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44th Bomb Group Veterans Association
o
42-50535
8 BALL TAILS
Vol. 7 Issue #1
Non Profit Veterans Association
Journal of the
44th Bomb Group
Veterans Association
Spring 2006
EIN #68-0351397
The Beiber Crew, L-R Top: William Uvanni, Radio Operator; George Beiber, Pilot, Gerald
Folsom, Co-Pilot; Harold Maggard, Waist Gunner; William Rebhan, Gunner.
Front: Nathan Woodruff, Engineer; Carl Miller, Armorer –Gunner; Perry Morse, Tail Gunner;
Alfred Wilson, Navigator; Paul Boensch, Bombardier.
After the war, Joplin Jalopy sat in a field in Joplin, Missouri, unloved and unattended,
cannibalized and eventually scrapped. It had been named for the town that had purchased $300,000 worth of War Bonds. The city fathers purchased it in 1946 for a few
hundred dollars, intending it to be a memorial; but found that they couldn’t afford the
project.
Sixty years later an English-born researcher resurrected her memory; and suddenly the
town remembered. The local paper contacted members of the George Beiber crew, Bob
Vance from the Chandler crew and others. Before long Robert Smith, a researcher and
blogger, was sending the story around the world.
�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@sbcglobal.net
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
�JOPLIN JALOPY FLIES AGAIN
IN SPIRIT ONLY
The crews that flew in Joplin Jalopy can
testify that it was a ‘lucky plane’ – with one
exception. Bob Vance, gunner on Southern
Comfort III, remembers unloading supplies
for the British paratroopers at Wesel,
Germany, when a body flew down past him
and bounced off the ground. It was Anibal
C. Diaz. While standing between the well of
the open ball turret and the bomb bay,
Diaz’s chest chute opened and pulled him
from the plane. The low altitude and excessive speed of the plane provided no time
for the chute to open. He was Joplin
Jalopy’s single loss in its 66 missions.
Jerry Folsom remembers returning home
from a mission, and was close to the
Channel when the plane suddenly lost
power. Simultaneously, there were four
blasts of flak in front of Joplin Jalopy.
Immediately they dropped out of formation, and Jerry discovered that they had a
blown fuse in the supercharger.
Miraculously, another fuse was available; he
inserted it, and the plane flew on.
If the plane had not suddenly stopped
functioning, they would have been a direct
hit.
On another mission, Perry Morse
remembers a burst of flak, and he felt
something hot hit his neck. “I’m hit,” he
declared. He put his hand to his neck, and
what he found was not blood, but Spam.
His can of Span and an orange had been
safely tucked in his cubbyhole. The flak ruptured both, so he returned to Shipdham
hungry but alive.
In their seven flights on Joplin Jalopy,
both Folsom and Morse believe that a
Higher Power was watching over them.
The English-born researcher, Robert
Smith found the story of Joplin Jalopy in
the city’s public library. He informed the
local paper and the Joplin Globe reminded
the town of that piece of its history. The
son of an RAF Pilot, Smith had a life-long
interest in the WWII air war. He searched
the Internet and found Peter Bodle’s article
in ‘Fly Past’, in which it became known that
the Jalopy and other planes in the 44th had
transported British cadets on missions,
along with Ursel Harvel, the photographer
assigned to Station 115.
Roy Smith, Robert’s father, was born in
Attleborough, Norfolk. One of his happiest
memories is meeting members of the 44th
BG in the Abbey Hotel at Wymondham,
Norfolk at the 50th Anniversary celebration.
(If anyone remembers him, he sends greetings.) He flew in a Spitfire, and was poised
for the attack on Japan, but was spared by
the dropping of the A-Bombs.
Smith’s grandfather, ‘Bill’ Smith, ran a
barbershop in Attleborough. He had the
unique experience of giving Jimmy Stewart
a haircut, not aware that his customer was
a celebrity.
3
�PRESIDENTIAL BRIEFING
By now you have received our computer disk containing the historical record of
the 44th Bomb Group, including many of the individual biographies which you submitted. This is a one-of-a-kind piece of history. No other group has their records preserved so well.
During a recent conversation with Arlo Bartsch, he informed me that he had
received 36 calls about the disk from 44th BG members or their families, asking
questions. They mention how proud they are of their husband’s or father’s service in
WWII with the 44th.
I recently met with a friend and I regaled him with stories about all of you and
the group’s many accomplishments. He reminded me, how fortunate we were to
have maintained our camaraderie for 60 years, and still get together annually to
visit, share stories and honor those members who have Folded Wings.
I do not know if we were the Greatest Generation, but I do know we were
toughened by the Great Depression, and were proud to serve a country that before
and since, has never been as patriotic and as supportive of its Armed Forces.
I am looking forward to seeing you at the Washington Reunion. It is not what we
had originally planned, and it is rather pricy; but we will be joining the largest gathering of past and present Air Force personnel that have ever come together in one
place. It is a blessing that the long-overdue Air Force Memorial is built in time for
WWII veterans to enjoy the unveiling.
Paul Kay
4
�STILL AVAILABLE --THE ROLL OF HONOR
One of the stated goals of the 44th BGVA
is to honor those who were lost. There is no
greater way to honor the men who are
buried at Normandy, England, France,
Belgium, Holland and in many graveyards
across America, than to make this book available, any place where families might visit.
Will Lundy’s Roll of Honor is truly unique.
It is a record of every combat death or injury
that took place during the War years. In each
case, there is a full description of the details
of the mission, burial sites and what happened to other members of the crew.
The Roll of Honor is a treasure for
researchers, historians or other 44thers who
cannot forget their buddies. It can be a taxdeductible gift to a public or college library
or historical society.
The price is $50, which includes postage and
handling.
Will Lundy’s book
Contact: WILL LUNDY
2519 Westville Tr.
Cool, California 95614 -2208
Tel. 530 886-8636 E-Mail willundy@aol.com
A LAST HOORAH TRIP TO SHIPDHAM & EUROPE IN 2006
The 44th BGVA Board is wondering how many of our members would be interested in making a
trip in 2006 to rekindle memories of our Shipdham Air Base during WWII. Also, to visit some of the
outstanding sites in England and possibly another look at significant places on the Continent.
This is a survey to indicate whether enough members are sincerely interested in a last Hurrah Trip.
The off-spring generation is urged to accompany their parents. We need a tentative head count. If
interested, please contact Mary Aston, 830 Cardinal Drive, Elberton, GA 30635 or e-mail to
leeaston@elberton.net. Please check the sites that would interest you, or make some suggestions.
Return to Mary Aston.
Shipdham Air Field/Norwich ___
Cambridge American Cemetery ___
American Air Museum (Duxford) ___
Ruth-less Crash Site, Eastbourne ___
Site of Leon Vance MOH Mission ___
Roman Baths, Bath, England ___
& ditching in Eng. Channel
Stonehenge ___
Roman 4-walled city of Chester ___
York, York Minster Cathedral ___
Imperial Museum, London ___
British Railway Museum ___
Aston-Martin auto factory @ Newport Pagnell (Hand made/custom autos; ___________
priced @ $100K+, the type James Bond, Agent 007 drove in Movie Series.)
Normandy (Invasion) Beach ___
American Cemetery in Belgium ___
Bastogne __
Shaeffer grave & crash site ___
Other Suggestions _________________________________________________________________
5
�THE TREASURE THAT CAME IN YOUR MAIL
The 44th Bomb Group Has Taken The Lead…AGAIN
Your 44th Bomb Group Board of Directors has taken a step unparalleled by any other Veterans
Group…. All Group Members have been provided with a piece of history that must never be forgotten—the War years. It is encapsulated within the 44th Bomb Group Database Program.
In the mail you have received a four inch disk that contains the Military and Personal records
of the 44th Bomb Group during World War II. There is no other view of History to compare to
this documentation.
World War II is an event that will be studied for centuries. Your personal Military Heritage has
been preserved for Future Generations to “Remember and Share… With Those Who Were There”.
Everyone had a story. For those who chose to write their story, it can be found in the Legacy
Pages of the 44th BG Database CD.
The following information is available in the Database: Names & Duties* Voices and Pictures*
Missions & Targets * Crews & Aircraft* Biographies * Personal Stories & Diaries * Legacy Pages *
Roll of Honor * Folded Wings* Prisoners of War * Missing or Killed in Action* Escaped or Evaded
* Burial Sites* Unlimited Search & Retrieval Options.
****DO NOT DISCARD THIS DISK. ****
If you do not have a computer, pass this disk on to your son, daughter, grandchild, another
family member or any friend who does have a computer. Let them pull up your name and print
your history. Offer to share the disk with your local library, college, school system, VFW, American
Legion, an appropriate Museum, or any place where the knowledge of history is important.
