew member!
The first burst of flak meant w e would
see more, and h o w w e hoped w e would see
it. O n one raid w e had dropped our b o m b s
squarely on the target and were headed for
home. Suddenly, the thing every airman
dreaded happened. There was a violent blast
like the shock of a hundred sonic b o o m s all
rolled into one. Our heavy bomber was
pitched upward like an impatient pitcher flips
the baseball, waiting for the batter to get
ready for the pitch. W e couldn't see the flak,
but w e heard and felt it just under us.! W e
knew the next blast might not miss us—but
it did! However, the plane flying just outside
m y w i n d o w was not as fortunate. It caught
a direct hit, and I watched it nose over, make
a long dive to the earth below, and disappear in a ball of flame.
W e feared flak m u c h more than enemy
fighter planes. Since w e flew in tight formation with scores of other planes, and were in
constant radio contact with them, hundreds
of eyes analysed every inch of heaven and
earth. W h e n an enemy fighter was spotted,
w e all knew about it, and dozens of machine
guns were prepared to welcome him. Most
of the time our o w n P-38, P-47 or P-51 fighter escorts would swoop in and drive the
enemy away. But the flak had no warning.
Suddenly it was there, all around us.
Sometimes the suspense was nearly too
much to bear.
Flak meant a threat to survival, and this
challenged us. The Air Corps provided flak
suits m a d e of overlapping metal plates sewn
in canvas. Sections of these snapped together to form an armless and legless 20th century suit of armour. I always scouted around
and gathered up any extra flak suits—or
parts of t h e m — a n d put them on the floor to
stand on in the waist position.
W e had another trick, too. O n cloudy
days the Nazi tracked us by radar, and w e
used chaff, which was shredded aluminium
foil, just like the icicles w e used for Christmas
tree decoration. As w e threw chaff out of
the plane, it fluttered toward earth and
reflected the Nazi radar beams back to them.
This threw their calculations w a y off as to
where our planes really were. W e revelled in
seeing their flak burst violently a m o n g the
chaff, which floated far below us!
Warren F. McPherson (66th Sq.) was a
gunner on the James N. Williams crew.
19
��M A I L & E-MAIL... continued from page 20
f
Are you thinking of moving? Give us your
new address & phone number. Got a n e w
Zip Code? Tell us. The post office has a lot
of problems with bulk mail, but w e have a
better chance of getting your 8 Ball Tails to
your mailbox if w e have all the facts.
Signs tell a story:
O n a Plumber's Truck: "Don't sleep with a
drip. Call your plumber."
In a Non-smoking area: "If w e see smoke,
w e will assume you are on fire and take
appropriate action."
From Jack Francis (68th Sq.): I recently
checked the Database and realized that I
have not been credited for two of m y missions: April 5 & 7, 1945. I have the Flak
Charts that w e were issued for those missions.
O n April 5 the crew was comprised of R. C.
Pitts, Pilot; William F. Cornelly, CP; Jack
Francis, Navigator; Floyd McCracken,
Bombardier; T h o m a s West, Engineer;
Douglas Brown, Radio Operator; and
Raymond Zgoda, Tail Gunner. The Waist
Gunners were either Jack Waddle or Robert
Miller. I do not have the crew list for April 7.
Does anybody have any information about
missions on those two days?
David Webster, an avid 44th historian, went
to England, and was conducted on tours to
Shipdham and Cambridge by Steve Adams.
Steve gave David the honor of placing the
44th wreath at the Wall of Honor on
Remembrance Day at Madingly.
David Webster honors the m e n of the
44th B o m b Group w h o gave all.
Blessed are the flexible, for they will not
get bent out of shape!
To everybody on the Internet: D o w e have
your current e-mail address? W e have been
fortunate that those w h o pay dues yearly
keep us informed. The Lifetime Members do
not fill out renewals, so w e have no way of
knowing their address changes.
Norman Nutt has undertaken the task of
collecting those addresses that he is able to
acquire. Please help him update his list. His
e-mail address is norm7783(a>charter.net,
and while you are at it, send it to Arlo
Bartsch, also: abas(5)aol.com. He wants to
keep everyone updated on the W e b Page.
v
David Webster on Memorial Day
"Well, they make good razor blades." Hermann Goring's opinion of American production capabilities.
Ed. Note: Obviously he still had a lot to
learn.
.. .continued on page 22
21
��From the Bob Seevers collection: "Returning to Shipdham"
COMPt-lWCNTS OF THE TAIL
GUNNEf? S»C COULD WE GAIN
SEE YOU IN
TACOMA
September, 4th
DON'T
JUST A LITTLE ALTITUDE ?
MISS IT!
Cartoon by Bob Stevens, "From the Ground Up":
Can anyone name the plane that came back
from Ploesti with corn stalks in the b o m b bay?
23
�At long last, and after over 10 years of
efforts, the revised Roll of Honor Casualties
book is completed, printed, and will soon be
available for sale. It seemed that this time
would never arrive, but I a m very happy to
advise one and all that 200 copies are n o w
available.