Your Board of Directors started the Database Project over five years ago. The intent was to
preserve the History and the Legacy of the 44th Bomb Group. Many who contributed money and
information to the project are gone…but their history lives on. Treasure it!
This Database was Conceived, Designed and Developed by Arlo F. Bartsch and his son, Peter
Lincoln Bartsch. For technical support or help in the use of the Database, call:
Arlo Bartsch
44th Bomb Group Veterans Association
Database Custodian
Phone: (501) 922-5247
E-Mail: afbas@aol.com
IF YOU DID NOT RECEIVE YOUR COPY, CALL ARLO.
Should you want additional copies of the 44th Bomb Group Database, they are available for $25
from the 44th BGVA (Taxes, Postage, Shipping & Handling Included)
BACK COPIES OF 8 BALL TAILS ARE AVAILABLE
Our printer always has over-runs of past issues of the 8 Ball Tails, which I pass out to anyone who needs one. They are available to any member for only the cost of the postage.
Some members report that they give them to friends in Nursing Homes; others pass them
on to children and grandchildren. Do you have a friend who is a historian? A researcher?
An aviation buff?
Call me if you would like some back issues. (Ruth W. Davis-Morse, 717 846-8948)
6
�BLACK JACK’S LEFT VERTICAL STABILIZER
The MACR reports that 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,
then 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 a/c
in the formation; then swerved to the right and
seven more parachutes were observed. Then
the plane turned to the right and broke into
two pieces.
T/Sgt. Guilford was among the survivors.
He remembers the Navigator, Eugene Vikery,
tapping him on the shoulder and saying, “I’m
bailing out.” A few seconds later, the plane got
a direct hit from
flak and went
into a nose dive
– and Vikery
could not bail
out. Next the
plane exploded
and blew him
out. “I was
knocked out for
a few seconds;
when I came to,
I was falling - I
opened my
chute. I could
Black Jack
see small pieces
of the plane floating around.”
Black Jack was one of 25 planes that
made it to the Messerschmidt plant. This was
Tail Gunner S/Sgt. Robert Reasoner’s second
trip to Wiener-Neustadt, and he was already
planning what he would do when his next
three missions were finished. Then ME 109s
flew straight to his formation, and his life was
forever changed.
Reasoner’s recollection of that fateful
moment are very vivid. He remembers before
jumping, ducking down to look under the
flames to see M/Sgt. Robert M. Smith, Waist
It has been
said that WWII
will not be over
until the last veteran is gone.
Perhaps it won’t
be over then, as
there are crash
sites all over
Europe, and
eager
researchers carry
their shovels and
metal detectors,
ready to circulate
old bomber parts to collectors around the
world.
Charles Runion, Sr., one of the newest
members of the 44th BGVA, has spent nearly
30 years researching, collecting and preserving aviation history from 1935-45. He was able
to acquire the left vertical stabilizer from Black
Jack which had been unearthed from the
crash site in Austria where it was shot down
on that fateful mission of 1 October 1943. The
vertical still retains the original color along
with the serial number 123816 and the large
letter X.
Runion attributes his success in identifying
this piece of Black Jack through his contact
with Will Lundy. After that he was delighted
to talk to two crew members, Bob Reasoner,
Tail Gunner and George Guilford,
Bombardier. Bob posed an interesting question: How did Black Jack get its name? The
answer, “add the numbers (serial) on the vertical together 123816 they equal 21, a Black
Jack.”
Runion continues to search for original
photos of each of the crew members, along
with any other 44th BG memorabilia. All will
eventually be displayed with the vertical. He
plans to have a museum in the middle
Tennessee area, where this accumulated history can be viewed by many.
Every crash had its own unique stories.
7
…continued on page 8
�BLACK JACK’S LEFT VERTICAL STABILIZER… continued from page 7
Gunner and Asst. Engineer Wilson A. Richie
lying on the floor.
He had to walk through fire to the waist
window to bail out. His chute got caught in a
tree. In the hospital he learned that Gunner
Anthony Damico had died from internal
injuries. After German doctors attempted to
get him help for his head and neck burns, and
after many months in POW camps, he was
repatriated.
Later in the States, Engineer Edwin
Carlson told Reasoner that he had tapped
Pilot Coleman Whitaker on the shoulder and
motioned for him to get out. Sitting on the floor
and leaning against the side of the A/C was
Radio Operator Francis A. Bauman with a
strange expression on his face. At that time
Carlson was blown out of the plane.
Upon returning to the States, Reasoner
received his third Purple Heart. After many
months in the hospital, he returned to civilian
life, a true survivor.
Crew friendships are eternal. Reasoner
and Guilford continue to enjoy a warm relationship that, truly, was forged in fire.
A B-24 DISPLAY
In the
MIGHTY EIGHTH HERITAGE MUSEUM
SAVANNAH, GEORGIA
The 2nd Air Division has set a new goal, to
establish an exhibit featuring the B-24. On
display will be the nose of Fighting Sam, a
plane from the 389th Group. This nose will be
part of the 2 AD display which will feature all
bomb groups; protruding will be this authentic nose piece. Visitors can enter this section
of the 60 year old bomber, giving them a
glimpse of the plane that flew in every theater of WWII.
THE SECOND AIR DIVISION NEEDS YOUR HELP
This venture will cost $120,000. At this point they are $19,000 short. Will you contribute to
this cause? This is the last opportunity for the legacy of the 2 AD to reach across to future generations.
Perry Morse, the 44th BGVA representative to the 2AD, will collect the funds and present
them to the 2 AD as a contribution from the Flying
Eight Balls. Make out checks to 2nd Air Division.
Send them to:
Perry Morse
2041 Village Circle East
York, Pennsylvania 17404
8
�LETTER FROM SHIPDHAM
Last week I got talking with a British army veteran (84 years young) who still has a very keen
and active interest in the USAAF involvement in WWII. During the course of the chat he produced some pictures of Diamond Lil doing a low level pass over Shipdham Aero Club on June
17th 1992 on the last visit of a B-24 to the country. It was truly a beautiful sight and brought
back many vivid memories, but reminded me that we don’t have a Flying B-24 here in England
any more, and that is sad. We do have the B-17 Sally B and that is great, but not quite the same,
if your interest is with the 44th BG and Shipdham. Never mind. The main theme of this wistful
reminiscence is to remind you guys (as if it were really necessary - to really look after your flying
heritage. Enjoy it while you can, it can disappear far too quickly.
At the Shipdham clubhouse we have refurbished the kitchen so we can produce some better
snacks and drinks for our members and visitors, as well as keeping the British food-safely authorities happy. Since the Church Army coffee and do’nut vans stopped running when you guys left
Shipdham, the catering on the airfield has become very much a self help operation. We may still
be pretty good at making tea, we are much better now at making coffee than we were when
you tried to drink our attempts at making it. For those whose taste buds remember those far off
days, we still have a hulluva long way to go in the do’nut department. Sorry guys, you should
have stayed a bit longer and given us a teach-in on do’nuts!
Our spring will be well under way when you get to read this, and our second runway, 13/31
will be active with a side by side grass or concrete surface. (That’s the second of the cross runways in your day). Pilots will be able to choose which surface they need for their type of aircraft.
We started looking at the project and talking it through with our landlady, Mrs. Paterson, about
a year or so ago; and as soon as the grass section dries out a bit more from the winter snows
and rain, Geoff, our hard working grounds-man will roll and prepare it some more, ready for
use. By mid-summer we will have the choice of six runways, a situation unheard of at Shipdham
since the days when the last of the 44th’s B-24s lifted off in 1945.
Talking of the approach of spring, one of our gliding instructors reported he was able to complete a soaring flight in his sailplane for just over 45 minutes last week. That for us is the first
indicator that winter is relaxing its grip on the Norfolk countryside. It may still snow again before
it’s fully springtime; but you remember, late spring snows are usually light and short lived, nothing like the monster amounts you guys had dumped on you in the Northeast in February.
Many thanks to those of you who have contacted Ruth and bought a copy of the booklet
about the 44th that Steve and I put together. We hope you liked it. The next booklet in the series
covering the 389th at Hethel is on the presses as I write this, and the final one in the series for
this year, covering the 492nd and the 491st at North Pickenham is due out by early summer.
Warm wishes from Shipdham,
Look after yourselves
Peter Bodle
Peter can be reached at peter@bodle.demon.co.uk
Peter Bodle and Steve Adams have created a booklet, “The 44th Bomb Group in Norwich.” It
is a pictoral history of the three years you served your country and help crush a vicious regime,
making a safer world. On the cover is your beloved plane, the B-24, and inside are glimpses into
the life you lived over there. If you wish to purchase this piece of your own history, contact me
and I will place the orders.
Peter’s and Steve Adams’ booklet is available for $5 plus postage. Peter is sending me copies.
If you wish a copy, call Ruth W. Davis-Morse at 717 846-8948.
9
�GEN. EISENHOWER’S MAP OF BEACHES
This is a detailed and scholarly study of
D-DAY 6 JUNE 1944
By Will Lundy
wounded, very little flak damage. Even before
these first crews returned to base, another
formation was already in route to other targets inland from the beaches. Everyone was
preparing for additional missions that day;
and in fact, a total of four were to be flown.
D-DAY
Looking for the Bomb Craters
I and both of the bomber group associates had strong recollections that the 2nd Air
Division Bombers had been assigned to hit
the strong German defenses, starting from
the surf on up to include the heavy guns and
fortifications on the higher ground. These
beaches, as far as we could determine,
showed no evidence of exploding bombs, no
bomb craters, nothing. Surely there must be
answers somewhere, some reasons why our
assault troops were getting pounded so
badly, although we had bombed the German
fortifications there. What really happened to
the very heavy air support that should have
destroyed or badly damaged these defended
fortifications? What really did happen earlier
that morning? We had to find out.
Shipdham Prepared
The 44th BG’s historical records and memories told us that our Shipdham Air Base was
closed at noon on the 5th. No one could
leave the base; and those off base already,
were to return immediately, if located.
Ground crews were at their respective aircraft
For me, it is difficult to watch the TV re-runs
of the valiant attempts of our troops to make
the difficult landing on Omaha Beach in
France. It is difficult to watch, to view our soldiers being under such intense and accurate
fire. Seemingly, they did not have a chance to
gain a foothold under such withering streams
of projectiles that were cutting them down.
There were no bomb craters or protection of
any kind for these men to gain shelter, so
they were forced to run through it all, headed
for possible shelter of the cliffs. It appeared
to be nearly hopeless for anyone to cross that
wide expanse of beach and get out of the
direct line of enemy fire.
At the same time my stomach always
gets that weak feeling as I cannot forget that
my 44th BG had been assigned to bomb this
same general area at 0600 earlier that morning. Had we really failed so miserably to
knock out any of those strong enemy defenses? It surely appeared so, as the slaughter
continued. When our planes returned that
morning, our airmen were elated that they
had done a fine job of bombing, no one was
10
…continued on page 11
�GEN. EISENHOWER’S MAP OF BEACHES… continued from page 10
dispersal, having heard the rumors flying that
D-Day was imminent. But what was not
known ahead of time and even afterwards,
was how much more unique and complicated
it would be from all the other missions flown
out of England. (It appears now that only the
low-level Ploesti mission of 1 August 1943
was similar to the first D-Day missions, so far
as the large number of individually assigned
targets – and that one was flown out of
North Africa.)
The Search for Records
It was learned that the special order for
this mission, Operation No. 394 and Field
Order 727 could provide us with the official
plans for this opening attack on D-Day. It was
necessary to obtain #394 from the
Eisenhower Museum, which dealt with the
long time planning for this mission. Field
Order #727, which covered the actual
detailed orders for the Heavy Bomber
Activities, was furnished by Roger Freeman,
bless him. He was kind enough to supply us
with this Order several years ago when we
first began this endeavor. For complexity and
special details, as well as for specific, multiple
targets, it resembled only Ploesti in our experiences. Field Order #727 included planning
for all three Bomb Wings – both B-17s and B24s – all having the same overall bombing
strategy; but for simplification, only the
Liberators of the 2nd Air Division are covered
in this article; and at times, only the 44th BG.
The Pathfinders to Lead
The planners for this mission had determined that the relatively new Pathfinder, or
PFF equipped aircraft must be utilized as lead
aircraft in the event of bad weather. The best
and most practical tactical unit was the formation of six aircraft – one PFF leading only
five others. The word ‘pod’ is used here to
identify them. There would be 225 each
Squadron pods overall (1350 a/c) including
the 75 Squadrons of B-24s for the 2nd Bomb
Division (450 aircraft). The 44th BG would
provide 6 Squadrons of 6 pods (36 a/c) to
lead the 14th Combat Bomb Wing. Similar
arrangements were planned for the other
three Liberator Combat Wings in the 2nd Air
Division.
Better accuracy and control would be
maintained by having only five closely
bunched aircraft bombing on one leading PFF
aircraft. Studies also confirmed that by using
the PFF equipped aircraft, approaches to the
target would be directly from the sea, as the
new equipment would give a clearer, more
dependable indication when crossing from
water to land, rather than flying parallel to
the sea. Too, by having PFF aircraft, and in the
event of cloud-covered targets, there should
be far less possibility of bombing short and
hitting our own troops. This possibility was
uppermost in the minds of the planners, and
was the common thread in all of our planning. However, the fault with this planning
for PFF – leading pods of five regular
Liberators was the CRITICAL shortage of this
equipment. The plans called for the 44th BG
to utilize six of their PFF equipped B-24s for
their own formations, as well as to supply
four additional PFF aircraft and crews to other
Groups. However, the 44th did not have
them! In fact, the 44th BG had lost one PFF
plane and crew while on a mission flown on
the 5th of June.
To get the most bombers over the many
assigned targets in the least amount of time
(20 to 25 minutes), the planners dictated that
there must be four columns utilized, rather
than the standard (much wider one) used in
conventional bombing. So the Liberators
within this 2nd Bomb Division were assigned
a separate column for each of the four parallel columns! Each of the Combat Bomb Wings
would establish the sequences of their respective Bomb Groups within their own column.
In the 24th CBW, the 44th BG would lead that
column, as they had the PFF aircraft and
crews. The 392nd BG would follow the 44th,
and the 492nd BG would follow behind them
in that order.
Each PFF aircraft, both B-17s and B-24s,
had two types of special Pathfinder equipment. One was the Gee box used for very
accurate navigation from the English Coast to
the target. The second one was the H2X
Pathfinder scope instrument which could
identify their specific target locations. Both
11
…continued on page 12
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instruments required a separate operator.
Each Pathfinder aircraft in each pod had a
Command Pilot on board, a high ranking officer, who had combat mission experiences;
and had the authority to alter plans if he
deemed it necessary. Standard PFF bombing
practices, prior to this one mission, would
have had but two PFF aircraft per Group.
Timing and Airspace Were Critical
Normal assembly plans had to be altered
considerably due to the lack of sufficient air
space between London and Norwich. With
most of the Liberator bases of the 2nd Bomb
Division being located closer to the selected
air assembly area, as well as to lessen the
congestion in the assembly of so many
bombers (1350 of them) the Liberators were
to take off first, fly to the selected large
assembly area in the ‘midlands’ of England,
north and west of Peterborough. B-17s of the
1st Division would then follow 30 minutes
behind the last of the Liberators. They, in
turn, would be followed after another pause
of 30 minutes by the 3rd Air Division with
their B-17s and Liberators.
Due to this very early bombing schedule
for the 1350 four-engine bombers involved in
this very congested bombing plan, it was necessary for the 2nd Bomb Division Liberators to
take off in the dark (roughly 0230 to
0300 hour), fly northwest to the assembly
area north and west of Peterborough, and
with some bombers traveling as far west as
the Irish Sea. There they must find their
assigned Group Pod, then the pods had to
move into their assigned position in their
Combat Wing. All of this assembling activity
to make four column formations had to be
accomplished in the dark. Some units reported that they were so far west that they were
over the Irish Sea. This assembly, in itself, was
a dangerous and difficult assignment.
53
52
51
50
49
Midlands area, hold up your right hand in
front of you, palm down, and with thumb
extended. Each of your four fingers would
represent one of the four 2nd Combat Bomb
Wing Groups. Each knuckle segment will represent an individual Bomber Group within
that Combat Wing. Two of the columns had
three Groups, two had four Groups – due to
the 14 Groups involved.
Your little finger could represent the 20th
CBW, being led by the 446th BG (with PFF aircraft not necessarily their own) and would be
the western most column. Your fingernails
would indicate that group was led by PFF aircraft in all four columns. Their four targets
were in the Pointe du Hoc area, and were the
westernmost specific targets on that portion
of the French coast. The next finger would
represent the 2nd CBW which was assigned
four specific targets in the Pointe du Hoc area
and St. Laurent areas, just east of the 20th
CBW targets. Your third finger (longest one)
would be the 14th CBW with their four specific targets being in the St. Laurent and
Colleville areas. The fourth finger would represent the 96th CBW which was assigned specific targets in the areas of Colleville, Bessen
and Caen – all four targets east of the other
CBW’s. It should be noted also, that at the
target areas, one target area could be within
the same close area as leading PFF pods from
neighboring columns.