The book is hardbound, contains approximately 467 pages and includes data covering
all of the 44th BG's m e n killed in action and
also several of our m e n w h o died in service
through accidents and illness.
In s o m e instances, m e n from other military services are also appropriately included
w h e n they were killed in association with our
men. Included in this category is a
Congressional Medal of Honor recipient and
that story.
For those of you w h o will be attending
our annual reunion over Labour Day in
Tacoma, W Q , there will be a supply on hand
there. The price will be $45, but if shipping
is involved, shipping and handling cost must
be added. This extra will be in the $5 to $6
range.
With the completion of the work to revise
and publish this book, I announced that I
had selected the final repository for most of
the material that I had accumulated over the
past thirty five years. This was after visiting
the n e w Army facilities, the United States
Army W a r College in Carlisle, PA. At that time
I felt that I should release most of this material as quickly as possible and "retire".
However, in the process of reviewing s o m e of
these items, I was reminded of several other
facets of our 44th BG history, I have elected
to temporarily put a hold on most of it. I felt
that I would need m u c h of it in order to
write up a few of these stories or events that
I feel are important enough to warrant further coverage.
For instance, the D-Day story has never been
adequately covered; w e have not published
any data about our 'fleet' of Grand Dames,
as I call them. They include m a n y Liberators
that completed the war with 70 or more missions: Old Iron Corset completed 130 with
no abort! Included in that category also is
good old Lemon Drop, an original 'D' model,
that had so m a n y 'firsts' and records, including 31 months of flying by ending up as our
'Cowboy' lead formation aircraft.
Another subject near to m y heart is the
need to honor the m a n y ground personnel
w h o courageously volunteered for combat
duty to fill the m a n y vacancies in our combat
crews due to injuries and deaths. At that
early time in the war, absolutely no replacements were available.
These ground personnel bravely volunteered to fill those vacancies so that w e
could put all of our very few planes in the air.
M a n y of them did not survive.
M y plans remain the same. This collection will be placed at Carlisle. It will be
delayed until I can compile a few of these
untold stories.
Will
�FOLDED WINGS
There is no death] ife stars go down
T o rise upon some other shore,
find bright in heaven's jeweffed crown
They shine forevermore.
J. L. McCreery
Coleman, Underwood # 19796 506 Sq. 3
Crawford, Peter # 19867 (506 Sq.) 24 M a y
February 2005 S/Sgt. Coleman flew 29 mis2005 2nd Lt Crawford was the Navigator on
sions on the H.K.Landall crew as Left Waist
the T h o m a s McGuire crew. Their first misGunner. His first flight was 8 April 1944.
sion was 1 August, 1944. O n their 8th misThe Landall crew was a m o n g those assigned
sion to the Juvincourt Airdrome in France, 12
on 3 M a y 1944 to wipe out the V-1 sites at
August 1944, they experienced engine failure
Wizernes, France, which had been striking
from anti-aircraft fire. Three members of the
Britain on a regular basis. O n D-Day he flew
crew were KIA; five became POWs; Crawford
to the Invasion Sites at Caen with Capt. J. N.
and one gunner bailed out, evaded successMcFadden as C o m m a n d pilot. The crew
fully and with the help of the French
flew in The Banana Barge, Gipsy Queen, My
Underground, returned to England nineteen
Ever Lovin' Gal, Cape Cod Special, Passion Pitdays later.
and My Peach.
Previous to the crash in O/e Cock, the
His last mission was 29 June 1944 to
McGuire crew had flown in Flying
Magdeburg, the Krupp Aircraft Factory. They
Log/Pregnant Pig and My Gal Sal.
were hit with German fighters; four crew
Crawford had been in the 44-4 Navigation
members were KIA; six became P O W s at
Class in San Marcos. After the war, he
Stalag Luft IV.
became a chemist and a gentleman farmer,
News of this F W came from Walter "Bud"
residing in Macon, Georgia. He was precedLawrence w h o received this information
ed in death by his wife of 53 years. News of
from Landahl's nephew. Lawrence's plane
his demise came to Jack Francis by his
had gone d o w n on the same mission, and
daughter, Ann Walton.
had shared the P O W experience with
Coleman.
Daley, Wilbur Harry "Red" (68 Sq.) 11 May
2005 . Wilbur Daley was assigned to the
armament section of the 68th. He was
probably best known within the Squadron as
one of the Squadron's two barbers. He flew
h o m e with the Jack Comstock crew after VE
Day. He and his wife Lydia were active in the
H M G and BGVA until his health failed.
Bob Lehnhausen stated " W e shall miss
this fun loving redhead and his animated
stories."
.. .continued on page 26
25
�F O L D E D WINGS... continuedfrompage 25
!88888888SSBS§f
^85
Graham, Alan Clark #20431 (66th Sq.) 15
June 2005. 1st. Lt. Graham w a s a pilot,
arriving in Europe 21 February, 1945. In his
nineteen missions before the W a r ended, he
flew Jail Bait, Jersy Jerk, Henry, King Pin, Loco
Moto. His last mission w a s 20 April 1945.
Graham and his wife Dorothy resided in
Newburgh N e w York.