Every Minute Detail Was Carefully Planned
At the assigned time, the four columns of
First Mission Routes
However, when the 2nd Air Division
assembly was accomplished, and at the
assigned time and at the assigned altitude,
the four columns began their assigned route
to their targets. To understand this plan, visualize looking southeast from the English
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Liberators flew south-eastward in separate
formations as detailed above, but parallel to
one another, still in semi-darkness. Various
searchlights and beacons were stationed on
the ground as visual aids for the four bomber
streams to follow. These aids would help simplify the difficult jobs for the Navigators to
follow along the established routes. All of
these targets were specific ‘Defended
Locations’, and NOT THE BEACHES THEMSEVES. Even the bomb loads and fusing were
planned specifically for the various types of
targets assigned.
Your thumb would represent the following
two Bomb Wings, the 1st and 3rd, whose targets were those farther east from the Omaha
Beach area. Their bombing was to commence
less than one half hour from the last of the
2nd CBW bombed.
The 2nd Bomb Division Liberators were
scheduled to bomb their targets within the
time period of 0555 to 0614, bombing within
the altitudes from 14,000 to 17,000 feet. (The
formation sketch shows the altitude to be
16,000 feet). The 1st Bomb Division was to
follow approximately 30 minutes behind the
Liberators of the 2nd Air Division, and to
bomb their assigned targets east from the
Liberators at Gold Beach and the Western section of Juno, from 0658-0730, etc. The 3rd
Division’s targets followed in time of bombing, for a short interval, eastward from where
the 1st Division’s assigned targets ended.
When the 2nd Division’s four columns
reached the southeast coast of England, east
of the Isle of Wight, they were to make synchronized turns to fly nearly due south. Their
specific assigned targets on Omaha Beach
would be spread out along the French coast
directly in front of the four leading Groups
with their PFF navigational equipment. Each
of the leading Bomb Groups, those with the
PFF aircraft, would be first to bomb their
respective targets spread out from west to
east along the French Coast. So it would be a
simultaneous bombing all along the Omaha
Beach Targets. The following Groups in each
of the four columns were to utilize their navigators with conventional equipment, to
locate and then follow the leading PFF pods
to their respective targets. They would be
using the flares dropped by the leading PFFs
to determine the specific location to release
their bombs.
The IP
In essence then, the English coastline was
the Initial Point to begin the individual bomb
runs on their specific targets. From there on,
all of the leading PFFs zeroed in on their
assigned targets, fanning out as necessary,
flying directly and individually to these beach
targets. So, from the southern English coast
to the coast of France, each PFF aircraft and
his pod was on his assigned ‘bomb run’ of
approximately 25 minutes. Then the following
two Groups (or three) with their six ‘pods’
were to line up on these same targets of the
leading Pod groups, utilizing their conventional navigating procedures. To be specific,
the 14th CBW would be leading the third column with six pods. The 392nd BG was to follow the 44th BG with their six pods, and the
492nd BG was to follow the 392nd BG with
their six pods. Both of these trailing Groups
had been assigned the exact same targets as
the 44th, so they would have to spread out
and navigate from the English coast to get in
line with the correct 44th BG’s six PFF pods.
However, with all targets in the Omaha
Beach area being obscured by cloud cover,
their bombing could not be visual. All four
columns then had to depend on their respective PFF aircraft for the initial bombing on
their assigned targets. Due to favoring winds
aloft, the leading PFF bombing took place
approximately five minutes early in all four
columns and the following aircraft continued
to bomb for about 25 minutes. The orders
were very specific that no bombing would be
made after 0625 hour. If any aircraft arrived
later than that, they MUST NOT BOMB.
But why was there no evidence of damages or destruction to these German
‘Defended Localities’? Surely it had to be due
to these critical items in the Orders. To quote:
“In conjunction with Headquarters A.E.A.F., it
was decided that if cloud covers should prevent visual synchronization, bombs would be
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dropped on Pathfinder indications in the normal manner, EXCEPT THAT THE RELEASE
WOULD BE DELAYED SO THAT THE MEAN
POINT OF IMPACT WOULD BE NO LESS THAN
1000 YARDS FROM THE FORWARD WAVE OF
THE WATER BORNE ASSAULT FORCES”.
Cloud Cover Was a Determining Factor
This seems to guarantee that no target
within a half mile of the sea would be hit! No
wonder the beaches were clear of bomb
craters! It appears that this delay was established in the official Orders, but also was
given to each of the PFF navigators in their
briefing for this mission. The PFF navigator on
the crew with Command Pilot General Leon
Johnson recently sent me a copy of his typed
orders. This typewritten slip included these
instructions, identical to the instructions in
this Order:
“If the cloud cover prevents synchronization on target or shore, bombs will be
released normally on PFF. Bomb release will
be delayed as the landing craft approach the
beach. No less than 1000 yards (over half a
mile) from the forward wave of the assault
forces. This will be accomplished by the following schedule:
Zero minus 75 to Zero minus 20 -No delay, bomb on target
20 to
15
5 second delay
15 to
10
10 second delay
10 to
5
15 second delay
5 to zero
30 second delay
-- Division
1st. Lt. Harold Morrison had retained vivid
memories of what took place on this historic
morning. He flew in the #2 position within
Capt. Charles Armstrong’s pod of six, with
this pod being the lead pod for the entire
14th CBW. Lt. Morrison stated that there were
no airplanes ahead of them as they
approached the drop zone. Nor could he see
any other pods ahead or beside them. Capt.
Armstrong, the most experienced PFF pilot in
the 44th BG, reminded his following five
pilots of the very specific instructions as soon
as the briefing ended. He stated that when
they were approaching the drop zone, he
wanted them to move in as close to him as
possible, two on each side of him and one to
follow directly behind him, Lt. Morrison stated that when nearing the target, they closed
in so tightly that their pod was almost five
abreast, and one was nearly on Capt.
Armstrong’s tail turret. By packing so tightly
on Capt. Armstrong’s lead, their assigned
small target surely should have been badly
damaged by them as well as by all of those
following in line behind him. Capt.
Armstrong’s PFF Navigator stated that they
‘bombed over’, missed, only because of this
ordered delay.
Leading the Last Group—Leon Johnson
General Leon Johnson’s PFF aircraft was
leading the last two ‘pods’ of six 44th BG aircraft because the PFF equipment in the other
pod had failed. Apparently General Johnson
chose this trailing position and not the Group
Lead specifically to assure compliance with
these orders and to be absolutely certain that
none of the assault forces were hit. (This was
the reverse of his position when he led the
entire 44th BG at ground level over Ploesti Oil
Fields, for which he was awarded the Medal
of Honor). Then, both the 392nd and 492nd
BG pods of six Liberators which were following in trail, but had no PFFs (that we can
identify), would also bomb ‘over’. Their very
specific instructions were to bomb on the
drops by the PFF’s ‘markers’ in front of them.
So, every one of the following aircraft should
have made their drops on the markers of the
PFFs ahead of them. They all bombed ‘over’
on all assigned targets – if they bombed at
all. Records show that well over 100
Liberators did not release their bombs.
Many thanks are owed to Tom Brittan for
his detailed records for PFF aircraft activities
on this first mission of D-Day. Here are parts
of his records covering the assignments for
the 2nd Air Division that early morning:
The 389th BG supplied the six PFFs to lead
their own Group, as well as six more to lead
the six ‘Pods’ of the 446th BG. They also provided more PFFs to lead pods for the 458th
BG. (The 389th was the first Group in the 2nd
Air Division to train in PFF aircraft).
According to Lt. Col. John Woolnough,
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Robert Taylor was to have taken Col.
Steadman in the PFF lead of the 446th BG,
but they were scrubbed when one engine
wouldn’t start. Col. Steadman had to go with
a standby crew.
Tom also lists the 93rd BG as probably
having nine PFFs available, so six of them
surely flew the leads for themselves, but we
have no further data or confirmation from
them.
This report does not cover the procedures
utilized by the other three columns of the
2nd Air Division so far as their actual bombing is concerned, but the leading PFF for the
446th BG (per their records) bombed near
0555 hours. From all of these results, it
appears that all four columns must have had
similar records. The reports made after the
Omaha Coast was secured, stated that there
was little evidence of bombs hitting any of
the assigned fortified targets on Omaha
beaches. The videos and photographs taken
of the assault forces conclusively proved the
enemy had not been weakened to any
degree. D-Day planning appears to shout: it
was better to miss completely than take
any action that could possibly result in
damages and injuries to those ground
forces and their equipment.
Field Order #727 results show that the
2nd Bomb Division had 446 B-24s airborne,
423 of them were credited with sorties, but
only 329 actually executed their assignments.
They dropped 895 tons of bombs with no
loss of aircraft. However, the 44th BG had
two of their aircraft involved in a collision
during assembly. Both aircraft were damaged,
but continued to complete their sortie. The
top of the right vertical stabilizer on one aircraft was bent inward to near a right angle,
while the other aircraft was damaged under
the navigator’s compartment (front end)
where the vertical stabilizer struck it. The tail
gunner on the lower aircraft must have had a
terrible few seconds when the number 1 & 2
engine propellers of the other ship were within a few feet of him.
Before these first airplanes and crews
returned to base, the second mission was
already underway. They, too, could not bomb,
because their targets were not visible, and no
PFF aircraft was available to lead them, as all
PFF aircraft were utilized in the first mission.
In fact, there were four missions planned and
executed this day with additional bombs
dropped via PFF.
Official secret reports indicated that: “The
immediate beach areas showed only limited
evidence of bombing damage, as was to be
expected in view of the extra precautionary
measures taken to avoid short bomb falls
when the through-the-overcast bombing
technique was used. (These precautions
included the arbitrary time delays on bomb
releases). Areas behind the beachhead, ranging from 300-400 yards to three miles,
revealed extensive evidence of concentrated
bombing patterns.
Unexpected Benefits
“The principal contributions made by this
bombing effort included the demoralization
of enemy troops and the disruption of signal
and transport communications which could
have hindered the deployment of immediate
reserves.”
There was negligible enemy opposition to
the bomber attacks, consisting entirely of
ground defenses. Only one bomber was lost
to enemy action, and there were few
instances of battle damage, although four aircraft sustained Category ‘E” (salvage) damage
in a collision and landing accidents.
Contributors to this study include: 1st Lt.
Harold Morrison, Capt. Charles Armstrong,
Tom Brittan, Tony Mastradone, Chris Clark,
Stephen Adams and others.
64 years is a long time, memories weaken.
So if there are readers that question why this
Omaha Beach (and others) were not bombed
prior to the early hours of D-Day, thereby
destroying at least some of the weapons and
weakening their defenders. The reason is that
Eisenhower’s strategy was to not tip his hand
until the very last hours. It worked because
Hitler was convinced that the Allies would
land in the Calais area of France, and had his
reserves in the area. He did not release them
until it was too late.
15
�A TRIIBUTE TO HIS PILOT, ROCKFORD GRIFFITH
By Forrest S. Clark, 67TH Sq.
I wanted to do this a long time ago, but never got around to it. Too bad it was not
done while he was still living.
It is a small tribute to him and some notes about the crew members. Some are still
living, and others are in the wild blue yonder. But it speaks for all of them.
I took what I remember about the crew members and incorporated it into this memorial tribute. For me, personally, I have come to fully appreciate what he did for us in the
tragic times of WWII. He saved our lives on more than one mission. He was among the
best pilots the 44th ever had, a friend and combat colleague and a great American patriot who deserves the tributes of all his 44th friends and comrades in battle.
I think all of us recall a few figures in life who stand out, and he was one of them.
Too bad we did not communicate more to him.
WAR WEARY FLIGHT JACKET FINDS A HOME
Lee Aston’s flight jacket served him well through his 36 missions as Navigator in
the 67th Squadron. However, 60 years of hanging in a closet loosened the threads,
and one sleeve was loosely drooping. Nevertheless, the 67th Squadron symbol on the
front and beautiful Liberator on the back were still intact. According to Aston, the
67th was the only Squadron that had its own symbol. He recently presented his
cherish jacket to the U.S. Army Heritage Museum and Education Center in Carlisle, PA.
“Don’t you repair it, let us do it” said Jay Graybeal, Curator of Uniforms.
Lee Aston’s flight jacket
L-R Jay Graybill & Lee Aston
Please Note: Renewal Dues for the 44th Bomb Group
Veterans Association is $25. It was raised two years ago to
meet rising costs of mailings.
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Carl Rhodes as co-pilot. William J. Meyerriecks,
the crew's co-pilot had to sit it out. On their
4th mission they were shot down. I understand that the Engineer and Radio Operator
were the only crew members to get out of the
A/C, but the Engineer was the only survivor.
The original co-pilot, me, Merriecks, was
assigned to Frank Ward's lead crew as Co-Pilot.
I completed 30 missions, part as co-pilot and
later as pilot.
It was both sad and pleasant to see the
crew being recognized in the Journal. They
gave their lives for the cause. All are heroes.
Sincerely, William J. Meyerriecks, Jr.
From William J. Meyerriecks:
Crew Picture
The picture on page 17 of the winter issue
of the 8 BTs is mislabeled. It is not the
Raymond Clarey crew.
“The crew shown in the photo is the Carl
Rhodes crew. Carl Rhodes is the first man
standing on the left, Pilot. Next, William J.
Meyerriecks, Co-Pilot; George Forrest,
Navigator; Glenn Hinkle, Bombardier;
Raymond Shirley, Engineer. Bottom Row, far
right, Leslie Lytle, Nose Gunner; Paul
Chagnon, Radio Operator; according to
Meyerriecks, other identities are correct–
Martin Rieger, RW Gunner, Allen Phillips, LW
Gunner; Charles Youse, Tail Gunner.
“The crew picture was
taken in late 1943, just
before we were sent, as a
crew, to Topeka, Kansas. In
Topeka we received a new
B-24, which we ferried to
Prestwick Scotland via the
southern route, South
America, Africa, north
William Meyerriecks
along the European coast,
landing at Prestwick. The B-24 was taken to
be readied for combat. We, the crew, were
sent to Northern Ireland to a holding camp.
We were there about a week, then we were
sent as a crew, to Shipdham to join the 67th
Sq., 44th BG.
“As seemed to be the custom, the crew
was assigned to fly five missions with an experienced combat pilot, Howard A. Cleary, with
This comes as a true story Air Force
Gunners Publication: “A buddy of mine was
flying from Seattle to San Francisco.
Unexpectedly the plane stopped in Sacramento
along the way. The flight attendant explained
that there would be a delay, and if the passengers wanted to get off the aircraft, the plane
would reboard in 30 minutes.
Everybody got off the plane except one
gentleman who was blind. My buddy noticed
him as he walked by and could tell the man
was blind because his seeing eye dog lay quietly underneath the seats in front of him
throughout the entire flight. He could also tell
he had flown this very flight before because
the pilot approached him, calling him by
name, said “Keith, we're in Sacramento for
almost an hour. Would you like to get off and
stretch your legs?” The blind guy replied, “No
thanks, but maybe the dog would like to
stretch his legs.”
Picture this: All the people in the gate area
came to a complete quiet standstill when they
looked up and saw the pilot walk off the
plane with the seeing eye dog!
The pilot was even wearing sunglasses.
People scattered. They not only tried to
change planes, but they were trying to change
airlines!
Have a great day and remember, things
aren't always as they appear.
(Story supplied by Gary Heinz)
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In his database, Cyril Nierman reported an
interesting occupation-cryptographer. He
graduated from a cryptography school at
Pawling, NY in 1943, then attended the RAF
code & cipher radio school #5 at Worchester,
England. He was in the 44th, and his duties
are listed as 'communications and cryptography'. He later joined the Reserves and attained
the rank of Captain.
The cryptologists were the first to recognize Hitler's activities. When the British got the
first Ultra machine, the Allies could predict all
their attacks.
From Paul Boensch (Bieber Crew): We had
a lot of jokers around our quarters in
Shipdham. One time I put on a pot of coffee
and laid down for a little nap. Somebody
sneaked in and put something into the pot. I
woke up to a lot of loud noises. Whatever it
was, it cracked the coffee pot. I still don't
know who did that.
From Jerry Folsom (Bieber Crew) We were
given coke for burning in the pot bellied
stove, but it was in short supply. We got a box
of it once a week, and it would generally be
gone in a few days.
There was a telephone pole close to our barracks, and there had been some comments
about the use of it. It wasn't connected to
anything. If I were to guess, I would think
George Bieber or Willis Edgecomb might
have had something to do with chopping it
down. I don't know where the axe came from.
I came into the barracks and there it was, cut
into about four foot lengths, lying on the
floor.
I helped split it up so that it could be readily put under the bunks. Instead of tucking the
blankets under the mattress as was normally
done, it was left hanging over the edge so
that it would reach the floor, concealing anything under the bunk. As I recall, soon after
the floor was cleaned, there was a knock on
the door and Captain McAfee stuck his head
in and an English officer right behind him. He
looked around briefly and said, “There is no
wood in here,” and closed the door.
It burned real well in the stove.