Gippert, Winfiield Scott, Jr. #24699 (506
Sq.) 19 February 2005. 2nd Lt. Gippert was a
co-pilot on the Bernard J. Komasinski crew.
He was first in the Glider Program, then
moved to Cadet Training, receiving his pilot's
wings in 1943. O n his 6th mission, 8 August
1944, his plane was disabled by enemy fire
while bombing at the La Perthe Airfield in
RomillyFrance. A runaway propeller in My
Peach resulted in a fire which forced the
crew to bail out. O n e m e m b e r of the crew
was wounded and evacuated; one became a
P O W . Gippert was one of eight w h o successfully evaded; and with the help of the French
Underground, lived in wooded areas until 28
August w h e n General Patton's 3rd Army
came through the Marne area and liberated
them. The Komasinski crew flew in O/e Cock
and My Gal Sal in five of their six missions.
Gippert was recalled to active duty in 1948
to fly the Berlin Airlift. He attended military
school including Armament and Bombsight,
Logistics and Supply, Jet Upgrading and
C o m m a n d and Staff College. He was an
Instructor Pilot at Williams Air Force Base,
Supply Officer at various bases, was on the
Inspector General's team, Headquarters
PACAF. He served tours in Italy and Viet
Nam.
He and his wife of 60 years, Ann, resided in
Tempe, Arizona with their son and two
daughters. They had three grandchildren
and three great grandchildren.
This information came from Frank Schaeffer,
Flight Engineer of the Komasinski crew.
McCracken, Floyd #21258 (68 Sq.) Date of
death 1989 at age 66. 2nd Lt. McCracken
was a Bombardier on the Joseph Gillespie
crew, later with R. C. Pitts. O n some missions he flew with Major C. L. Lee and Capt.
William Smythe, C o m m a n d Pilots. O n some
missions he was assigned Nose Gunner/
Togglier. His first mission w a s 28 September
1944; his last was the last mission of the war,
25 April 1945. In his thirty one missions,
McCracken flew in m a n y different planes:
Phyllis, Flak Magnet, Gallavantin' Gal, Lili
Marlene, Puritanical Bitch/Puritanical Witch,
Lady Geraldine, Hellza Droppin, Scotty Mac,
Louisiana Belle and Jose Carioca.
Moore, Francis C. #21396 (506 Sq) 17 July
2005. T/Sgt. Moore was a m e m b e r of the
Ground Crew. He received A & E Mechanic
Training at Chanute Field, Illinois and Inline
Engine Repairs in Liverpool. He was Crew
Chief on the Bar W, a plane that distinguished itself by flying 106 missions.
Moore and his wife Mary Lou lived in
Hiawatha, Kansas. The couple had three children, two sons, (one w h o passed away) and
one daughter.
He returned to the states on 20 June 1945
aboard the Queen Mary.
.continued on page 27
26
�F O L D E D WINGS... continuedfrompage 26
88888888888887
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FOLDED WINGS
Mueller, John J. # 2 1 4 4 0 (67th Sq.) 12
November 2004. 2nd Lt. Mueller (later a
Major) was a pilot, flying m a n y unnamed
planes from 1 April 1944 to 25 July 1944.
Mueller joined the A A C immediately after the
beginning of WWII. His 35 missions took
him into German Occupied Territories, including Berlin. O n D-Day and later, he w a s
involved in halting progress of German
Troops to the combat areas.
After the war he flew C-54s in the Berlin Air
Lift, later B-29s, C-47s, B-37s before retiring
in 1961 with 21 years of military service. He
completed his work career with the FAA and
Civil Service, retiring after 20 years of government service. He is survived by his wife of 59
years, Ruth, one son, four daughters, 10
grandchildren and 8 great grandchildren. He
was interred at Barancas National Cemetery
in Pensacola, Florida.
Shockey, Harold L #22027 (68 Sq.) S/Sgt.
Shockey was a Waist Gunner on the Robert
Hoisington crew. His first flight was 26
August 1944. In the six months he was on
combat missions, he flew in Sierra Blanca,
Consolidated Mess, Clean Sweep/Dragon
Nose, Gypsy Queen, Sabrina III, Hairless Joe
and Joplin Jalopy. He flew most of his missions into Germany in support of the troops
that were advancing eastward, bombing airdromes and synthetic oil refineries. O n e mission was low level, dropping supplies to
troops in Holland. His last mission (34th)
was 6 February 1945.
After the war, Shockey went into the plumbing and heating business. He joined the
group that returned to Shipdham in 1979.
He was a lifetime m e m b e r of the Elks,
American Legion and VFW. He leaves his
wife of 58 years, Mary Margaret Minnick, 2
daughters and three grandchildren and one
great grandchild.
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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8 Ball Tails
Newsletter
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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8 Ball Tails Volume 7 - Issue 1: Summer 2005
Source
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<span>44th Bomb Group Veteran's Association Website (<a class="in-cell-link" target="_blank" href="http://www.8thairforce.com/44thbg" rel="noreferrer noopener">Now Inactive</a>)</span>
Date
A point or period of time associated with an event in the lifecycle of the resource
Summer 2005