Letter from an English Father
“My son Chris has had a fascination with
the history and bravery of so many of the personnel who were based on the site where we
live now. As he is only 14 years of age, he
shows that he has much respect and admiration for all the people who were involved with
the 44th.
“He has started to gather bits and pieces
of artifacts at the site and has placed them in
the museum at the airfield. However it is
extremely difficult to find any real original
items from those days, and replica items are
easily obtained, if you have the spare cash. My
point of the letter is to ask you if you could
help Chris in finding original items to go into
the Museum at Shipdham. It would really
make his day.
Regards, Rod Barrett, (Chris's father)
Chris has recently joined the 44th BGVA and
has just received his first magazine.
.
From Bonnie Brown: The family of the late
Raymond Shirley donated a huge collection
of WWII model airplanes built by Shirley to an
AF ROTC unit at a high school in Splendora,
Texas.
From an unknown source: Peter Emmerick,
the 16 year old German boy who carried
ammunition to the anti-aircraft guns at Wesel,
passed away recently. In 2001 Peter met with
Joe Crandell, brother of Leonard J. Crandell,
pilot of K-Bar, who had been lost along with
his entire crew on that low level mission. The
following year he met Louis DeBlasio, waist
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gunner on Southern Comfort, one of two survivors of that plane. Peter Loncke had
arranged these two gatherings, acting as
interpreter when Peter Emmerick tearfully
apologized and explained the circumstances
of his assignment, to be an ammo carrier.
From Bob Vance:
Ships sail east and ships sail west
While the selfsame breezes blow;
It's the set of the sails and not the gales
that determine the way they go.
Like the winds of the sea are the ways of
fate as we journey along through life;
It's the set of the soul that determines the
goal, and not the calm nor the strife.
(Author Unknown)
From Robert Dubowsky: For about 21
years, Bob has been a volunteer at the Space
and Missile Museum at Cape Canaveral Air
Force Station. In light conversation, a young
man told him of his father, who flew in a B-24
out of a place called Shipdham. It was Chuck
Hand, son of the late and unforgettable Art
Hand. It was Art, who spent a lifetime, finding
members of the 44th BG and urging them to
become members. A short time before his
death, he was presented the Leon Johnson
award.
From an Unknown Source: In preparation
for D-Day the British stashed 4000 pound
bombs among fields of grazing sheep to
deceive German spy planes flying overhead.
In the Database, Captain Harry Orthman
reported leading the 492nd BG on the first
mission on D-Day, flying with Col. Eugene
Snavely as Command Pilot. Later he was
transferred to the 44th BG, flying missions
ahead of the advancing Allied troops.
Jerome Wilner, (68th Sq), Bombardier on
the William Dolan crew, remembers a crash
landing in Paris on Gipsy Queen after a mission to Metz.
“At that time officers wore their dress uniforms under their flight suits. It was my bad
luck that during the crash I was rolled around
pretty badly, and my uniform pants tore from
the waist to my ankle. The rest of the crew
were able to go out on the town in Paris,
which had already fallen to the Allies. I was
left in a hotel bar with only a chambermaid
for company.
Wilner remembers fondly that like in all good
movies, the gang had a rollicking good time in
blacked-out Paris, but Wilner got the girl!!!
From the Diary of Tom S. Parsons, LWG on
the Ted Weaver crew: “After briefing we went
to the planes (which were already lined up for
us on the perimeter), and as soon as the time
came, we took off. Of course a great
amount of difficulty was encountered in making formation since it was very dark (about
2:00 a.m.) and there was a terrible overcast.
In trying to find the formation, we crossed
a little too close under another plane and, due
to a sharp updraft, we ran into it. However
the only casualties were a mangled fin and
right rudder and ten sets of jangled nerves…
(The plane that was bumped by Battlin
Baby was Wendy W, piloted by Charles
Gayman.)
To form up the bomber column for this
first mission,, it stretched nearly all the way
from the Scottish border to the midlands of
England.
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Parson's account continues: “Since we
were the first formation to bomb the invasion
coast, (Colleville & St. Laurent) I thought we
might have been lucky enough to see the
landing of the troops, but the overcast was so
thick that all I saw was a few bursts of shell
fire along the coast line before we dropped
our bombs.
“Five hours after they returned to
Shipdham, Battlin' Baby and the Weaver crew
flew a second mission to a vital communications center at Vire, near Caen. By that time
he could see that the soldiers had cleared the
beaches and were several miles inland.”
“All the men were eager to be a part of DDay” Robert Lehnhausen remembered. “Their
spirits were high; nobody wanted to miss that
historical event.” Major Lehnhausen, who
commanded the 68th squadron, led the second mission, flying with the Robert A.
Edmonson crew in Flak Magnet. “Our target
was Ferets-De-Ceirsy, but we had to bring our
bombs back to Shipdham. The sky was so
overcast, we couldn't see a thing, even at
12,000 feet.
“At times we have heard complaints that
we weren't any help on D-Day; but the truth
is, we did our work before D-Day. In April
1944 we implemented the Transportation Plan
of bombing, devised by Prof. Solly Zuckerman.
The Plan targeted 79 German-held rail and
transport centers. RAF Bomber Command was
assigned 37 targets; the 8th AF was assigned
42. The Plan was overwhelmingly successful. It
isolated the Normandy battlefield for the
Invasion. The Germans had extreme difficulty
in transporting replacement troops and supplies to the battlefield. We bombed 70 cities,
hitting rail and transport systems. It was a
costly enterprise: 2,000 heavy bombers were
lost. That amounts to 20,000 men. “On one
mission we bombed a Naval Luftwaffe Station.
A large number of fighters rose in response,
and they lost half of them. Because we had
achieved air superiority, the Luftwaffe didn't
show up for D-Day.
According to Walter J. Boyne's book “Clash
of Wings” subtitled “WWII in the Air”, on April
14, 1944, the Combined Chiefs of Staff placed
both Bomber Command and the Eighth Air
Force directly under Eisenhower's control. He
decided to proceed with the Transportation
Plan, which critics called “Zuckerman's Folly”.
In March 236 planes from Bomber
Command devastated the major railway center south of Paris. This was the beginning of
an offensive that would confound the enemy
railway network with 22,000 British and
American sorties and more than 66,000 tons
of bombs dropped before D-Day. Credit for
success in this huge undertaking was credited
to the fact that by 1944, crews and leaders
were more experienced, better trained and
had developed improved techniques.
Roger Freeman’s report on D-Day Missions:
First Mission: 1,805 B-24s and B-17s dispatched. Three B-24s lost.
Second and Third Missions (apparently
both of these missions were a part of the
same Field Order): 782 B-24s and B-17s dispatched. One B-24 lost.
2587 sorties by our heavy bombers were
airborne, only one of the four losses were due
to enemy action. Two of the four lost were
involved in a mid air collision. That is the
achievement of air superiority.
Sadly, all four of the bombers lost that day
were B-24s. Three belonged to the 493rd
Group. The 493rd was the last Heavy Bomb
Group to join the 8th AF; they were added to
the 3rd Division. D-Day was their first operational mission. Their attaining operational status marked the completion of the commitment by the Air Corps to have 40 Heavy Bomb
Groups within the 8th AF.
No-one can minimize the heavy loss of life
to the invasion forces, but air superiority and
destruction of the rail system were certainly
factors in the success of D-Day.
…continued on page 21
20
�MAIL & E-MAIL… continued from page 20
Who was the smiling gentleman whose
face appeared on the cover the winter issue of
the 8 Ball Tails? Bob Lehnhausen thinks it is
Charles Pigg. Unfortunately, Charlie's vision is
limited, and he could not be sure. Jim
Craddock suggested Wesley Mitchell, but that
name could not be found in the Database. It
remains an unanswered question.
Charlie Pigg was considered an outstanding Maintenance Man. He oversaw the work
on four planes. His favorite was Lemon Drop.
Battle weary, Lemon Drop was ultimately
painted with 'tiger stripes', and used as a formation A/C.
Is it possible that sixty years after the War,
the very scarcity of B-24s has made these
planes more lovable? In the TV program 'War
Stories', Oliver North recently pointed out that
the B-24 was harder to fly than that highly
publicized B-17 and extremely more perilous
to ditch. None of this was a secret to the men
who flew those planes. It is notable that two
44th pilots ditched without a loss of a crew
member.
Among those who appeared on the show
was Richard Butler, a survivor of Ploesti.
However, they made a serious error in identifying photos: on the left was Dick, our great
44th hero; on the right was not young Butler,
but his pilot, Walter Bunker.
The number of '24s that are still flying can
be counted on one finger; the number available for viewing can be counted on less than
ten fingers. 60 years after the war, nearly all
have been shredded, they are still revered and
unforgettable.
From Roger Fenton: COMBAT FOR DUMMIES
1. Always aim towards the enemy.
2. Cluster bombing from B-52s is very very
accurate. The bombs are guaranteed to
always hit the ground.
3. If you see a bomb technician running, try to
keep up with him.
From the Archives: One of the B-24 airmen killed in the spectacular low-level raid on Ploesti on 1 August 1943 was S/Sgt. Albert
H. Oser of the 93rd group, a gunner credited with six enemy aircraft destroyed. This ranked the highest score for 8th Air force
Liberator gunners and was only equaled by two 44th Group Men.
T. Sgt. John Pitcovich and Lt. William G. Morton. In fact; only five
gunners achieved the unofficial accolade of becoming an ‘ace’
through shooting down five or more enemy aircraft while flying in
Liberators from England or on detachment in North Africa. In addition to the top scorers, T/Sgt. Willard W. Scott was credited with
Shipdham through the lens of
51/2 and T/Sgt. Ravelle A. Bennett with five; both were top turret
Ursel Harvel
gunners, and also served with the 44th Group.
Invasion group enjoying the arrival of Sten Guns,
dropped to them from the AC. Marquis de la hue
des Meuliers near Oabois, Montmoat, France,
Summer 1944
21
Poster at Air Force Museum in
Dayton. Ohio
�2006 REUNION SCHEDULE
44TH BOMB GROUP
Wednesday, October 11, 2006
Thursday, October 12, 8:00 A. M.
Friday, October 13, 8:00 A.M.
7:00 P.M.
Saturday, October 14, 8:00 A.M
Sunday, October 15, 8:00 A.M
7:00 P.M.
Monday, October 16
Executive Committee arrives
Meeting of Executive Committee
Registration Desk opens
Registration
Bus Tour of Washington, DC
(includes Arlington Cemetery, WWII
Memorial, Korean & Viet Nam Memorials
Trip to White House (limited to 100 people)
Cocktail Party - Cash Bar
Squadron Dinners
Buffet Breakfast
44th BG General Meeting
Bus Trip to Air Force Memorial event
Bus Trip to Memorial Concert
Buffet Breakfast
Tour to National Aerospace Museum,
Chantilly, VA
Cocktail Party - Cash Bar
Banquet
Buffet Breakfast & Farewells
REGISTRATION
44TH BOMB GROUP 2006 REUNION
Please note: Because we are joining the Second Air Division for this Once-In-ALifetime event, the unveiling of the Air Force Memorial, we will be registering
through the 2 AD Executive Secretary, Evelyn Cohen. Fourteen Groups of the
2nd Air Division, 8th Air Force and current members of the AF will be participating in this celebration-possibly the largest gathering of Air Force personnel old and new, that Washington has ever seen.
We will be staying at the Fairview Park Marriott Hotel, 3222 Fairview
Park Drive, Falls Church, VA 22042. very close to the Memorial. Seating for
the celebration will be arranged; therefore it is important that you
REGISTER EARLY.
22
�44th BOMB GROUP REGISTRATION
Last Name _____________________________ First Name ____________________________
Spouse _______________________________ Squadron # _______ Life Member? ________
Address _____________________________________________________________________
City ________________________________ State __________________ Zip Code _________
Phone ______________________________ E-Mail __________________________________
Guests & Relations ____________________________________________________________
Number to Attend ______________ (Fill out a separate form for each room needed)
Costs: Single Room 3 nights
Double Room 3 nights per person
$692.00 _______________
$542.00 _______________
Tours:
White House Tour (Friday 10/13)
(100 persons only) No Charge
Bus Tour of Washington, DC (Friday 10/13)
37.00 per person _________________
Buses to Natl. Aero Space Museum (Sunday, 10/15)
17.00 per person _________________
Extra nights-$92/night AMOUNT OF CHECK ____________________________________
Make out check to 2nd Air Division.
Mail to: Evelyn Cohen
6410 Delaire Landing
Enjoy Hospitality Room
Food Court at Hotel, Park Bistro, Club Lounge
Philadelphia, PA 19114-4157
IF YOU WISH TO JOIN THE WHITE HOUSE TOUR
Buses are rapidly filling, so we cannot guarantee that a seat is available.
However, with your registration, include this information:
Name _______________________________________________________________________
Date of Birth _________________________________________________________________
Social Security Numbers ________________________________________________________
Place of Residence _____________________________________________________
________
Country where born if not a U. S. Citizen __________________________________________
23
�WILL SEZ
The 01 August 1943 low-level attack on the
Ploesti Oil Fields was one of, or actually was
our toughest mission of the war. However,
except for the two books compiled by Webb
Todd and Norman Kiefer, very few personal
experiences have been printed. Even in my
67th Squadron Book, for several reasons, I
chose not to research or ask for personal
stories because many had previously been
included in Dugan & Stewart’s book,
“Ploesti”.
I should have asked you long ago, but
thought that most of you had already
recorded your experiences. But after reading
the stories that Bill had collected more
recently, there surely must be more experiences that you could share with us all.
Perhaps at this time of your life, it might not
be so difficult to put your memories down
on paper. I urge you to do so now. Send
them to me via e-mail if you wish, or by letter, or whatever. But do it as soon as you
can, so that I can wrap up Bill Cameron’s
own stories into his Journal.
Recently I took the time to re-read William R.
Cameron’s JOURNAL after Bill and a friend
spent several months to update and complete it. It was then that I learned that they
had added several personal stories from our
men who had participated, stories that,
apparently never before appeared in print.
One other item: To clarify what previously
was reported, I could not get my papers in
good enough order, so I had to defer their
transfer to the Army Heritage Library and
Museum in Carlisle. The files still have my
‘war room’ bulging, but I am slowly putting
some of it in better order. Part of my problem is that requests for information continue
to arrive in large numbers. I do enjoy being
able to answer some question for which
these people have searched, unsuccessfully.
However there must be a stopping point
shortly, as the Army is quite eager to get it
and to have it in a safe place. Sometimes I
think that Paul Kay is more eager than the
Army is, for it all to be deposited in Carlisle.
They will take excellent care of your, our
history.
Several years ago Bill had asked me to help
him finish his Journal, but I had to decline,
as I had too many projects unfinished.
However, at the present time I am not that
busy, and I would like to finish it for him
and for his memory. As he has these stories
already, all that must be added, I believe is
that I should ask our airmen who survived
that terrible mission if they would like to
have their personal stories included as well.
So……..could I ask you veterans who have
not already done so, to look back to that
mission and jot down what you remember,
what happened in your plane and with you
personally? Many of Bill’s stories include
much praying, as well as personal observations – bombs hitting targets, seeing our
planes getting hit, breaking barrage balloon
cables, etc. Include anything that still stands
out in your memories – please.
Will Lundy
24
�FOLDED WINGS
I know that I no more shall see the season’s glorious show,
Nor would it’s brightness shine for me, nor it’s wild music flow;
But if around my place of sleep, the friends I love should come to weep,
They might not haste to go. Soft airs, and song, and light and bloom
Should keep them lingering by my tomb
William Cullen Bryant
Gallavantin' Gal, Puritanical Bitch/Puritanical
Witch, T. S. Tessie, Lady Geraldine, Limpin Ole
Sadie/San Antonio Rose and Three Kisses for
Luck. Their last mission was April 18, 1945.
ARMOUR, SAMUEL #19234 68th Sq. 20
November 2005. 1st. Lt. Armour was a
Navigator on the Edward Kohler crew; but
also with pilots Thomas Kay and William
Ritter. Armour's first combat flight was 18
July 1944 to Caen, as the Allies were beginning to break free from coastal areas after DDay. He flew missions in T. S. Tessie, Lili
Marlene, Gipsy Queen but his happiest memory was in having flown 25 in the beloved
plane, Corky. His last mission was 30
November 1944. Armour's pride in his Corky
missions was ongoing: Corky's name is etched
on his tombstone. He completed 36 missions,
25 in Corky.
DAILY, THOMPSON E. #19914 2006 1st. Lt.
Daily was a Co-pilot with Thomas Harrocks
on his first combat flight 28 September 1944.
Two days later he had his own crew, flying
into the heartland of Nazi territory. Daily flew
one mission to Metz, France; all 27 others
were into Germany, hitting oil refineries, marshalling yards and air fields.
The Daily crew flew in Fifinellla, Down De
Hatch, Big Time Operator, Judy's Buggy, King
Pin and many unnamed planes. Their last mission was February 24, 1945. He was rotated
back to the States early, due to his father's
critical health problem, but returned to finish
his tour.
After the war Daily remained in the AAF,
flying C-54's, C-124's and C-135-B's during the
Berlin Airlift, the Korean Conflict and the
Vietnam War. He and his wife Thel of 67 years
retired in Fairfield, CA. The couple had a son,
2 grandsons and a great grandson.
BARBONE, ANTHONY # 19302 66th Sq. 7
August 2005 Barbone was a member of the
Ground Crew. Sgt. Barbone entered the service 6 January 1942. He received his Basic and
A&E Training at Sheppard Field, Texas; B-24
training at San Diego, California; and was
assigned to the 66th BG at Barksdale Field, LA.
He moved with the Squadron to Oklahoma
City and to England September 1942 via the
Queen Mary. He returned to U.S. June 2,
1945.
BUMGARDNER, BERT #19585 25 September
2005 68th Sq. T/Sgt. Bumbardner was a Radio
Operator/Gunner on the William Dolan crew.
Their first mission was November 4, 1944. This
crew flew thirty missions, one to Metz, France,
all others into Germany at a time when the
Allies were steadily progressing eastward into
Germany. They flew in many planes: Lili
Marlene, Flak Magnet, Gipsy Queen, Corky,
25
�FOLDED WINGS
GRIFFITH, ROCKFORD C. (Rocky) #22749
67th Sq. 2005 His death was reported by
Ralph Jackson. 1st. Lt. Griffith flew his first of
22 missions on 10 October 1943. He and his
crew flew in Calaban, 4-Q-2, Shack Rabbit/Star
Spangled Hell and Judy's Buggy. Griffith is
fondly and admirably remembered for his
skilled landing on 18 November 1943 when,
returning from Kjeller, Norway, it was discovered that flak had damaged the right landing
gear. Griffith had a wounded tail gunner
aboard. He directed all crew members except
his co-pilot Lt. Lawrence Grono to bail out;
then the two brought #41-29161 to a perfect
landing with only the left wheel down, arriving among a group of cheering ground men
who held their breath until they knew that
everyone was safe. For that performance he
was awarded the Silver Star.
On 13 April 1944 the mission was to
Lechford, Germany, a Twin Engine Fighter
Plant. After completing the bomb run, it was
discovered that they had engine malfunction
and were too low on fuel to make it back to
Shipdham. Griffith flew it safely to Switzerland
where all were interned. Griffith and his Tail
Gunner escaped and returned to England. All
other members of the crew were kept in
internment until the war ended.
MILLER, WAYNE A. #28353 2005 506 Sq. 1st.
Lt. Miller was the Bombardier on the John
Docktor crew. His first of 33 missions was 7
May 1944. The crew flew in Passion Pit,
Limpin' Ole Sadie, San Antonio Rose, Southern
Comfort II, My Gal Sal, Flying Log/Pregnant
Pig, Three Kisses for Luck and in many
unnamed planes. On D-Day the Docktor crew
flew to Colleville/St. Laurent in France. All missions were supporting the advance of the
Allies who were moving east. Their last mission was 3 August 1944. According to Walter
Dunbar, Navigator on the Docktor crew, Miller
left the service after the War as a Major. Later
he rejoined as an enlisted man, spending 20
years altogether. He leaves his wife Mary. The
couple had been married many years.
REINHART, ELMER #321778 23 December
2005 67th Squadron. Lt. Col. Reinhart, pilot
of G I Gal arrived in Shipdham and was immediately assigned to the group that went to
Africa. His first mission was 6 July 1943. In
preparation for Patton’s invasion of Sicily, his
first two missions were to Gerebina and
Catania. After that were four raids to Italy,
and then he began the low level practice
flights at Benina Main. On 1 August 1943 he
was a participant in the famed mission to
Ploesti. G I Gal was the last plane to leave
Target Blue, and was beset by German fighters. One member of the crew was KIA; all
others became POW.
Upon returning to the States, Reinhart
transported military aircraft until the War
ended. After that, he became a computer
programmer. His last residence was at Air
Force Village, Riverside, California.
HINSHAW, C. R. # 20676 66 Sq. 2006 1st.
The crew of 1st. Lt. Hinshaw flew their first
mission on 27 September 1944. Most missions
were flown in unnamed planes, but also in
Scotty Mac, Jail Bait, Big Time Operator and
Peace Offering. On one mission to
Magdeberg, they flew with Capt. Sterling
Dobbs, Command Pilot. Their last mission was
on 15 March 1945. At the time of his death,
Hinshaw was residing in Liberty, North
Carolina.
News of Hinshaw's death came from
Robert Fisk, son of Robert Fisk, Navigator on
the Hinshaw crew. Fisk, Jr. also reported on
the death of one of Hinshaw's close friends,
1st. Lt. Thompson Daily.
26
�FOLDED WINGS
RENDALL, WILLIAM A. (Scotty) # 21779 16
September 2005 66th Sq. 1st. Lt. Rendall
was a Navigator, flying most of his missions
with the Donald Heskett crew. He also flew
with John Y. Reed, Shelby Irby, and once
with James W. Kahl as Command Pilot. He
flew in Fascinatin’ Witch, Helen B Happy and
Bull of the Woods.
On 11 October 1943, after the awesome
mission to Wiener Neustadt, the Heskett crew
was part of the group returning to England.
The first leg of the journey was to Marrakech,
Morroco. An engine malfunction in Libya
forced a crash landing with Helen B Happy
plowing a 150 foot furrow through a meadow. Rendall reported that when he put his
feet down, it was into soil. The crew survived
with only one serious injury, but missed the
group flight to England.
On 30 December 1943, the Heskett crew
was bombing in Ludwigshaven, Germany,
bombing via PFF through heavy clouds. A
group of German fighters brought Bull of the
Woods down with 2 crewmen KIA; seven
evaded successfully. Because of his Frenchspeaking skills, Rendall was retained by the
Resistance to help move American and English
evadees. The Gestapo infiltrated the group,
and he became a POW at Stalag Luft III. He
was part of the group liberated on 30 April
1945 by the arrival of General Patton.
Rendall and his wife Millie spent their last
years in Grapevine, Texas. Report of his death
came from his son, Richard Rendall, USMC
(Ret)
there, his missions took him to chemical factories, fuel storage area, airdromes and marshalling yards, all efforts to keep the enemy
from moving toward the Allied troops. He
flew in Old Iron Corset, My Gal Sal, Mi Akin
Ass, Glory Bee, Judy's Buggy, and many
unnamed aircraft. His last mission was 27
August 1944.
WHITEHOUSE, JAMES M. #22540 26
February 2003 1st. Lt. Whitehouse was a Copilot, flying first with Oscar Leonard, then all
other flights with the John Titter crew. His first
of 36 missions was 24 May 1944, just when
the Allies were preparing for the Normandy
invasion. On D-Day the crew flew two missions, one to Caen, the other to Colleville/St.
Laurent, both Invasion Targets. On 19 June
they went to Autheux, bombing the V-1 sites
in France. Whitehouse flew in the following
a/c: Passion Pit, Shack Rat, Feudin' Wagon,
Southern Comfort II, Ole Cock, My Ever Lovin'
Gal, Full House, My Peach and Joplin Jalopy.
Their last mission was 8 August 1944.
He is survived by his wife of 57 years,
Lavonne E. Pierce; daughter Valerie and son
Dr. James M. Whitehouse, Jr. He was preceded
in death by daughter Carol. The couple had
four grandchildren and two great great grandsons. Whitehouse was born in Canada; he
spent his last years in San Bernardino, CA.
After the war he became a supervisor of electrical maintenance at Kaiser Steel Company.
WICKHAM, WILLIAM G. #22553 68th Sq. 2
February 15, 2006 William Wickham was a
member of the Ground Crew. He passed away
in Erie, PA, and was buried with full military
honors. His death was reported by his son
Joel, Commander USNR (ret.)
STEWART, MARTIN V. #22163 25 December
2005 67th Sq. Lt. Stewart was a Co-Pilot on
the Robert Gunton crew, later with Wilbur D.
Carter. At times he flew with Command Pilots
Captain Frank Davido and Capt. Howard
McCormick. His first mission of twenty-seven
was to Brussels on 31 May 1944. On D-Day he
flew to Colleville/St. Laurent in defense of the
troops that were landing in Normandy. From
27
�JOIN US IN WASHINGTON, DC
THE MOST-VISITED CITY IN THE USA
FOR THE BIG AAF CELEBRATION
44th Bomb Group
Veterans Association
P.O. Box 712287
Salt Lake City, Utah 84171-2287
NONPROFIT ORG.
U.S. POSTAGE
PAID
YORK, PA
PERMIT NO. 323
�
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8 Ball Tails
Newsletter
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8 Ball Tails Volume 7 - Issue 1: Spring 2006
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
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Spring 2006